1. Goodbye to Jim
2. MARAD funding
3. Fire warning
4. Vessel reporting
5. ASA meeting
6. Arbitration agreement ruling
7. Sanctions situation
8. GA contributions
9. Risk alerts
10. MTF ammonia report
11. Seafarer happiness
12. South Africa infrastructure plan
13. IACS year
14. KR survey centre
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: firstname.lastname@example.org
1. Goodbye to Jim
By Michael Grey
The ancient and lovely church of All Hallows by the Tower was the venue the other day for a service of thanksgiving for the life of that all-purpose maritime industry personality Jim Davis, who died last year at the age of 93. It was a delightful service, in an old shipping church, close to the Thames, full of maritime memorials and hung with votive ship models, the spring sunshine pouring through the windows. The church was full, the music perfection, the order of service elegantly balanced, with delightful tributes from Sir John Parker, family and friends. It was a happy and reflective occasion to remember a cheerful and larger than life person, whose interests stretched right around the broad sweep of maritime endeavour.
His career began in 1952 with his first love – P&O -with an “apprenticeship” in the London office, the docks and the company’s eastern empire. He returned to London and the passenger division, at a time of dramatic change, with P&O positioning away from the traditional liners and into the new uncertainties of cruising. As a director responsible for marketing this new dispensation, Jim had exciting new toys, with ships like Canberra to sell to the cruising public and he was clearly the right man for the job.
But as the company struggled in the 1970s, with management consultants hired to make sense of it all, Jim was one of the many victims of their reorganisation as his job disappeared. He moved into merchant banking, where he was in charge of a shipping portfolio for nearly twenty years. And it was during this period that he spread his wings into ferry operations, trade and transport, export and procedures; becoming a sort of go-to chairman of a formidable list of organisations, home and abroad. And he was the best of chairmen, who could get through a meeting without bloodshed and reconcile warring tribes, with the force of his cheerful personality, in time for lunch.
But it was in his chairmanship of the industry’s “crisis committee” – the International Maritime Industries Forum that Jim’s reputation became global. IMIF- formed after the catastrophe of the 1973 Arab oil shock brought world trade to a screeching halt – was an “emergency” construct which saw appalled shipowners, desolate shipbuilders and shipping financiers facing extinction brought together. Amazingly, it is still with us today, but as its chairman for most of its life, Jim kept it relevant down the years, preaching a message of restraint to people who would rush out and build ships when their price looked attractive, while shipbuilders wept tears of gratitude and bankers offered them attractive terms. “Scrapping Jim” was his sobriquet as he urged policies to reduce capacity and make ships actually earn money. It is difficult to know whether anyone listened.
Jim broke the mould in many ways. Journalists – even maritime journalists – were regarded with suspicion, caution and sometimes active hatred by the top chaps (they were all chaps) in the maritime world. By contrast he offered perpetual approachability and a willingness to answer questions on anything – sometimes when he clearly knew nothing of the subject. But even when he was bluffing, he did it with charm and elegance and he was always kind and helpful. Even when you had made a complete pig’s ear of a story, where other mighty maritime folk would be threatening the law and demanding grovelling apologies, his strategy was one of kindly reproach, tinged with sorrow. He also well understood what so many other folk in the industry failed to grasp as they shrouded themselves in their invisibility; that this had a downside and publicity, he suggested on more than one occasion, was not something to be avoided.
He had more than sixty years in the industry, at a time of tumultuous change. When he began his career, within a stone’s throw of All Hallows there were wall-to-wall shipowners’ offices, including the mighty P&O. In 1952, somebody sitting in that church would have heard the sirens of cargo ships filling the Pool of London, while the vast enclosed dock system downstream would be packed with ships flying the red ensign. In those days, when some baron of the industry wished to have words with the President of the Board of Trade, he expected his telephone call to be answered. Fat chance of that today after British shipping’s voyage into oblivion.
