The Maritime Advocate–Issue 801

Posted:

1. Minister discovers shipping industry
2. KR- CON
3. IACS remote surveys
4. NextGEN
5. Remembering the Falklands
6. Bunker funding
7. Compliance planner
8. Seized assets
9. Bunker contamination
10. War impact on energy transition
11. Pilot exchange
12. Pest control
13. Collision claims
14. Clydebank Declaration
15. Green MOU
16. Fuel cells

Notices & Miscellany

Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com


1. Minister discovers shipping industry

By Michael Grey

“In the shipping industry” an old Greek shipowner said to me, “we operate not with the help of the government, but in spite of it”. And it is absolutely true, no matter where a shipping operation might be based, although some governments are more landlubberly than others.

This statement, uttered more in sorrow and weary resignation than in anger many years ago, came back to me as we read with mounting disbelief of the suggestion by the UK Secretary of State for Transport that the ports must become a sort of inspectorate to check out the pay packets of the crews of visiting ships. This of course was the wheeze as the government flailed around seeking to punish P&O Ferries for its combined HR and PR catastrophe in the summary dismissal of 800 of its employees.

The national minimum wage was the weapon of choice and it was intolerable that any seafarer aboard ships docking in this realm should be paid any less than this hourly rate. Urgent talks would take place with countries on the other end of ferry routes to see if “corridors” could be established along which only the minimum waged might travel. And the ports would be tasked to check out the pay packets, preventing ships with seafarers who are paid less than the going rate from entering these fair wage waters. Meanwhile all sorts of government departments are roaring around to facilitate the prosecution of P&O Ferries and its unrepentant chief executive for various unspecified crimes, once the lawyers can agree on their nature.

You can probably guess where this is all going. Who remembers the suggestion of some years ago that urgent action needed to be taken around the “European Lake” to preserve jobs which were disappearing fast as operators searched around looking for cheaper crews. That initiative went down like a lead balloon, when the highly economic workforces of the new EU members from Eastern Europe became available and dramatically undercut the conditions of crews from the West, without their employers searching further afield.

I can recall a conversation with a British short sea shipowner, who ran a very decent fleet with UK seafarers, who told me that he just could not compete with others manning their ships with cheaper workforces. He told me that he was sincerely ashamed that many of his British seafarers were in receipt of government benefits, such was the paucity of their pay packets. But there was no way that he could pay them more if he was to compete with road haulage or competition manned more economically. His fine little family company, it goes without saying, is now just a memory.

The P&O Ferries behaviour was downright disgraceful, both in the manner of its labour relations and the possibly fatal harm to the brand, but there have been no government interventions or ministerial grandstanding throughout the long years in which jobs on ships have been outsourced to contracted labour, to manning agents in far off places who will offer seafarers for a few dollars less. There are seafarers working for far less than the UK minimum wage in every port in the kingdom, in passenger ships, freight ferries, coastal tankers, supply boats, short sea and coastal traders. But to listen to the indignant Transport Secretary and the politicians of every party, you would think that this is something new and extraordinarily outrageous that has been just discovered as the result of P&O Ferries’ shocking behaviour.

The search for ever cheaper labour is endemic in an industry that is characterised by its parsimony. There was no ministerial action when we first saw Philippine or sub-continental hands shivering in their oilskins in offshore craft in winter-bound Peterhead, or living aboard battered middle water trawlers. I recall that it was left to people like port chaplains to intervene on behalf of sub-continental seafarers running a shuttle tanker around the coast on a twelve-month contract, without a single hour off.

Nobody, other than the unions, has even commented on the way the European short sea fleet has gravitated to cheap and often quite incompetent flags, just to shave a few more dollars off their costs. I once took pride in my knowledge of geography, but many of these ships are registered in ports most of us will have no clue as to where they might be. There will be hands aboard these ships to whom the UK minimum wage would be unimaginable wealth, but it is only their willingness to work for far less that makes the economics of these vessels just about add up.

And that is the reality, which might be just about dawning on Grant Shapps, in his new-found discovery of the maritime world, where a culture of cheapness has suited everyone, as far back as the days when a dug-out canoe was the channel ferry of choice.

Anyway, the ports have made it pretty clear what they think about the Minister’s grand plan for a wages inspectorate to be bolted on to their responsibilities, thus alienating the customers they work hard to win and retain. I thought their response extremely diplomatic, when more seamanlike language might have been entirely appropriate. 

