2. Seafarer happiness rises?
3. Contracting in shipyards
4. Waypoint programme
5. CIC inspections
6. Working high up
7. Oscar dragon boat race
8. Seafarer payments
9. LNG retrofits
10. Going green
11. Extra-contractual counterclaims
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: firstname.lastname@example.org
1. Solving the sea-time dilemma
By Michael Grey
It may offer less in the way of adventure, while an enthusiasm for foreign travel is universal these days, but the sea career still remains attractive to a surprising number of young people. Those organisations offering scholarships for cadet training report there is still plenty of demand out there, even though there is widespread ignorance in the general population about the function of merchant ships. Maybe, with the sealift from the Ukraine getting under way, and dock strikes causing concern about goods for Christmas, people won’t be so certain that all the stuff they buy comes by air. Perhaps this will encourage even more demand for cadetships with numbers obviously slumping during the long months of the pandemic.
But there also remains a critical demand for sea-experienced ships’ officers throughout what we have learned to describe as the shore-side maritime infrastructure, with warnings about the demographics of the current workforce, with its grey or thinning hair. So, adding the recruitment to the shore side demands, there has been a great deal of concern about the need to supplement the recruitment of cadets in order, several years in advance, to fill these shore side posts where sea-experience is either useful or vital.
There is no faulting the logic of this, except that there is a problem in the middle of this transition from cadetship to maritime lawyer or technical superintendent, harbourmaster or shipping company executive. It is, quite bluntly that the UK no longer offers a range of seagoing opportunities for ships’ officers to acquire the experience that will equip them for all these important roles. Just finding training places for cadets aboard ship so that they can fulfil their sea time obligations is increasingly difficult, while newly qualified officers also struggle to find employment as they seek to build their careers.
In this country, (and this is a problem found in many former “traditional” shipping nations), we no longer have a reasonably sized merchant marine that is domestically owned and managed. Sure, there may be cadet placements with foreign owned companies that subscribe to the Tonnage Tax scheme, although there are fewer of them and many have questioned the benefits of a life lived as the sole trainee Brit aboard a foreign-manned ship. And there will be no possibility, once qualified, of an ongoing career in such an operation.
If this is the reality, how many trainees should the UK shipping industry be recruiting, if they are not to become disillusioned by firstly the sea-time conundrum and secondly the problem of acquiring experience as a ship’s officer? There are too many anecdotes about qualified officers sailing aboard excursion craft or as ABs on ferries, while they endlessly apply to prospective employers. Once the purpose of recruiting young people was to man the merchant fleet, but if we no longer have one to man, its only purpose is to provide experienced staff for the shore. You see the disconnect here, as the numbers really will depend on the demand for UK officers in the “international” fleet., which is really like that question about the length of a piece of string.
Writing in the latest Nautilus Telegraph, there is a very thoughtful article by the former secretary to the Maritime Skills Alliance Iain Mackinnon, which points out that so many of our assumptions about the supply and demand for cadets and ships’ officers are based on information that is decades out of date. He thinks that studies undertaken in 1996, which suggested that the UK needed 1200 cadets to enter the industry each year, “need a fresh look”. That number has been endlessly repeated as a sort of desirable target over the years, even as the circumstances have changed.
If most of the entrants are eventually to serve in the “international” fleet, with even the domestic ferry fleet less of a safe berth these days, maybe we ought to be more realistic about their expectations. There is no arguing that UK trained ships’ officers are in technical terms “gold standard” and that organisations like the Trinity House Cadet Scheme and the Maritime London Officer Cadet Scholarship Scheme (soon to celebrate its 30th anniversary) do a truly excellent job, but it would be good to have a better idea of industry demand and what might be done to enhance this. There is little point in providing brilliant maritime colleges turning out excellent officers, but these young “customers” need to feel there is something better than temporary work as a seasonal AB on a ferry, after their long years of study.
Michael Grey is former editor of Lloyd’s List.
2. Seafarer happiness rises?
The latest Seafarers Happiness Index report, published recently by The Mission to Seafarers, reveals that seafarer happiness levels are recovering, after reaching a record low last quarter. Overall happiness has increased from 5.85 to 7.21/10, with levels rising across all categories.
The survey, undertaken with the support of the Standard Club and Idwal, reports on the second quarter of 2022 and shows that the influx of industry solutions to tackle seafarer wellbeing has finally begun to lift morale and the mindset onboard. With more vaccinations, more frequent crew changes, wage rises and new amendments to the Maritime Labour Convention (MLC), there has been a knock-on effect for seafarer optimism. However, while the data does suggest improvements, now is not the time for complacency.