But throughout his long career, while all seemed to go downhill around him, Jim was invariably philosophic and rarely condemned industry leaders for their departure from the world’s oceans. He offered a lot of style in a sector that was increasingly staid and dull, as the accountants took over. He is already missed, but not forgotten.
Michael Grey is former editor of Lloyd’s List.
2. MARAD funding
The US Department of Transportation’s Maritime Administration (MARAD) has announced the availability of an additional $14.8 million in funding, for a total of $39.8 million, for the America’s Marine Highway Program (AMHP). MARAD also extended the deadline for applicants to apply for funding to June 17, 2022.
In March, the Department announced nearly $25 million in grant funding for the AMHP through the Bipartisan Infrastructure Law (BIL). The 2022 Appropriations Act made an additional $14.8 million available for the AMHP. MARAD has amended its 2022 Notice of Funding Opportunity to make all of this funding available during the current grant application period.
The America’s Marine Highway Program supports the increased use of the nation’s navigable waterways to relieve landside congestion, provide new and efficient transportation options, and increase the productivity of the surface transportation system. By working closely with public and private organizations, the AMHP helps create and sustain American jobs in U.S. ports, on vessels, and at shipyards, while also improving our supply chains.
“We at DOT are committed to creating an inclusive and supportive culture in the maritime industry,” Deputy Secretary Polly Trottenberg stated. “For our country to continue reaping the rewards of a strong, safe, well-equipped merchant marine – we need to ensure that that every single person in the industry is treated with dignity and given the opportunity to succeed.”
3. Fire warning
Amid a number of recent fire incidents affecting container transport, ro-ro ships and air cargo movements allegedly involving lithium batteries, international freight transport insurer TT Club is calling for increased vigilance to ensure a secure safety environment for the fast-developing supply chains of this increasingly common component.
The market is exponentially increasing through consumer demand for a wide variety of rechargeable products from handheld devices to power tools and electric vehicles. Recently recorded incidents of container fires caused by, or suspected to involve lithium batteries, as well as conflagrations of significant proportions on car carriers and ro-pax ships mean that safety concerns rightly continue to grow amongst the maritime community. In addition to which revised regulatory restrictions regarding the carriage by air of lithium batteries, which took effect from 1st April, may result in greater volumes being transported by surface modes.
“Understanding the risks is crucial,” comments TT’s Risk Management Director, Peregrine Storrs-Fox. “As with many successful technologies, market demand has outpaced the development of safety regulations. Since the mid-1980’s lithium batteries have been classified under dangerous goods regulations for transport based on the weight of lithium contained in the cells or batteries and the potential hazard presented by a given battery is also related to the amount of lithium it contains. However, as technology has advanced, the amount of energy derived from the active material has increased by up to 50%, leading to regulatory mismatch where provisions are essentially framed around mass and energy output.”
Lithium batteries are required to be certified to an international standard involving a rigorous series of tests performed by an approved independent testing laboratory, to ensure they can both withstand everyday use through their expected lifetime and the rigours of transport. Responsibility for testing and achieving certification rests with the shipper and/or manufacturer. The sharp rise in demand has been accompanied by the supply of cheaper, poorer quality and untested batteries, including refurbished and even homemade power banks. E-commerce platforms have facilitated a global trade in potentially lethal products, often circumventing global standards and regulations.
Throughout their intermodal journey the primary risks exist when batteries are poorly manufactured, untested or defective; these have a higher propensity to malfunction. However, supply chain risk – at any point of handling, storage and transport – is compounded by used, fully or partially charged batteries. As such the reverse logistics of batteries must be carefully managed; damaged and faulty products being returned or shipped as waste for disposal or recycling present increased risk.
The consequences of lithium fuelled fires can be more extensive than others. They are very difficult to extinguish, prone to thermal runaway and present an explosion risk. Due to the heat generated, re-ignition once a fire has been extinguished is an additional risk. In the unforgiving maritime environment, where the crew capability to fight fire is strained, the hard lessons learned by land-based fire responders, particularly relating to electric vehicles, need to be assimilated.