Michael Grey is former editor of Lloyd’s List.


2.  KR- CON

The Korean Register (KR) has launched the 20th version of its KR-CON, a digital database that contains almost all the international conventions and other instruments from the International Maritime Organization (IMO).

The programme, which was developed and launched in Korea in 2000, has been used by seafarers, onshore support staff, maritime educational institutions and governments around the world for more than 20 years.

The latest version of KR-CON has been updated to improve the system’s speed and stability, enabling users to install the USB version of the database directly onto a computer. There is also a version of the system that can be installed via the web to improve its speed of use.

“The 20th version of KR-CON has significantly accelerated the speed of the programme through two types of installation versions and improved its stability by allowing the program to be driven directly on a PC, thereby overcoming the limits of the USB performance,” said Jungkun Lee, general manager of KR’s convention & legislation service team.
“We will continue to improve the programme with changes that reflect our customers’ needs for a better user experience,” he added.

KR-CON is available via website, USB, mobile application, and web installation version, providing IMO conventions, codes, resolutions, and circulating documents.
Further details can be found on KR’s main website (www.krs.co.kr) and the KR-CON website (krcon.krs.co.kr).
 


3. IACS remote surveys

The significant impact of the COVID19 pandemic on the maritime industry resulted in an increase in the deployment of remote surveys by IACS Members to ensure the maritime industry was able to continue functioning in as smooth and efficient a manner as possible.
 
Noting many IACS Members introduced remote survey aspects prior to the pandemic, advancements in Information and Communication Technologies (ICT) together with the experience and knowledge gained during the pandemic, means that remote surveys will increasingly form part of IACS Members’ operations given the many advantages that can be achieved in terms of practical delivery while ensuring the same quality and safety levels.  A “Remote Survey” is defined as a process of verifying that a ship and its equipment are in compliance with the rules of the Classification Society where the verification is undertaken, or partially undertaken, without attendance on-board by a surveyor.

To ensure all IACS Members have uniform guidance and requirements on remote surveys it was considered essential to develop minimum common requirements for the implementation of remote surveys. The IACS Unified Requirement UR Z29 has therefore been developed to deliver the core objective that a remote survey will only be appropriate when the survey is carried out without compromising the quality and results of such survey, providing the same level of assurance as those performed by a surveyor attending onboard the vessel.  To achieve this fundamental goal, it was essential that IACS developed principles to ensure equivalency between remote survey and traditional survey by establishing a general definition, application scope, conditions and limitations of remote survey together with identification of requirements in terms of training of personnel.

Among the principles and minimum requirements contained within UR Z29 is that the eligibility of the remote survey is to be decided based on type and scope of the requested survey as detailed in the UR Z29 and, if applicable, with flag state administration acceptance where statutory survey requirements are also involved.  A remote survey is deemed eligible when it provides the same level of assurance as a survey with physical attendance on-board of a surveyor.  A balance will be found between remote surveys and physical attendance to ensure the sustainability and robustness of the current classification and statutory systems.  Remote surveys are generally to be carried out with internet connection allowing a live streaming visual examination, although, in certain circumstances, an appropriate combination of remote survey methods may be used.

IACS Secretary General, Robert Ashdown, said “with the development of this UR, IACS Members have once again demonstrated their ability to rapidly harness innovative technology and survey techniques for the benefit of the maritime industry without any reduction in the levels of quality or assurance expected of, and provided by, class surveys.”  IACS will also actively participate in the upcoming discussions at IMO on incorporating Remote Survey requirements into a regulatory framework that supports new technology while strengthening maritime safety and contributing to the protection of the environment.

IACS Unified Requirement on Remote Classification Surveys UR Z29 will enter into force for IACS Members on 01 January 2023.


4. NextGEN

Singapore and the International Maritime Organization have jointly launched NextGEN Connect, which aims to bring industry stakeholders, academia and global research centres together to offer inclusive solutions for maritime decarbonisation for trials along specific shipping routes. The launch was made during the IMO-Singapore Future of Shipping Conference: Decarbonisation on 6th April.

Under NextGEN Connect, diverse stakeholders will be invited to propose robust methodologies to jointly develop, on a pilot basis, route-based action plans to reduce greenhouse gas (GHG) emissions between specific points along a shipping route in the Asia-Pacific region. These proposals can be submitted via nextgen.imo.org/challenge.

