The Maritime Advocate–Issue 789


1. The weakest link
2. SRS notations
3. “Fit for 55”
4. Hiring security guards
5. ECSA warning
6. Possession and e-bills
7. Bulk values
8. ESI scores
9. Iron ore fines
10. Best for business
11. E wallets
12. Standardised depot codes
13. Cyprus vision
14. Marathon effort
15. Pilot ladder dangers

Notices & Miscellany

Readers’ responses to our articles are very welcome and, where suitable, will be reproduced:
Write to:


1. The weakest link

By Michael Grey

“Am I a man – or an animal?” This was a question dramatically posed by a huge Sicilian lorry driver on a ferry that was carrying his truck full of vegetables on the overnight run up to Genoa. It was a very new service, designed to move cargo off the country’s north-south motorways and the chairman of the company (with me in tow) was aboard to test the opinions of the clientele. This particular haulier was overcome with such emotion at the delightful experience of the lavish facilities provided in contrast to the appalling conditions he faced on the roads, where he was treated as less than human, that he was practically weeping with gratitude as he hugged the diminutive chairman to his hairy chest.

I thought back to this dramatic interlude from the 1980s, as we are now enjoined to examine the way in which lorry drivers, now seen as a hugely vulnerable link in the logistics chain, are treated, and why there is now such a shortage of these essential workers. I recall on another occasion taking a ride on a Channel ferry with an old shipmate who was master of the ship and being impressed that he took time to speak to the truckers, who made up most of the passengers on the winter crossing. He was in no doubt that this trade was year round and the ferry company’s staple diet, (he called them the “bread and butter”) so anything that could be done to keep the drivers happy was common sense.

And over the years, while the life of the long-haul trucker on the roads has remained unchanging and squalid, when afloat on a ferry they are treated properly and well by the ferry operators. You can argue that in a competitive world, the sea carriers have a vested interest to practise generosity, but also that it is because of the competition they vie with each other to offer drivers’ lounges, special accommodation and other treats to keep the clients driving up their ramps.  

But because the road haulage link in the transport chain has become demonstrably vulnerable, there is now all sorts of pressure being exerted to make the driver’s lot a happier one. I’m not entirely sure that it is the government’s job to improve the provision for better lorry parks and rest areas, although maybe we could do worse than persuade Stena, P&O and DFDS to take up the management of truck stops. And it must be a matter of some regret that it has taken a crisis, and a threat to Christmas, to alert everyone to the consequences of neglecting the welfare of important workers in such a fashion.

From the freight decks of a ferry it is but a short distance to another group of essential workers who have been even more neglected and especially so during the miserable duration of the pandemic. We maybe don’t think of the seafarers who have kept the world fleet running – indeed the average person wouldn’t think of them for a microsecond, even as we marvel at the pictures in the newspapers of giant ships, with all the Christmas goods aboard, waiting to discharge in the ports.

Seafarers are “can do” people and would probably be insulted to be described as a “potential weak link”, but it is fact that the welfare of this workforce has been horribly taken for granted since Covid-19 first appeared. Mind you, taking seafarers for granted predates any pandemic, but things have become infinitely more miserable over the past two years. A truck driver can alight from his cab and sleep in his own bed from time to time, but it is difficult to convey the sheer unpleasantness of a life without the ability to ever get ashore, trapped in a steel box for months on end and treated as a sort of leper by shoreside officials.

Scarcely a week goes by without a report expressing real concern about the mental pressures being faced by these small crews in big ships, the incidence of suicides and the general unhappiness of people who seem to have been forgotten by polite society, who certainly don’t read these studies. It might be true that there never has been a time like the present, but for the 400,000 seafarers afloat, with the same number wanting to get back to work and relieve them, this is a crisis that has largely been ignored by government, even as they might assert that they have designated them some changed status. It is so much easier than actually doing anything to address the problems they face.
If it took an empty lorry cab to draw attention to the problems faced by the drivers, what will it take to wake the world up to the miserable life currently lived by seafarers, who can’t get ashore, who can’t get vaccinated, who can’t get to work and who can’t get home on leave? Remember the question asked by that Sicilian trucker? You can have all the amazing technology of 24,000teu container ships and the fantastic port infrastructures to service them, but it all depends upon the willingness of frail human beings to make the system work. That’s the weakest link.

Michael Grey is former editor of Lloyd’s List.

2. SRS notations

On 1st November, the Maritime and Port Authority of Singapore will roll out the Singapore Registry of Ships notation initiative to recognise ship owners and operators who voluntarily incorporate solutions to drive digital transformation, strengthen cyber security, enhance well-being of seafarers and pursue sustainable shipping. The SRS is the first ship registry in the world to introduce such an accreditation system.