“The majority of shippers will take all practicable steps to ensure that their lithium batteries achieve certification and are classified, packaged, packed, labelled and declared correctly. A small – frankly criminal – minority are motivated to avoid compliance, entering cargo into the supply chain that presents great risk to all,” Storrs-Fox observes.
“Once lithium batteries are placed into the intermodal supply chain, there is little opportunity for the cargo to be checked, visually or otherwise to verify compliance. For all who are contracted to transport, handle or store lithium batteries therefore, developing a thorough understanding of this particular cargo is a prudent step. Moreover, due diligence into the origin of manufacture and integrity of the shipper instigating the move of these potentially lethal power sources is critical.”
4. Vessel reporting
Technology company ZeroNorth has revealed its new open Vessel Reporting Platform, which will improve transparency and data quality, enable emissions reductions, and lower manual work at sea and on shore.
ZeroNorth has designed the new open Vessel Reporting Platform to help underpin decarbonisation efforts within the shipping industry. The platform is aimed at solving key challenges associated with gathering accurate data from vessels and will boost data transparency.
The new platform will enable masters to ensure data is accurate and complete before reports are sent to shore. It will help to ensure that gathered vessel data offers a true representation of vessel performance, in turn providing the industry’s optimisation solutions with more robust inputs. This will lead to more accurate and powerful fuel and emissions savings recommendations from these types of software.
The web-based platform offers a means of seamless user experience for data entry, saving crew time and cutting onboarding requirements. It will ensure quality data is gathered on the vessel and also enable owners and operators to easily share standardised data across the supply chain. It works online and offline and can be used simultaneously across different devices, allowing crew to complete and submit vessel reports that are then shared to all stakeholders, avoiding duplication of effort.
The platform’s more than 200 in-platform data validation points will ensure data is entered accurately and completely. For example, the platform will check that data has been entered in the right format or sits within plausible boundaries for normal operations of a given vessel, based on sailing conditions and vessel-specific parameters.The new Vessel Reporting Platform is open to the industry and is available as a standalone solution that requires minimal system setup. For ZeroNorth customers, the new tool is fully integrated into the ZeroNorth platform to further power up the voyage, vessel, bunker and emissions optimisations generated by the software.
The issue of improving data quality around vessel reports was recently raised by Impact Today, the decarbonisation working group founded by ZeroNorth and other maritime leaders. The working group’s recent Vessel Reporting and Data Quality white paper called for the maritime sector to create a new data standard aimed at evolving noon reports into holistic vessel reports to support vessel and voyage optimisation – and therefore the industry’s decarbonisation ambitions.
Speaking at the time of the announcement, Jesper Bo Hansen, chief revenue officer, ZeroNorth said: “With today’s launch of our Vessel Reporting Platform, we take a big step to solve the key issue of data quality and transparency that is currently acting as a barrier to industry decarbonisation.
“We know how time-intensive vessel reporting can be and understand how critical these reports are for owners and charterers alike. Vessel reports remain one of the best sources of information on ship and fuel performance, so it is only right that we try to find ways to improve and validate data being supplied from ship to shore.
“Our new Vessel Reporting Platform sets out to solve these challenges, providing crew and shoreside staff with a clear, standardised, and easy way to improve reporting so they become more transparent and accountable to counterparties, and, ultimately, are better able to propel their decarbonisation efforts.”
5. ASA meeting
A recent meeting of the Asian Shipowners Association shipping policy committee chaired by Keiji Tomoda, Vice President of the Japanese Shipowners’ Association highlighted a number of external factors affecting the shipping industry including the influence of the COVID-19 pandemic, the Ukraine crisis and new green responsibilities. Delegates reaffirmed their determination to carry out their tasks as global logistic providers so as to minimise supply chain disruptions in cooperation with all stakeholders, while recognising the priority of crew safety.