Jointly introduced by IMO and the Maritime and Port Authority of Singapore, the NextGEN Connect Challenge is the next phase of the NextGEN initiative (GEN stands for “Green and Efficient Navigation”). Launched in September 2021, the NextGEN database (nextgen.imo.org/) currently lists more than 150 decarbonisation projects with more than 500 stakeholders worldwide, including IMO Member States, shipowners, technology developers, classification societies and non-governmental organisations.

IMO Secretary-General Kitack Lim, who delivered the conference’s opening remarks, said, “I am pleased to welcome the launch of the next stage of the NextGEN project. The transition to a decarbonized maritime sector cuts across all aspects of shipping – from the supply and use of fuels to safety matters, port operations and training of seafarers. The trials on use of new technologies and zero-carbon maritime fuels will support a safe shift, and we must ensure a just and equitable transition that recognizes the need for skills and technology development in developing countries. Collaboration, information sharing, and capacity-building are key to ensuring no one is left behind in the push for the decarbonisation of the shipping sector.

Delivering the welcome address of the conference,  S Iswaran, Minister for Transport and Minister-in-charge of Trade Relations, Singapore, said, “It is important for public and private stakeholders to work together in a collective and inclusive manner globally to accelerate the maritime sector’s transition towards a low-carbon future. NextGEN Connect serves as a collaborative platform that matches the challenges of sustainable shipping to diverse solution providers across borders and industries. The platform also shares innovative and successful projects that address common problems in shipping worldwide. In this way, no one is left behind on the access to creative sustainability solutions in achieving the goals of the Initial IMO GHG Strategy.”
 


5. Remembering the Falklands

This week, international maritime charity Sailors’ Society is recalling the role it played in the Falklands War 40 years ago.

On April 9 1982, the ocean liner SS Canberra departed from Portsmouth to carry the Parachute Regiment and Royal Marines to the Islands more than 9,000 nautical miles (17,000 km) from the United Kingdom.  
 
At the same time, the ship’s owners contacted Sailors’ Society asking them to draw up contingency plans to notify the family of crew members in the event of loss of life.
 
By the end of the month, the Society had also been asked to be there for the families of the Merchant Navy crews of the Europic, Baltic and Nordic ferries and the Allegra.

Also added to that list would be the SS Uganda which became a hospital ship.

Sailors’ Society chief executive Sara Baade said: “During the 74-day conflict, the Society’s chaplains would make more than 400 visits to offer help to families.

“In 1982, in that time of war, we were able to harness our network of chaplains to be there for anxious family members. Today our chaplains are actively working with families in Ukraine.

“Our chaplains and volunteers help hundreds of thousands of seafarers and their families every year.  

“Now, as then, we extend a hand of friendship, hospitality and pastoral care to everyone we meet.”
 


6.   Bunker funding

Data collected by leading marine and energy consultancy BLUE Insight has indicated that a significant number of bunker fuel deliveries made in the major marine fuel hubs of Rotterdam and Fujairah are being made below a financial breakeven point; indicating that fuel buyers are not receiving the volume of bunkers they are paying for.

The findings – which will prompt renewed calls for mass flow meters as a universal standard – indicate that short bunker supplies cost buyers, owners and charterers an estimated $100 million in Fujairah and $150 million in Rotterdam throughout 2021. These estimates are based on the delivery economics of very low sulphur fuel oil (VLSFO), but the research supports similar patterns of losses for high sulphur fuel oil (HSFO) and even greater losses for marine gas oil (MGO).

The financial data, obtained   for both Rotterdam and Fujairah, is based on significant inputs from suppliers, buyers and surveyors active in those locations, supported by stress testing from BLUE Insight’s team, which has a collective in-depth knowledge and understanding of each of these markets.

‘Short delivery’ malpractices, where suppliers deliver less product than appears on the bunker receipt, has been an age-old tactic for many years within the bunkering sector. In 2017, Singapore, the world’s largest bunkering port, mandated the use of mass flow meters to ensure the accurate measurement of delivered fuel, a law that has been considered universally successful.  However, other ports have not followed suit, and short deliveries have remained a challenge for the industry.