After more than two years of uncertainty caused by Covid-19, seafarers are beginning to see the light at the end of the tunnel. While it’s still not clear if we are post-pandemic or simply experiencing a Covid lull, restrictions have now eased across the globe. Seafarers are able to move more freely and have more certainty about whether they can go ashore and when they will next be able to go home. This freedom of movement has had a hugely beneficial effect on seafarer happiness and as vaccination levels also rise among crews, there is a sense of stability returning to the industry.
The survey highlighted that seafarers are happier with their shore leave and with welfare facilities when they are ashore. Now that COVID restrictions are easing, more Seafarer Centres are open and able to support seafarers with the provisions they need when ashore. The biggest contributing factor to an improvement of mood has been that the most fundamental aspect of seafaring now appears more certain – knowing when you are going home. The data from Q2 reflects that the industry is getting better at making crew changes more regularly, with 41% of seafarers onboard for between just 1 and 3 months.
There has been a marked increase in a range of areas that contribute to overall improved seafarer wellbeing. There has been a focus on social events that boost morale – including weekly gatherings, quizzes, karaoke, sports, barbecues and movie nights, with increased backing and the support of leadership; there was also a jump in seafarer satisfaction with food on board. Changes to the MLC regarding connectivity have been met with cautious optimism by seafarers who are excited at the prospect of improved communication with loved ones, yet wary of the implications of cost and quality of service. The survey shows that efforts are being made to improve seafarers’ quality of life while on board and that this focus is paying off.
This latest data shows there are signs of better things ahead for seafarers. However, any recovery in seafarer happiness should be treated delicately and can easily be lost. It is important that the industry continues the work to improve crew wellbeing and does not rest on its laurels. The data does show there is still a way to go and there is further work to be done to reach those seafarers who are struggling, who feel lost, frustrated and are in need of help. To read the latest Seafarers Happiness Index report, click here.
Andrew Wright, Secretary General of The Mission to Seafarers, said: “It is great to see seafarer happiness increase after such low satisfaction in the last Seafarers Happiness Index report. As always, there is much to be learned from hearing directly from seafarers on how they feel about life at sea – the positives and negatives. By listening, we can better understand, empathise and make the necessary changes to improve seafarers’ lives and experiences.
While it has been a difficult two years, it is nice to see some optimism return, which is largely down to the hard work the industry has done to make life better and raise spirits on board. However, there are still areas that can be improved upon, which is why it’s so critical for organisations to continue taking meaningful steps to boost seafarer happiness and crew welfare. With increased investment and thoughtful leadership, we can work together and find solutions that continue to improve the quality of life at sea for seafarers.”
Thom Herbert, Idwal Crew Welfare Advocate added: “While there is an increase in the score this quarter, and cause for optimism, for every positive we see there are many more negatives that still need to be addressed. Hours of work and rest continue to be in conflict, and the individual instances quoted in the report indicate that this issue needs more focus. Communication with home remains a major challenge, and although it’s good to hear that there is seafarer positivity around the MLC changes, the reality is likely to be disappointing. It is good to hear reports of an increase in the number of on-board wellbeing initiatives, although, from our experience, this seems to be an exception rather than the rule. Thank you to Mission to Seafarers for keeping the reality of life at sea in focus, and we at Idwal reiterate our gratitude to seafarers all around the world who work tirelessly to ensure global trade does not come to a stop.”
Yves Vandenborn, director of loss prevention at the Standard Club added: “The Seafarers Happiness Index Q2 2022 results reflect an overall increase in scores. This is encouraging taking into consideration a backdrop where the world reports varying stages of success in the fight against Covid-19, and subsequently dealing with the Ukraine/Russia crisis. This uptick in the scores is a reflection that the voices of seafarers worldwide are being heard and small steps are being taken to ensure their wellbeing at sea. However, there is still much to be done and the industry cannot rest on its laurels.”
Meanwhile Steven Jones, who set up the index in the first instance, has warned that seafarer happiness may not be all it seems and that a certain amount of “grin washing” may be going on. He outlines his thoughts on the Splash247 website.