Broad policy issues concerning international maritime industry were discussed with Helio Vicente, manager (Shipping Policy) of the International Chamber of Shipping, making a presentation on ICS’s recent activity on the issues of Covid, protectionism and trade. Delegates stressed the importance of reopening the WTO negotiations for the liberalisation of maritime services as soon as possible. With regard to canal Issues, the discussion concentrated on the recent developments on tolls at the Suez Canal and the Panama Canal, both of which underpin international logistics in an uncertain situation. Delegates reaffirmed the critical importance for such a global infrastructure of avoiding a sudden and significant change of the tolls and charges, as well as to secure sufficient prior notice of changes. Concern was expressed over new surcharges which the committee said had resulted in roughly a 7 to 20% toll increase for many types of vessels, in addition to a 6% tariff increase for most types of vessels, implemented on 1 February 2022.
Concern was expressed that high uncertainty over the mechanism of operating the surcharge may damage the stability and reliability of the Canal, and there was recognitiion that it was enormously important for the industry to highlight the issue and to continue tackling it. Delegates were also reported to be disappointed by the proposal for the new toll system introduced in April by the Panama Canal Authority, as the mark-up for some types of vessels may exceed 100% in 2025, compared with the current toll. While some positive elements are included in the proposal such as a sufficient prior notice period with a formal consultation mechanism, delegates at the meeting recognised that such a significant toll hike may not be compatible with the long term sustainability required for global infrastructure.
The committee reported recent developments on anti-bribery issues such as the discussion at the IMO as well as by the Maritime Anti-Corruption Network (MACN). Delegates renewed their determination to combat any kinds of corruption and were encouraged by recent moves to introduced a zero-tolerance policy against any act of facilitation payment or gift during Suez Canal transits.
The latest developments regarding the review of the current anti-trust immunity system in a number of jurisdictions were also discussed as were developments regarding recent US legislative developments such as the pending US Ocean Shipping Reform Act (OSRA) bills.
6. Arbitration agreement ruling
Ince has recently considered the case of Aquavita International S.A. v Indagro SA (Aquavita Eternity)  EWHC 892 (Comm) in an insight. The English Court has granted an anti-suit injunction to restrain court proceedings brought in Brazil because they breached a charterparty arbitration provision.
Anti-suit relief was appropriate because the relief obtained from the Brazilian Court had not been sought in support of substantive proceedings elsewhere but in effect amounted to a determination that left nothing substantive to be decided in arbitration. See https://www.incegd.com/en/news-insights
7. Sanctions situation
HFW has highlighted some of the issues that need to be considered in relation to sanctions against Russia resulting from the conflict in Ukraine in its recent Commodities Bulletin.
In the absence of direct military intervention, many governments opposed to Russia’s invasion of Ukraine have focused their efforts on imposing new and extensive sanctions on banks, companies, regions, sectors and individuals. Given Russia’s importance as an importer and exporter of commodities, commodity traders have been significantly affected.
Aside from the risk of hefty criminal penalties including fines and imprisonment, breach of sanctions can attract civil penalties in the form of fines (with a forthcoming change to create strict liability offences under UK legislation). There are also reputational risks, the impact on banking relationships and facility agreements and the cost of investigating a breach
and dealing with regulators to consider. How can commodity traders protect themselves? HFW looks at some ways to avoid sanctions. (See www.hfw.com/Commodities-Bulletin-April-2022)
“The sanctions imposed by the rest of the world will create practical challenges for those seeking to trade with Russia. Obtaining finance and insurance, making payments, arranging transport and dealing with service providers in Russia are all likely to be difficult. Extensive compliance checks and due diligence will be required and should be frequently updated. Although there is scope to continue permitted trade, this current environment is the most challenging we have seen. Aside from all these practical issues, a careful analysis of the wider risks associated with trading with Russia will be required,” HFW says.
8. GA contributions
The UK Court of Appeal has held that in the absence of clear words to the contrary, the holders of bills of lading will not be excluded from their liability to contribute to general average, where the peril suffered is already insured by the shipowner. UK P&I Club senior claims executive Alexander Bland looks at the Polar case.