Commenting on the findings, Adrian Tolson, director at BLUE Insight said: “Our data suggests that the evidence is clear; buyers of fuel are disadvantaged and are not receiving the volume of bunkers they are being billed for. This challenge cannot be entirely explained by supplier generated volumetric shortages, but we do believe that the introduction of properly certified mass flow meters in combination with a robust licensing process will do much to eliminate the issues. They removed short deliveries of bunkers from the supply picture and saved buyers in Singapore about $1.7 billion in fuel costs in less than four years,”

Tolson says that as carbon regulations tighten, initially through the IMO’s EEXI and CII, and as carbon taxes and levies are introduced, fuel delivery volume discrepancies are likely to have major compliance implications. Inaccurate and higher fuel delivery volumes will overstate emissions and lead to penalties and higher operating costs for owners and operators.  

“Having the right bunkering regulations in place is critical to managing fuel consumption and emissions.  As the market evolves, it is important that port authorities, governments, and customer measurement authorities help to create an environment where better control is exerted over the supply chain. It starts with getting the right technology mandated and supporting this with standards, regulation and licensing. This includes the global introduction of mass flow meters in ports, or other appropriate metering technology for future fuels, and then making an attitudinal shift so that the approach is right for when fuels become more complex and expensive.”

BLUE Insight will publish a report later in the year once a global analysis has been completed on the true extent of this problem and the continuing challenge it poses to the sector’s reputation. Request a copy of the report preview here.


7. Compliance planner

Classification society DNV has updated its recently released Compliance Planner. The digital tool will now additionally enable DNV customers to monitor their entire fleets and individual vessels against Flag State compliance requirements.

International shipping and offshore regulations are expanding in scope and complexity, increasing the burden on ship owners and operators. Designed to provide an overview of IMO, ILO and EU requirements, DNVs Compliance Planner has now been updated to incorporate Flag State requirements – providing an enhanced overview for users. Furthermore, the tool is continuously updated to reflect the latest decisions of regulators and includes several options for demonstrating compliance. Following considerable industry interest, the tool has also been expanded to cover Mobile Offshore Units (MOUs).

“With hundreds of users accessing the portal on a monthly basis, our tool is proving a popular way for customers to manage their fleets’ compliance requirements,” said Georgios Kasimatis, Director of Regulatory Affairs at DNV Maritime. “Since its launch the tool has evolved for the benefit of all ship types, helping owners and operators with their decision-making to ensure they stay ahead of the regulatory curve. We are pleased to now also offer this complementary service to our customers with mobile offshore units in DNV class. This is an area seeing considerable growth and where owners need to quickly get to grips with emerging requirements.”
   
DNV’s Compliance Planner provides the user with a tailored list of requirements that their fleet or individual vessel needs to meet to achieve compliance. Once logged in, the tool presents all the upcoming statutory requirements based on the vessels in DNV’s MyFleet portal. The results are filtered to match the vessels within a customer’s fleet and broken down into mandatory and optional requirements. It also offers an easy jump off point to information that will help customers familiarise themselves with new regulations.

Compliance Planner is available for all DNV customers with vessels and MOUs in class where DNV issues statutory certificates.


8. Seized assets

Seized maritime assets could pose a “significant risk” to ports, harbours and marinas if there is no requirement to ensure mega yachts detained under sanction rules are properly maintained, made safe or deactivated.
 
Safety concerns raised by Van Ameyde McAuslands, a global firm of marine surveyors and engineering consultants, follows the seizure by port authorities across Europe of a number of high-profile mega yachts thought to be owned by Russian oligarchs.
 
In London’s Canary Wharf authorities seized the US$38M Phi. The US$75M Axiom was seized in Gibraltar, and in Italy, authorities boarded the $540M SY A, one of the world’s largest privately owned yachts. Yachts thought to be worth more than $16 billion are being held across Europe, in Finland, France, Norway, Spain, and Germany.
 
“When a vessel is seized it may no longer be in Class and under Flag, and any insurance, including P&I and H&M, is likely to have already been revoked, says Albert Weatherill, Managing Director, Van Ameyde McAuslands, UK.
 
“From that moment the yacht, by default, becomes a liability of the state. And without insurance, proper loss prevention measures need to be in place to avoid losses and claims. Potential litigation could run into millions of dollars if assets are not properly made safe or shut down correctly. These are not vessels that can be simply turned off and walked away from.”
 