3. Contracting in shipyards
Complex questions can arise about who has control, responsibility and authority over a vessel when in the custody of a drydock facility. Lack of clarity over contractual and insurance risk allocation issues can be complicating factors when damage occurs while a vessel is at a repair yard or in dry dock. Who is responsible or liable for the damage occurring to the vessel or repair facility, and the resulting repair costs? Is it the vessel’s owners or the yard? Gard P&I Club considers the issue in an insight.
Gard has also highlighted the dangers of lines under tension on ships. Parting of tensioned mooring lines has been associated with some of the worst human injuries and loss of life registered in Gard’s claims portfolio. Use of worn mooring lines, overtightening of the brakes or sudden movements of the ship are among the main reasons for ropes straining beyond their breaking limits and parting.
In a safety reminder published in July 2022, the UK Marine Accident Investigation Branch (MAIB) highlights that such incidents continue to occur despite well published guidance on the subject. Even though there have been many advances in technology and automation in the shipping industry, mooring decks remain a place where people need to work in proximity to heavy lines under tension and interaction is unavoidable. For this reason, it is important that the safety guidance is followed, says the UK MAIB.
For both issues see https://www.gard.no/web/updates.
4. Waypoint programme
ShipIn Systems, the world’s first visual fleet management platform provider, has been selected as one of only three companies from hundreds of applications to join the Waypoint program – an initiative of Safetytech Accelerator, established by Lloyd’s Register.
The Waypoint programme is dedicated to improving the commercialisation of revolutionary safety and risk management technologies in the marine industry.
Throughout the 12-week process, ShipIn will collaborate with experienced mentors to refine its market positioning, expand customer reach and receive support for piloting the use of its FleetVision platform with a broad range of vessels to gain valuable feedback from owners and operators.
FleetVision uses visual analytics to improve ship-to-shore collaboration for maritime fleets by alerting shipowners, managers and seafarers to onboard events in real-time, reducing losses by 40% and increasing efficiency by 8%. The technology taps into a vessel’s live camera footage and overlays it with analytics powered by machine learning to reduce the risk of incidents and improve cargo operations across the global international shipping fleet.
The platform provides insights into operations including navigation, security, cargo handling and maintenance, enabling vessels owners, managers and crew to collaborate and make smarter decisions to improve fleet safety, efficiency and profitability.
“The sharing of real-time operational data between ship and shore is one of the latest tech developments that will help deliver a safer and lower-risk marine professional environment,” said Osher Perry, CEO of ShipIn Systems.
For more information about the programme, visit https://www.safetytechaccelerator.org
5. CIC inspections
The Palau International Ship Registry (PISR) has highlighted a new Concentrated Inspection Campaign (CIC) recently announced by the Paris and Tokyo MOUs specifically focusing on STCW (Standards of Training, Certification and Watchkeeping) compliance, which owners, operators and crews will need to consider. The campaign will run for three months, from 1 September 2022 to 30 November 2022. The CIC inspections will be applicable for all ships and conducted in conjunction with the regular Port State Control inspection. A ship will be subject to only one inspection under this CIC during the campaign period.
The campaign on STCW aims to confirm that:
- The number of seafarers serving on board and their certificates are in conformity with the relevant provisions of the STCW Convention and Code and the applicable safe manning requirements are as determined by the Flag State Administration;
- All seafarers serving on board, who are required to be certificated in accordance with the STCW Convention, hold an appropriate certificate or a valid dispensation, or provide documentary proof that an application for an endorsement has been submitted to the Flag State Administration;
- The seafarers on board hold a valid medical certificate as required by the STCW Convention;
- The watch-keeping schedules and hours of rest indicate compliance with the requirements of the STCW Convention and Code;
- The CIC will assist in raising the awareness of shipowners, operators and crew on the specific requirements in the STCW Convention and Code.
All vessels must fully comply with their statutory and non-statutory requirements, be duly manned and show evidence of their crews’ qualifications during PSC inspections. The shore-based management also has to meet their obligations, contributing effectively and prudently to a successful and non-detainable inspection of the vessels under their management.
The ship registry has introduced its own proprietary DPS (Deficiency Prevention System) to help and support the prevention due to deficiencies on vessels prior to being inspected by PSC Authorities. DPS is a uniquely designed and developed system by PISR, which raises awareness of the importance of the prevention and remediation of deficiencies, contributing to the safety of life at sea, the prevention of marine pollution and is provided as part of the standard service to clients.