The SRS Notation covers four categories and is available to ship owners at no additional cost. Singapore-flagged vessels that fulfil the requirements for each of the categories will be issued a certificate of recognition and their details will be published on the MPA website to enhance their commercial attractiveness.

The notation categories are:
“Smart” notation – awarded to vessels that adopt digital solutions to improve the safety and efficiency of shipboard operations, such as automation, advanced monitoring, and remote inspection.

“Cyber” notation – awarded to vessels that have adopted advanced cyber security measures to protect their key shipboard operational technology systems from cyber attacks. The four key systems are communication systems, propulsion, machinery and power control systems, navigation systems and cargo management systems.

“Welfare” notation – awarded to vessels equipped with good infrastructure and welfare amenities to enhance the quality of life for their crew.

“Green” notation – awarded to vessels that have implemented solutions to reduce their carbon emissions, such as usage of low- or zero-carbon fuels. Qualifying vessels will receive additional benefits which would be introduced from 2022, such as a reduction in initial registration fees and rebates on annual tonnage taxes during the qualifying duration. For more details see

3. “Fit for 55”

The “Fit for 55” package proposes a basket of EU measures to increase the contribution of maritime transport to EU climate efforts, along with measures agreed at a global level with the IMO. Besides the extension of the EU ETS to maritime transport, the basket of measures notably contains the FuelEU Maritime initiative, which aims to increase the demand and deployment of renewable alternative transport fuels, as well as a proposal to review the Energy Taxation Directive with regard to the current exemption of fuel used by ships from taxation. Watson Farley & Williams have penned an article which focusses on the proposals made regarding the extension of the EU ETS to maritime. To read more see

The Methanol Institute has welcomed the EU’s package of “Fit for 55” proposals   as an opportunity to advance the availability of alternative fuels for shipping. However, the institute has urged the Commission to consider how best to support the industry on the journey towards the ultimate goal of carbon neutrality by 2050.
In a recently published policy position paper it states that supply-side mechanisms aimed at spurring the uptake of renewable fuels should be emphasized so as to make low carbon and net carbon neutral fuels more affordable and so drive the switch to renewables. MI also recommends a steeper incremental increase of the FuelEU Maritime GHG reduction targets beyond 2030, accelerating faster than currently proposed, to direct investment towards alternative fuels offering transitional pathways towards carbon neutrality.
The Institute supports the extension of the Emissions Trading System (ETS) to shipping as long as the system is grounded in Lifecycle Assessment (LCA) and the concept of CO2 equivalence, but proposes a five-year phase-in, starting in 2030, to help overcome industry resistance to change and enable experience-building to be incorporated into the policy.
While the EU’s proposal to apply carbon pricing to extra-EU voyages under the ETS is an issue of concern for the shipping industry, the Institute doubts that progress of climate action at the IMO will be sufficient to satisfy European lawmakers. Should the opportunity to impose a global fuel levy arise within the phase-in period, EU policymakers should be empowered to abandon the extension of ETS to maritime transport in favour of a more effective instrument with a global scope. Download a copy of the Policy Paper.

4. Hiring security guards

The Oil Companies International Marine Forum (OCIMF) has released a new information paper providing guidance on hiring Private Maritime Security Companies (PMSCs). The use of PMSCs on merchant ships is widely accepted as one of the measures which can assist in keeping seafarers safe from harm and protecting vessels operating in areas of increased threat.
While industry best management practice does not recommend or endorse the employment of PMSCs, the use of experienced and competent PMSCs either onboard the vessels, where legally permitted, or on a security escort vessel, can mitigate risk.
This guidance is intended to help owners/operators with pre-selection considerations before using private maritime security services.
Guidelines for the Employment of Private Maritime Security Companies is available as a free download at

5. ECSA warning

Members of the European Community Shipowners’ Associations (ECSA)   are backing clean fuel efforts but fear the FuelEU proposal may be detrimentally affected by enforcement loopholes.  ECSA supports the objective of the FuelEU Maritime proposal to foster the uptake of cleaner fuels in shipping.

However, the proposal may become a missed opportunity, the association says. Using documents provided by non-EU fuel suppliers to calculate carbon savings contributing to the EU’s climate targets may create substantial enforcement loopholes. Making the EU fuel suppliers responsible for meeting the fuel standards will address these concerns and will be consistent with other proposals of the “Fit for 55” package. Fostering demand is key and the EU ETS revenues, the carbon contracts for difference under the EU ETS innovation fund and a higher multiplier under the Renewable Energy Directive should be used to bridge the price differential between cleaner and conventional fuels.

ECSA has recently published its position paper on the FuelEU Maritime proposal. European shipowners welcome the increased climate ambition of the ‘Fit for 55’ package, recognising that the climate crisis is one of the greatest humanitarian, economic and environmental challenges our societies are facing.