Normally, the annual upkeep of a mega yacht can exceed US$50 million, with flag state requirements calling for minimum manning and planned maintenance. But according to the surveying firm, there is confusion over who will be responsible for carrying out routine maintenance if any is being carried out at all.
 
“If crews are not being paid and walk away or if sanctions prohibit maintenance, what happens if there’s a pollution incident? What happens if the vessel comes adrift or catches fire, if there’s theft or the vessel is sabotaged? There are too many unknowns, and in this industry, unknowns often equate to litigation,” Weatherill says.
 
Van Ameyde McAuslands believes that seizing authorities – flag states – should be aware of the need to take immediate action when a vessel is impounded. Indeed, it is thought that none of the seized yachts to date have been prepared for lay up or surveyed to prevent pollution or disruption to the port.
“These vessels need to be as safe as possible on the mooring,” says Weatherill.
 
While it is difficult to predict how long these vessels are going to remain alongside, to make them safe machinery should be deactivated, systems drained down, discharge overboard valves closed, fire systems checked and engines prepared for cold lay-up in accordance with Classification Society and OEM guidelines.
 
“This will prevent any potential damage to machinery, internal cabins, valuables, limiting financial exposure and liability. It will also safeguard against any potential risk to the maritime infrastructure, the environment and the public at large,” says Weatherill.
 
“Manning, deterioration, damage, fire, theft, danger to people and property – these are all very serious issues. When vessels are dormant for long periods there is potential for things to go wrong and when there is no insurance safety net to fall back on, it’s a big problem. We’re in uncharted territory.”
 


9. Bunker contamination

The latest fuel contamination outbreak to hit the bunkering market, this time in Singapore, should be a wake-up call to the danger of discovering quality issues only after fuel is onboard vessels, warns marine fuel tracking expert FuelTrust.

FuelTrust estimates the scale of this contamination outbreak to have spread to dozens of vessels. The disruption is widespread, with many vessels suffering blackouts, engine damage, and the need to debunker. Given the additional disruption to cargo delivery, insurance claims could easily run in the hundreds of millions of dollars.

“We are seeing another fuel crisis similar to Houston in 2018,” said Jonathan Arneault, co-founder of FuelTrust. “Four years later, the lawsuits from Houston are still ongoing, and we’re just realizing the financial impact that a single batch of bad fuel can have on the industry. This recent incident is shining a light on a persistent global issue. Fuel quality problems cause debunkering issues every month in ports around the world, most of which never make the news.”

Bunkering remains a fragmented supply chain, full of ‘unknown unknowns’. Contaminant issues may not be picked up by today’s required testing. The lack of digital technology to drive transparency and traceability across the industry means greater risk of fuel quality, quantity, compatibility, and fraud issues. Early warning systems to alleviate risk exist today, at a cost that works out to cents on the barrel.

“We have analysed more than 390 million barrels of fuel, looking at their exact chemical make-up,” Arneault continues. “FuelTrust gives suppliers and shipowners the ability to know the content history and expected performance of fuel prior to sale or bunkering.

This could reduce operational and financial risk across the industry. In this latest instance, a GCMS (Gas chromatography-mass spectrometry) test would have revealed the presence of the organic chlorides contaminating the fuel. FuelTrust keeps a GCMS lab analysis of the supplier storage fuel tanks, in a secured blockchain record and provides alerts when our AI detects anomalies or non-compliant fuels before they are bunkered.”
 
Mark Barton, business development manager at MHG Insurance and a FuelTrust advisor, confirmed the scale of the disruption to shipping from contaminated fuel, and echoed the call for an early warning system.

“What is yet to be seen here is the true scale of the contamination, which has already spread to dozens of vessels. Damage to these vessels not only means financial impact in terms of repair and time at sea, but also costs associated with failure to meet contractual agreements. We will likely see delays lasting weeks, but legal challenges could go on for years.

“This underlines the need for better transparency and visibility in the marine fuels supply chain – and for a method of giving shipowners and bunker suppliers advance warning of problems with the fuel. The industry cannot afford to continue finding out about this kind of contamination only once the damage is done, which is why solutions like FuelTrust’s are so valuable in our fight for a safer, greener and more trustworthy marine fuels sector.”