DPS has been fully administered by PISR with the main objective to introduce a more preventive and risk-based approach to all ships registered under PISR The success of the DPS is evidenced through PISR’s significant rise in its ranking within the Paris Memoranda of Understanding (PMoU) Flag State performance Review covering 1 January 2019 until 31 December 2021, the registry says.
6. Working on high
Working at height remains one of the biggest causes of fatality and major injury in the workplace. The common perception is that these relate to falls from ladders or through fragile surfaces, where workers are far from the surface below. This is not always the case however.
In the United Kingdom ‘working at height’ is defined in the Work at Height Regulations 2005 (WAHR) as work in any place where, if there were no precautions in place, a person could fall a distance liable to cause personal injury.
For more information on the issues and common misconceptions see the TT Club website at: https://www.ttclub.com/news-and-resources/news/tt-talk/2022/tt-talk-working-at-height
7. Oscar dragon boat race
Despite incredible medical breakthroughs in recent years, there are still some children who don’t survive childhood leukaemia.
Every September, recruitment specialist Spinnaker hosts the Oscar Dragon Boat Race in London in which 30 teams compete in a light-hearted afternoon on the water (and at the bar!). Its namesake is Spinnaker chairman Phil Parry’s son Oscar who survived a 5-year battle with two types of leukaemia and was saved by three transplants and experimental treatment at Great Ormond Street Hospital (GOSH).
According to Parry “We are funding a 3-year fellowship working on the current big challenge which is to find out why the new CAR-T cell therapy which has saved the lives of so many children with otherwise incurable acute lymphoblastic leukaemia doesn’t work in about half of the children who relapse. By solving that problem, we can save those children.”
Spinnaker’s team, ‘Spinnaker Strokes’ can be sponsored by clicking on the following link. It’s important. Every penny counts. See https://www.justgiving.com/fundraising/spinnakerglobal2022
If you’d like to go along to spectate at the dragon boat race, please sign up here: https://dragonboat2022.eventbrite.co.uk/
8. Seafarer payments
Every year, as much as 90% of worldwide trade passes through the maritime transport system. This means that the movement and safe delivery of almost all of our vital foods, medicines, and technologies relies on the dedication of a vast, diverse, and growing group of international seafarers. Their work is so pivotal, it’s been described by the UN as the “backbone of the global economy.”
Yet despite its global significance, this group continues to be ignored and excluded from many of the digital innovations those of us on land take for granted. For instance, something as straightforward as being able to receive and access salary payments quickly, easily, and from anywhere in the world has long been unavailable to most seafarers. Moreover, human resources and payroll processing functions on a ship often necessitate a considerable amount of administrative work and rely on non-automated processes. These outdated methods to pay seafarers can easily lead to delays in getting their salary to them.
In other areas of the shipping industry, such as navigation and onboard communications, there are significant innovations that have increased digitalization and improved efficiency. However, the digitalization of seafarer salary payments is continuing to fall behind, especially when compared to the progress and digital acceleration seen across consumer markets and businesses in other sectors. Read the full story written by Kadmos’ co-founders Justus Schmueser and Sasha Makarovych, for Hellenic Shipping News Worldwide.
9. LNG retrofits
LNG is the best fuel option for owners considering how to extend vessel life and secure Carbon Intensity Indicator (CII) compliance through retrofit, according to SEA-LNG, the multi-sector industry coalition established to demonstrate the beneﬁts of the LNG fuel pathway for shipping decarbonisation. In a piece of analysis released recently, the coalition finds significant benefits to a business choosing an LNG retrofit over fuelling with VLSFO or retrofitting an HFO vessel with scrubbers, based on a ten-year payback period.
Increasingly stringent environmental regulations will drive down the CII grades for existing ships and will have a detrimental effect on charter rates for those powered using fuel oil. The financial viability of vessels that are just a few years old will be under severe threat if significant action to reduce emissions is not taken, such as an alternative fuel retrofit.
SEA-LNG’s latest analysis looks at the investment performance of three 2-stroke propulsion options. These were evaluated to compare the most cost-effective solutions available for ship owners: a current VLCC sailing on VLSFO; a retrofitted VLCC sailing with scrubbers on HFO; a retrofitted VLCC sailing on LNG. The simple tool allows users a “Readers’ Choice” to compare fuel prices which generate the same investment returns for each possible investment decision.