9. Risk alerts
Steamship Mutual has recently issued risk alerts relating to the dangers of working with heat or spark generating tools in close proximity to areas where flammable material or vapour may be present and also advice on the dangers of potential contamination of high sulphur fuel oil, following a number of bunkering cases. Further details on both issues can be found at https://www.steamshipmutual.com/loss-prevention/RiskAlert.htm
10. MTF ammonia report
The Maritime Technologies Forum (MTF) – of which DNV is a founding member – has released a new report on the use of ammonia as a marine fuel, the class society reports.
The preliminary discussion report reveals various ideas and diverse comments on the use of alternative fuels from different points of view, while not
prioritising any opinion in a specific direction but rather underlining the need for further research and collaboration to ensure a sustainable future for shipping. Specifically, the identification of the key safety concerns tied to ammonia based on members’ both common and diverse understanding from different perspectives may become a significant input to the industry for further relevant investigations and discussions.
The report’s launch marks the MTF’s second publication to investigate how the maritime industry can achieve the IMO’s carbon reduction targets. Ammonia has been acknowledged by the industry as a potential energy source that does not emit carbon particles upon combustion. However, the technology is not yet mature, infrastructure for production and delivery is lacking, work to address its toxicity is ongoing, and currently there is no concrete regulatory framework that will allow the use of ammonia as fuel for ships at sea.
Further long-term research is critical to acquire a sufficient understanding of the potential environmental impacts of such an endeavour. The report’s main objective was to trigger discussion among MTF members. Several questions converged on the potential regulation of ammonia, the basic properties of the fuel and appropriate safety measures. The members’ views on these topics have been consolidated in the report with the conclusion that further long-term research is needed to understand the environmental impact of introducing ammonia into the fuel mix.
Commenting on the report, a spokesperson for the MTF said: “The maritime industry, and the world, is facing one of its greatest challenges: decarbonization. To get more clarity on the road ahead, the industry must address and discuss the challenges together to ensure safety remains at the heart of any new fuel developments. We hope the observations and findings from this project will contribute to future discussions on alternative fuels and help further promote decarbonization efforts within our industry.”
11. Seafarer happiness
The latest Seafarers Happiness Index report, published recently by The Mission to Seafarers, reveals the lowest levels of seafarer satisfaction for eight years, with the Index’s measure of overall happiness decreasing from 6.41 to 5.85 and levels dropping across all categories.
The survey, undertaken with the support of the Standard Club and Idwal,reports on Q1 2022 and shows that a turbulent start to 2022 on many fronts has severely impacted seafarer happiness. From the Covid-19 Omicron variant to the conflict between Russia and Ukraine and concerns over contractual issues, seafarers have faced a challenging few months, as morale on board has severely declined.
Two years on from the outbreak of Covid-19, seafarers are still feeling the effects. New variants of the virus continue to impact different countries, impacting seafarers who face a maze of different regulations, ongoing port restrictions, and in many cases limited or no shore leave. Even when seafarers do get ashore, many facilities are closed due to national restrictions, leaving them without support or basic services.
Seafarers responding to the survey also were impacted by Russia’s invasion of Ukraine. Many were concerned about their families and worried by tensions on board. On some ships, Russian and Ukrainian crew members are actively working together to try and ensure that relationships did not suffer, but as the war continues and misinformation spreads, tensions appear to be rising. Crew members from a host of nations including Ukraine, Poland, Romania and Bulgaria, expressed concerns about tensions on board, which has implications not only for social cohesion on board, but safety too.
The survey highlighted that seafarers continue to face problems surrounding their employment rights, contractual issues and calls to be recognised as key workers. The issue of contract extensions was frequently mentioned when asking seafarers about their general happiness at sea and is impacting the mental health of crews that are effectively being forced to remain on board. Many are desperate to return home, especially as connectivity to speak to loved ones remains a huge challenge for seafarers.