10. War impact on energy transition

As Europe struggles to build energy security in response to Russia’s invasion of Ukraine, uncertainty looms on many fronts. By turning its back on Russian oil and gas, will Europe speed up or slow down its transition to cleaner energy? DNV’s conclusion is that improved energy security does not come at the cost of decarbonization and there is likely to be a small acceleration in Europe’s energy transition.

Read the article
 


11. Pilot exchange

Associated British Ports is to use a new digital Master Pilot Exchange programme developed by Ports of Auckland, eMPX, simplifying the current process. 
Already in use at ports in New Zealand and Australia, ABP’s 21 ports will become the first European-based ports to roll out and use the software. After a successful trial completed in 2021, eMPX will assist all ABP marine pilots in helping to guide ships of all shapes and sizes into safe harbours.

eMPX, the new global standard for master-pilot exchange, is designed with cutting-edge technology, and provides pilots with an entirely digital experience, eliminating the need for paper-based processes.

Using an iPad, pilots will be able to plan ahead of a vessel’s arrival at port, before sharing the plans and port data with ships’ masters, with the ability to update the plan if a ship is delayed. Data can also be stored, with all data then stored in the cloud, readily available for future reference.

Speaking about the partnership, James Clark, technical authority marine at ABP said: “It has been great working with Ports of Auckland to develop this new software for ABP’s pilots, and we are delighted to work with the team in New Zealand to make it happen. Not only does this simplify the process in terms of a paper-to-digital process, but we will now be in a position to send ships information about their planned passage ahead of time, which all contributes to better bridge resource management as well as providing our customers with better information.”

Jason Ranston, business manager, Ports of Auckland, said: “At Ports of Auckland, we have been thoroughly impressed with the deep level of insight that ABP’s pilots have been able to provide, as well as the commitment to support the ongoing development of eMPX. For us, ABP’s ports represent eMPX’s first step into Europe as a software provider, and we are excited to have ABP join a growing global community of marine pilots dedicated to the enhancement of our master pilot exchange system.”

The use of eMPX at ABP’s ports is part of its long-term vision for digitalisation. Already in use amongst marine pilots in Southampton, ABP plans to roll out eMPX with pilots in its other 20 ports by the end of 2022.
 


12. Pest control

Various sources of potential pest contamination exist throughout the global freight supply chain. Both national legislatures and multinational regulators are keen to minimise potentially devastating consequences to agriculture and the natural environment that unwanted invasive pests can deliver. All those involved in the movement of cargo internationally must heighten their awareness and tighten biosecurity measures.

The international freight transport insurer TT Club is bringing the nature of these phytosanitary risks into even sharper focus by helping to educate those involved in the intermodal supply chain about pests taking unwelcomed rides. This is building on the success of its series of animated supply chain security videos. As many vulnerabilities emanate at the time of packing freight units at export locations across many countries, the visual impact of video animations can be effective in conveying these crucial messages.
 
In introducing the videos Peregrine Storrs-Fox, TT’s Risk Management Director commented, “The condition of the structure of the ‘metal box’ and its cleanliness are clearly important elements in relation to pest movement. However, there needs to be focus attention on the condition of the goods themselves and any packaging or dunnaging materials to ensure that they are not contaminated either. We have attempted to emphasise both these aspects in these animations and are grateful also for input from partners in the Cargo Integrity Group”.
 
The four video clips, that can all be accessed HERE, feature how the route taken by a road transport vehicle can affect cleanliness, as well as how mud and vegetation, however acquired, can harbour invasive pests, risking contamination before loading on board a ship. They also highlight how packing freight units under bright lighting at night can attract unwanted insects and the risk of cargo from previous loads also introducing invasive creatures.
 
TT Club wants to raise the issues of such contamination to stakeholders as container flows are complex, involving multiple handovers of control and transport modes. The shipping company, which often operates the container, has little direct control over or access to containers except, with the involvement of local operators, when they are empty in depots or at terminals. This by no means applies to every trip. On many occasions containers are delivered empty for packing immediately after discharging the previous cargo.
 
A critical place of potential pest contamination is the packing point, over which the shipper exerts the most influence and control, either directly or via contractual agreement with the packer. It is clear therefore that an understanding by a number of parties about the interdependencies and mechanics of the supply chain is required to build effective, sustainable measures to mitigate the risks of transfer of invasive pests. So too is an understanding of biology of the range of pests at the point of origin. TT will continue to communicate the consequences of these risks and the means of reducing them through as many channels as it believes can be effective.
 