“The climate emergency we face is a stock problem, and a flow problem. By choosing to retrofit their existing vessels, owners will be able to reduce GHG emissions now and over the remaining lifetime of the vessel, keeping GHGs from entering the atmosphere,” said Adi Aggarwal, General Manager at SEA-LNG. “Retrofitting vessels provides a faster and cheaper route to the lower emission fuels that are essential to reduce shipping emissions. As alternative fuels and regulations progress, it’s important that we re-evaluate previous investments. LNG retrofits now have a strong business case.”
Retrofitting vessels to use LNG fuel helps to future proof vessels, reducing costs and improving returns. For owners, modernising a ship through retrofit can be carried out more quickly than building a new vessel. New vessels typically take around two years to build. Accessing and scheduling work with a retrofit yard is often easier, as they have more capacity than newbuild yards. Retrofitting can also be arranged as part of a scheduled drydock call for a VLCC, meaning out of service time is reduced across the entire project.
10. Going green
Amid concerns over rising fuel prices, a new method developed by Singapore and Greece researchers aims to help shipping firms save costs and go green.
It does so by allowing them to more accurately and easily account for the impact of the added resistance that ships at sea encounter from waves.
Researchers from NTU Singapore and National Technical University of Athens (NTUA) estimate that the method has the potential to reduce fuel consumption and greenhouse gas emissions of a ship by 5 to 10 per cent.Called the SHOPERA-NTUA-NTU-MARIC (SNNM) method, it has been included in guidelines under the United Nation’s International Maritime Organisation (IMO). The maritime industry is also working to use the method to help update an existing International Organisation for Standardisation standard. This revision is expected to be completed in 2023.
Developed by Dr Liu Shukui of NTU Singapore’s School of Mechanical and Aerospace Engineering and Prof Apostolos Papanikolaou from NTUA, the method has been a decade in the making.
With the support of the Marine Design and Research Institute of China (MARIC), the method has been validated and promoted internationally by the International Towing Tank Conference, an association of worldwide organisations that has observer status with IMO.
11. Extra-contractual counterclaims
Ince & Co has produced an insight on arbitration agreements and extra-contractual counterclaims following a court finding that extra-contractual counterclaims fell within the scope of arbitration agreements.
The case of Sea Master Special Maritime Enterprise & another v. Arab Bank (Switzerland) Ltd (Sea Master)  EWHC 1953 (Comm) raised issues as to whether the Bank financing the purchase of a cargo, and the holder of a switch bill of lading for the cargo, was a party to the arbitration agreement incorporated into the switch bill and, if so, whether certain counterclaims brought by the Owners came within the scope of that arbitration agreement.
The Court agreed with the tribunal’s findings that, once the Court had decided that the Bank was a party to the arbitration agreement, then the counterclaims for reasonable remuneration and quantum meruit came within the ambit of the arbitration agreement, being claims “arising out of or in connection” with the bill of lading contract.
Notices & Miscellany
Mark Williams, managing director of Shipping Strategy Ltd would be interested in getting feedback from readers through a one minute, ten question survey about decarbonisation expectations in container shipping. Readers can access the survey at https://www.surveymonkey.co.uk/r/CR95KGV
He will be publishing the results this month..
All About Shipping have highlighted two issues that may be of interest to readers who can access them at the following links.
Global, mobile satellite communications company Inmarsat is lending its support to seafarer welfare by sponsoring a series of virtual wellness conferences run by maritime charity Sailors’ Society.
The conferences have been designed exclusively for maritime school students and will explore the all-important subject of wellbeing and mental health with cadets as they embark on their careers at sea. Held in partnership with maritime colleges around the globe, the four events will focus on key and current issues facing cadets today, drawing on material from Sailors’ Society’s pioneering Wellness at Sea programme.
Peter Broadhurst, Senior Vice President Safety & Regulatory, Inmarsat said: “We’re delighted to be partnering with Sailors’ Society on the Wellness at Sea Maritime Schools’ Conferences 2022. “Several high-profile incidents have drawn attention to the difficulties facing seafarers, with the infamous crew-change crisis depriving shipboard personnel of timely shore leave and repatriation.
“We recognise that staying connected with friends, family and the outside world is a necessity for seafarer welfare – a fact that is now recognised in the recent amendments to the Maritime Labour Convention – and we continue our efforts towards improving seafarer welfare and connecting crew isolated at sea.”
Hosted online with technical support from The UK P&I Club, and serving maritime schools in different countries, each conference will be tailored to the region and feature internationally renowned speakers.