Although the survey raises a wide array of issues that should be the cause of great concern for all ship owners, operators and managers, a number of seafarers also took the opportunity to share examples of steps taken to improve welfare and morale onboard. There was positive feedback from seafarers who spoke about some of the efforts made to make life at sea more comfortable and enjoyable, despite other concerns. This included examples of vessels having funds allocated for wellbeing events and activities, such as weekly crew gatherings, quizzes, karaoke, sports, TikTok video making, movie nights, and barbecues.
Revd Canon Andrew Wright, Secretary-General of The Mission to Seafarers, said:“It’s hugely concerning to see seafarer satisfaction decline quite significantly in our latest Seafarers Happiness Index report, though unsurprising. With the continued threat and disruption of COVID-19 and the Russia-Ukraine conflict, seafarers face unprecedented challenges, which are exacerbated by restrictions on shore leave and crew changes. “We hope that through the rest of 2022, organisations will take further meaningful steps to improve the welfare of crews and help boost seafarer happiness. With financial backing and compassionate leadership, there are still actions that can be taken to improve seafarers’ quality of life. It is important to listen to and learn from seafarers’ experiences, to not only empathise with them, but work together to find practical solutions that will improve life at sea.”
Capt Yves Vandenborn, Director of Loss Prevention, at the Standard Club, added:”The substantial drop in seafarer happiness should be a wakeup call for the industry – we rely on seafarers every day for so much of what we take for granted – and yet, morale across the board has dropped as a result of the ongoing global pandemic, the Russia-Ukraine war and uncertainty around contracts.
“Seafarers around the world have traditionally worked as a tight and cohesive group, but now this is being severely tested as crews of all nationalities, particularly Russian and Ukrainian crew, face rising tensions onboard as they receive little information or actual disinformation about the Russia-Ukraine conflict and contracts are extended with little or no consultation. One clear standout message from the report is the vital importance of providing clear and honest communication to ships at all times.
“The few positive comments from seafarers in this Seafarers Happiness Index should also be emphasised to show the importance of caring for our seafarers and how a small investment can go a long way – it really does make a difference to crew morale and outlook, providing both economic and mental health benefits. With this in mind, Standard Club will continue to work with its members to promote seafarer wellbeing, enhanced communication and best practice.”
Thom Herbert, Idwal Senior Marine Surveyor, commented: “Given the backdrop of Omicron and the Ukraine conflict and following two years of pandemic lockdown, it is hardly surprising that the cracks appear to be deepening for our global seafarers. It’s desperately sad to hear of increased social issues between crew members as the Russian invasion of Ukraine makes its impact everywhere and, with such a sizeable percentage of crew coming from the affected areas, the industry as a whole should consider the implications for those on board.
To read the latest Seafarers Happiness Index report, click here.
12. South Africa infrastructure plan
The National Infrastructure Plan 2050 (NIP 2050) Phase I, available here, details the South African Government’s broad vision for infrastructure development in the country, law firm Bowmans reports.
It seeks to create a foundation to give effect to the National Development Plan, setting out actionable steps and intermediate outcomes intended to lead to inclusive growth and promote job-creation and transformation in South Africa.
This first phase of NIP 2050 focuses on four strategic sectors: energy, water, digital infrastructure and freight transport. Whilst NIP 2050 is
not comprehensive and does not prescribe specific projects or measures to be taken, it provides some insight into the Government’s short- to medium-term priorities for strengthening these four critical sectors and their contribution to the South African economy.