13. Collision claims

A raft of consequences faces shipowners, insurers, and adjusters in dealing with the aftermath of ship collisions, speakers at the latest joint seminar in London of the Association of Average Adjusters and the International Underwriting Association made clear.

Casualties harbour potential cost implications for salvage, wreck removal, cargo damage, damage to ship, oil pollution, crew and passenger personal injury, limitation of liability, damage to fixed and floating objects, and claims from port authorities.

Alistair Johnston, partner at CJC Law; Chris Zavos, partner with Kennedys; and Michiel Starmans, director of the legal department at Amsterdam-based Spliethoff Group, set out in their talk on 24th March 2022, what they called Practical aspects of collision claims.  Starmans is current chairman of the Association of Average Adjusters.

The three speakers outlined how amid the complex interplay of factors early assessments can be made as to which ship might be to blame, the role of the Collision Regulations, and where parties might commence court proceedings if needed.

Please click here for the full press release.


14. Clydebank Declaration

The Clydebank Declaration was launched at COP26 in November 2021, under which signatories have committed to initially establish six “green corridors” – entirely decarbonised maritime routes – by 2025. This article discusses the objectives of the Declaration and those green corridors and their importance to the maritime sector.

Please find here an article by WFW’s sustainable shipping experts.


15. Green MOU

FuelTrust, and Isle of Man Ship Registry (IOMSR), have signed a Memorandum of Understanding by which the register will use FuelTrust’s fuels and emissions digital technology to validate vessels for the flag’s Green Ship scheme and to collaborate on further projects to incentivize and enable emissions reductions.

The collaboration and cooperation agreement will enable ship owners and operators registered with the IOMSR to use FuelTrust’s Bunker Insights® product to predict, measure and authenticate their fleets’ emissions reductions.
 
Under this collaboration, IOMSR will accept FuelTrust’s AI-based validation of a vessel’s performance regarding its emissions and fuel quality programs. This will make vessels using Bunker Insights eligible for IOMSR’s green ship designation and benefit from discounts or offerings on their annual registration fee.
 
The Green Ship discount programme, which came into effect on 1 April 2022, is available to operators of cargo ships, commercial yachts or passenger ships that invest in biofuel, alternative fuels, wind, or shore-side energy technology. FuelTrust and IOMSR will collaborate further to explore methodologies for tracking emissions reductions from zero-carbon fuels, among other projects, to reduce GHG emissions.
 
“The agreement with Isle of Man Ship Registry creates significant opportunity for vessel owners,” said Darren Shelton, Chief Product Officer of FuelTrust. “IOMSR recognizes how advanced technologies such as ours can help its members reduce their carbon emissions, track fuel usage and monitor performance.
 
“The advent of low or zero-carbon fuels, each with their own supply chain, is making the bunkering market even more complex. Owners and operators need to demonstrate to charterers, shippers, insurers, financiers and regulators that they are purchasing fuel that delivers against decarbonization targets. Digital technologies are required to ensure shipping companies have a validated analysis of their fuel profile and environmental impact.”
 
Cameron Mitchell, Director of the Isle of Man Ship Registry, said “Our collaboration with FuelTrust provides Isle of Man-registered ship operators and charterers the insights, expertise and transparency to assess the collective carbon output of their fleets and to manage compliance with emissions regulations.”
 
FuelTrust’s solutions use its AI Digital Chemist to simulate combustion on a molecular level to track fuel quality, energy, and emissions profiles. AI Digital Chemist combines the known characteristics of a fuel batch, with class data on the vessel engine, and data from the day logs to precisely establish what results when fuel is burned. This gives a far more accurate picture than current emissions models and estimates, which don’t account for chemical interactions, source fuel data, or supply and delivery chain impacts.


16. Fuel cells

Bureau Veritas has released a new rule note (NR 547) on fuel cell power systems on board ships. The rule note covers safety requirements for ships using any type of fuel cell technology, providing rules for the arrangement and installation of fuel cell power systems and the delivery of electrical energy.
 
Bureau Veritas’ NR 547 outlines requirements on the design, construction and installation of fuel cells systems to ensure that the safety of the ship is maintained. The aim is to identify and mitigate risks to persons on board, the environment and the structural integrity of vessels. Fuel cell systems and ship design must limit the risk of explosions, the spread of toxic chemicals and fire outbreaks.
 