Sailors’ Society’s CEO Sara Baade said: “We’re extremely grateful to our gold sponsors Inmarsat for their support. “Seafarers experience a unique set of challenges as they transport 90 per cent of goods around the world. Away for many months, feelings of loneliness and isolation are not uncommon, so it’s vital that their wellbeing is cared for right from the beginning of their careers. These events will equip cadets with the tools and knowledge not only to understand their own but others’ wellbeing, as well as how to access help should they need it.”
For more information and to download the findings from the 2021 pilot event, go to: https://sailors-society.org/maritime-schools-conferences-2022
For sponsorship opportunities contact Johan Smith at: email@example.com
Biofouling, biosecurity and hull cleaning
ICS has announced the release of Biofouling, Biosecurity and Hull Cleaning, a new guide written and developed in collaboration with Witherbys and BIMCO. Order a copy of the publication directly with Witherbys. This guide is available in both print and ebook versions.
Biofouling, Biosecurity and Hull Cleaning describes the various types of biofouling and the problems it can cause for ship operation and the marine environment. It examines the use of anti-fouling systems to prevent the build-up of biofouling, the options available for ship cleaning and also sets out biofouling legislation and guidelines.
The guide provides templates for the Biofouling Management Plan and the Biofouling Record Book and a selection of data sheets giving an insight into the spread and capabilities of hull cleaning and inspection companies worldwide.
Biofouling, Biosecurity and Hull Cleaning is available from Witherbys and is priced at £135.
Low carbon fuels
The second IMO Symposium on low- and zero-carbon fuels for shipping: “Ensuring a just and inclusive transition towards low-carbon shipping” will be held on Friday, 21 October 2022 at IMO Headquarters in hybrid mode and in English only.
This second symposium will focus on the challenges and opportunities that renewable fuel production represents in the context of shipping decarbonisation, particularly for developing countries, and the need for enhanced cooperation at all levels to support this global transition.
IMO Member States are actively engaged in the process of revising the Initial IMO Strategy on Reduction of GHG Emissions from Ships and in developing a basket of candidate mid-term measures, including technical and carbon-pricing elements which will set global shipping on a path to phasing out GHG emissions.
Centre of Excellence MOU
Centre of Excellence in Maritime & Shipbuilding (CEMS), a skills development initiative by Indian Register of Shipping and Sagarmala – Ministry of Ports, Shipping & Waterways, signed a Memorandum of Understanding with Medhavi Skills University (MSU) recently.
CEMS & MSU will jointly develop and promote Industry 4.0 new-age courses in latest software & hardware tools and technology with university credits equivalence leading to recognized higher & technical qualifications in line with the New National Education Policy, NEP2020.
Services for SEEMP
The Korean Register (KR) is set to provide development and verification services for the Ship Energy Efficiency Management Plan (SEEMP) Part-III through KR-GEARs, the classification society’s in-house developed greenhouse gas (GHG) management solution, to help shipping companies implement new GHG regulations by the 2023 deadline.
SEEMP Part-III is the latest part of the new Carbon Intensity Indicator (CII) regulation and is set to be implemented on 1 January 2023. At this point any shipping company operating an international sailing vessel of 5,000 GT and above is required to develop SEEMP Part-III and obtain the Confirmation of Compliance (CoC) from the flag administration or Recognized Organizations (RO).
CII calculates a vessel’s carbon intensity based on its annual fuel consumption and operating distance, and provides a rating from ‘A’ to ‘E’ compared to the CII rating required for the ship in the relevant period. If the ship’s CII rating is ‘D’ for three consecutive years or ‘E’ for a single year, a corrective action plan to achieve the required CII rating must be established and included in SEEMP Part-III.
SEEMP Part-III must include a vessel’s CII information for the past three years, CII calculation methods, implementation plans for achieving the required CII rating for the next three years, self-evaluation and improvement measures, all of which can be easily developed and verified through KR-GEARs. KR is looking to further upgrade KR-GEARs this year to offer more integrated services. The SEEMP Part-III service is available to all KR customers on the KR-GEARs website.
Simpson Spence Young (SSY) has announced that it will be opening an office in Genoa, Italy in the autumn. Initially, the team that will be based there will focus on Dry Cargo, specifically Handy, Supramax and Panamax, with a number of individuals from a local shipbroking firm joining the team. Commenting on the recent hires, Global Head of Dry Cargo, Stanko Jekov said: “We’re very pleased to be establishing a base in Genoa and continuing to grow our Dry Cargo division. I’m also delighted to welcome a very talented team to the SSY group, and we look forward to working with them on new opportunities in this region.”