In relation to freight transport, the NIP 2050 highlights the need for improvements to rail and ports infrastructure in particular, detailing a vision in which:
• more freight is moved from road to rail, encouraged by reforms to Transnet Freight Rail to allow for third party operators;
• an independent National Ports Authority is established by 2022/2023, recognising that this requires ending ‘cross-subsidies between rail and port operations’ and is necessary to ensure ‘ring-fencing of port charges for reinvestment in the port system’;
• existing logistics corridors in South Africa are strengthened to support and facilitate the movement of freight, particularly between Durban and Gauteng and between Saldanha Bay and the Northern Cape;
• regional shipping is promoted and seaports are integrated with regional multimodal transport networks, particularly between Durban and Dar es Salaam;
• six one-stop border posts are established by 2025, reducing delays and associated cross-border transport costs;
• the Port Master Plan, the National Rail Policy and the Road Funding Policy are finalised; and
• a single Transport Economic Regulator is established by 2022/2023, for road, rail, sea and air transport.
13. IACS year
The 2021 International Association of Classification Societies Annual Review is now available to download from its website at https://iacs.org.uk/about/iacs-annual-review/.
This year’s Annual Review includes a broad range of articles on IACS’ work in 2021 including support provided to the industry during the Covid-19 pandemic, safe decarbonisation, remote surveys and cyber resilience. In addition, there are also articles on buckling strength updates and innovations in the materials used for ship construction along with updates on quality and safety. The Annual Review also includes details of all the new, updated, and deleted IACS Resolutions in 2021, as well as information on IACS’s considerable contributions to IMO and its ‘Class Report,’ which contains data on the IACS fleet.
14. KR survey centre
The Korean Register (KR) recently held an inauguration ceremony for its
new Integrated Survey Center at the company’s headquarters in Busan,
KR-ISC is an in-house developed digital platform that interactively
exchanges data directly between shipping companies and KR to monitor its
registered ships around the world at a glance, and to provide more
systematic and integrated survey service.During an emergency, KR-ISC can
provide immediate technical support to customers for making key decisions
by identifying the ship’s condition in real time using images and data
sent from the vessel.
In addition, information on Port State Control (PSC) inspection trends,
detention cases, and deficiencies of individual ships can also be provided
through KR-ISC, contributing to the smooth entry and departure of vessels
by supporting real-time PSC responses when needed.
For shipowners, KR-ISC platform provides the survey and audit information
of all KR-registered vessels, simultaneously facilitating compliance with
environmental regulations, such as the Carbon Intensity Index (CII) while
maximizing the efficiency of their ship operations.
“KR-ISC is the result of KR’s considerable efforts to build a digitalized
survey system as a key element of the society’s progress towards becoming
an advanced digital classification society,” said Lee Hyungchul, KR
chairman and chief executive. “The KR-ISC will provide a higher level of
survey capability using advanced technology ensuring our clients can
continue to operate their ships safely and efficiently.”
Notices & Miscellany
SHIPSALE 22 event
BIMCO and the London Shipping Law Centre are presenting BIMCO’s new ship
sale and purchase agreement at an event to be held on May 18th at 9.00 BST
by Zoom from the Savoy Hotel. SHIPSALE 22 aims to make the authoring,
negotiation and execution process faster and simpler, and to provide the
market with a modern and comprehensive alternative to existing sale and
For the first time, BIMCO has produced its own ship sale and purchase
agreement. The project has taken the standards organisation just over two
years to complete, involving a drafting team of nine industry specialists
who provided broking, legal and commercial expertise.
Watson Farley & Williams has promoted eight lawyers to
the firm’s partnership for 2022, bringing the total number of partners to
173. They are: Jennifer Charles – Energy & Infrastructure, London;
Christina Economides – Transport, Athens; Javier Ester – Energy &
Infrastructure, Madrid; Christina Giagka – Transport, Athens; Dimitris
Karamacheras – Transport, Athens; Philippe Monfort – Transport, Paris;
Lizzie Roe – Transport, Singapore and Carolin Woggon – Energy &
The Spinnaker Maritime People & Culture Conference will take place on
26th & 27th May 2022. For details see www.spinnakerconference.eventbrite.co.uk
Please notify the Editor of your appointments, promotions, new office
openings and other important happenings: email@example.com
(With thanks to Paul Dixon)
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