Among the requirements outlined by NR 547, maritime stakeholders developing and using fuel cells must carefully assess the risks associated with their design, from construction to installation and operation. Shipyards and equipment manufacturers have to meet specific safety requirements to earn certification for fuel cell systems. Once fuel cells are integrated onboard, ship operators must safeguard crew and ensure proper handling of fuel cell equipment. An extensive range of risk assessments are required for the fuel cell additional service feature to be granted. These assessments include a Hazard Identification (HAZID) study of fuel cell spaces, a Hazard and Operability analysis (HAZOP) study of the fuel cell power system, and a Failure Mode and Effect Critical Analysis (FMECA) of the fuel cell power installation (if used for essential services).
 
In addition to covering fuel cells using hydrogen, the new note rule addresses fuel cells technologies that are adapted to multiple alternative fuel types, each with their own risk profile. NR 547 is used in conjunction with several other rule notes to address other alternative fuels, including ammonia, methane, LPG, methanol and ethanol. For practical purposes, NR547 is therefore to be combined with other Bureau Veritas rule notes, including NR 670 for methanol and ethanol, NR 529 for methane, NI647 for LPG, and NR 671 for ammonia.


Notices & Miscellany

New secretary general at CIRM
The Board of Directors of Comité International Radio-Maritime (CIRM) has appointed Richard Doherty as Secretary-General, succeeding Frances Baskerville.

Richard Doherty previously served as Chief Technical Officer and Deputy Secretary-General for eight years and will retain responsibility for the technical output of CIRM, whilst taking on general managerial and administrative duties as company secretary.

Frances Baskerville stepped down at CIRM’s 75th Annual General Meeting on 4th April 2022 and will transition to a new role as Senior Vice-President of CIRM, in which capacity she will be responsible for member relationship management and event organisation.

Palau registry
London is the latest location for the Palau International Ship Registry (PISR) which has opened a new regional office in the heart of one of the world’s leading maritime centres.The new PISR office is headed by Georgios Bazos, Business Development Director (UK) who arrives in London after leaving The Marshall Islands Registry with a strong background experience of the global shipping industry.

 

Please notify the Editor of your appointments, promotions, new office openings and other important happenings: contactus@themaritimeadvocate.com


And finally,

(With thanks to Paul Dixon)

Vice Presidents and personnel directors of the one hundred largest corporations were asked to describe their most unusual experience interviewing prospective employees.

  • A job applicant challenged the interviewer to an arm wrestle.
  • The interviewee wore a Walkman, explaining that she could listen to the interviewer and the music at the same time.
  • The candidate fell and broke arm during interview.
  • The candidate announced she hadn’t had lunch and proceeded to eat a hamburger and french fries in the interviewer’s office.
  • The candidate explained that her long-term goals was to replace the interviewer.
  • The candidate said he never finished high school because he was kidnapped and kept in a closet in Mexico.
  • The balding Candidate excused himself and returned to the office a few minutes later wearing a headpiece.
  • The applicant said if he was hired he would demonstrate his loyalty by having the corporate logo tattooed on his forearm.
  • The applicant interrupted interview to phone her therapist for advice on how to answer specific interview questions.
  • The candidate brought a large dog to interview.
  • The candidate dozed off during interview.

The employers were also asked to list the “most unusual” questions that have been asked by job candidates.

  • “What is it that you people do at this company?”
  • “What is the company motto?”
  • “Why aren’t you in a more interesting business?”
  • “What are the zodiac signs of all the board members?”
  • “Why do you want references?”
  • “Do I have to dress for the next interview?”
  • “I know this is off the subject, but will you marry me?”
  • “Will the company move my rock collection from California to Maryland?”
  • “Will the company pay to relocate my horse?”
  • “Does your health insurance cover pets?”
  • “Would it be a problem if I’m angry most of the time?”
  • “Does your company have a policy regarding concealed weapons?”
  • “Do you think the company would be willing to lower my pay?”
  • “Why am I here?”

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Maritime Advocate Online is a fortnightly digest of news and views on the maritime industries, with particular reference to legal issues and dispute resolution. It is published to over 20,000 individual subscribers each week and republished within firms and organisations all over the maritime world. It is the largest publication of its kind. We estimate it goes to around 60,000 readers in over 120 countries.