New head of BIFA network
The British International Freight Association (BIFA) has named Herbie Cobby, who works for Geodis, as the chairman of its virtual Young Forwarder Network (YFN).
He takes over from Laura Hobby, who during her 12-month tenure as chair of the virtual YFN has overseen the development of the network into a flourishing collective of young forwarders across the UK.
TT Club appointment
With effect from 1 August 2022, EeLain Ong has taken over as chief financial officer (CFO) of international freight transport and logistics insurer TT Club. Appointed in April 2022, Ong has shadowed the outgoing CFO Julian Chowdhury in his position for the intervening months prior to his retirement.
As CFO of the well-established specialist mutual insurer, Ong’s challenges will be to achieve business plan profit targets via operational efficiencies focussed on simplifying and automating processes along the insurance value chain.
Zero carbon conference
In partnership with the Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping (MMMCZCS), RINA will be holding an upcoming conference ‘Scaling Decarbonisation Solutions: Reducing Emissions by 2030’, which will take place in Rotterdam, Netherlands on 29 November – 1 December 2022.
Please notify the Editor of your appointments, promotions, new office openings and other important happenings: firstname.lastname@example.org
(With thanks to Paul Dixon)
HOW TO ARGUE
I argue very well. Ask any of my remaining friends. I can win an argument on any topic, against any opponent.
People know this, and steer clear of me at parties.Often, as a sign of their great respect, they don’t even invite me. YOU too can win arguments.
Simply follow these rules:
Suppose you’re at a party and some hotshot intellectual is expounding on the economy of Peru, a subject you know nothing about. If you’re drinking some health-fanatic drink like grapefruit juice, you’ll hang back, afraid to display your ignorance, while the hotshot enthrals your date. But if you drink several large martinis, you’ll discover you have STRONG VIEWS about the Peruvian economy.
You’ll be a WEALTH of information. You’ll argue forcefully, offering searing insights and possibly upsetting furniture. People will be impressed. Some may leave the room.
Make things up.
Suppose, in the Peruvian economy argument, you are trying to prove Peruvians are underpaid, a position you base solely on the fact that YOU are underpaid, and you’re damned if you’re going to let a bunch of Peruvians be better off.
I think Peruvians are underpaid.’
Say: ‘The average Peruvian’s salary in 1981 dollars adjusted for the revised tax base is $1,452.81 per annum, which is $836.07 before the mean gross poverty level.”
NOTE: Always make up exact figures.
If an opponent asks you where you got your information, make THAT up, too.
Say: This information comes from Dr. Hovel T. Moon’s study for the Buford Commission published May 9, 1982. Didn’t you read it?” Say this in the same tone of voice you would use to say “You left your soiled underwear in my bath house.”
Use meaningless but weighty-sounding words and phrases.
Memorize this list:
Let me put it this way
In terms of
As it were
So to speak
You should also memorize some Latin abbreviations such as ‘Q.E.D.,’
‘e.g.,’ and ‘i.e.’ These are all short for ‘I speak Latin, and you do not.’
Here’s how to use these words and phrases. Suppose you want to say:
Peruvians would like to order appetisers more often, but they don’t have enough money.”
You never win arguments talking like that. But you WILL win if you say:
“Let me put it this way. In terms of appetisers vis-a-vis Peruvians qua Peruvians, perhaps they would like to order them more often, so to speak, but they do not have enough money per se, as it were. QED.”
Only a fool would challenge that statement.
Use snappy and irrelevant comebacks.
You need an arsenal of all-purpose irrelevant phrases to fire back at your opponents when they make valid points. The best are:
You’re begging the question.
You’re being defensive.
Don’t compare apples and oranges.
You’re putting the cart before the horse.
What are your parameters?
This last one is especially valuable. Nobody, other than mathematicians, has the vaguest idea what ‘parameters’ means.
Here’s how to use your comebacks:
You say, “As Abraham Lincoln said in 1873…”
Your opponent says, ‘”Lincoln died in 1865.”
You say “You’re begging the question.”
You say, “Liberians, like most Asians…”
Your opponent says, “Liberia is in Africa.”
You say, “You’re being defensive.”
So that’s it: you now know how to out-argue anybody. Do not try to pull any of this on people who carry weapons.
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