“Even though an international solution for shipping would be preferable, shipping should contribute its fair share to address the climate crisis, at EU level as well. ECSA supports the objective of the FuelEU Maritime proposal to foster the market uptake of cleaner fuels that are currently not affordable or commercially available. However, the proposal should be more consistent with other proposals of the ‘Fit for 55’ package and with the overall increased climate ambition of the EU” said Claes Berglund, ECSA’s president.

Under the current proposal enforcement for biofuel blends purchased outside the EU will rely only on paper documents provided by non-EU fuel suppliers. Using these documents to calculate carbon savings contributing to the EU’s climate targets, may create substantial loopholes and, ultimately, an enforcement minefield.

“FuelEU may become a missed opportunity for the uptake of clean fuels in the sector. Making the EU fuel suppliers responsible for meeting the fuel standards will substantially address the enforcement concerns. Fostering demand is key and the EU ETS revenues, the carbon contracts for difference under the EU ETS innovation fund and a higher multiplier under the Renewable Energy Directive should be used to bridge the price differential between cleaner and conventional fuels” said Sotiris Raptis, ECSA’s acting secretary general.

Flexibility is welcome but a new Measurement, Reporting and Verification (MRV) system is unnecessary and burdensome. Finally, ships should not be penalised when onshore power supply is not available in ports. You can read the summary of ECSA’s position here.

6. Possession and e-bills

The legal position of e-bills is the topic for discussion by Nick Austin and Athina Douni from Reed Smith on the Baltic Exchange website.

Possession and tangibility are closely related concepts long established under English law. Yet a change to these concepts is around the corner. The change could finally unlock the full potential of digital trade documents, while at the same time keeping English law at the forefront of global commerce.

The existing position under English law is that one cannot legally ‘possess’, or have physical control of, something intangible (not including intellectual property rights, which are governed by separate rules). This means that a purely electronic or digital trade document cannot be possessed, and so cannot fulfil the legal functions of its possessable paper equivalent. But the UK Law Commission’s recent proposals for the reform of English law regarding possession of electronic trade documents and the accompanying draft legislation (the Draft Bill) suggest that more universal digitisation of electronic bills of lading and other trade documents will soon be a reality.

For the full story see

7. Bulk values

As news headlines underscore the quality and flexibility of the bulk sector fleet in meeting the challenges of current trade disruptions, Dimitris Fafalios, chairman of INTERCARGO believes that now is the time to re-evaluate the image of the bulk carrier sector and recognise the commitment of INTERCARGO members to a safe, efficient, high quality and environmentally sound dry bulk shipping industry.

Bulk carriers employ hundreds of thousands of seafarers and carry more cargo deadweight to more diverse ports than any other shipping sector. They deliver essential goods even to the most isolated and distant ports and adapt their tramp trading patterns as demand dictates.
Speaking at the organisation’s semi-annual meeting in London recently, Fafalios highlighted the importance of seafarers in the supply chain, and the role that they play in easing the strain on world trade. “This is a complex global issue but there is no doubt that we are relying on properly vaccinated, mentally and physically fit seafarers to contribute to the solution.

“Universal commitments for collective action are imperative to resolve the seafarers’ humanitarian crisis and to keep global trade moving,” Fafalios said. “Coordinating a worldwide vaccination programme for seafarers is an urgent priority. While the efforts of the International Maritime Organization and global maritime bodies must permeate every area of the shipping industry, urgent action outside the maritime sphere is needed by government leaders at the highest level, ultimately leading to the recognition of seafarers as key workers. We must hope that the global press coverage that we are seeing will facilitate that.”

INTERCARGO also presented its 2020/2021 Annual Review to the membership, which can be downloaded here[1]. Following a doubling of the Association’s membership during 2016-2019, the last 18 months has seen membership stabilised at historic high levels.

8. ESI scores

The scores for the ships enrolled in the International Association of Ports and Harbors’ Environmental Ship Index (ESI) for the quarter starting 1 October 2021 were released recently. Compared to the previous quarter, the number of ships with a score of 20 or more in the database increased from 4,623 to 4,684 and the number of incentive providers rose from 59 to 60.

The ESI was established in 2011 and identifies seagoing ships that perform better in reducing air emissions than required by the current emission standards of the International Maritime Organization. Is your port already part of the ESI programme? If not, find out more on the ESI website or contact the ESI team at

9. Iron ore fines

Following on from a UK P&I Club report on the dangers of iron ore fines, particularly with reference to Sierra Leone, BIMCO has issued further advice on the topic.


10. Best for business

Such is the scale of industry disruption from decarbonisation that a decarbonisation strategy is likely to be the best business strategy for shipowners now, ABS chairman Christopher Wiernicki said in a keynote speech to open North American Shipping Week recently.

“Already today, it’s not enough to have a decarbonisation strategy for your business. No, decarbonisation is increasingly likely to be your best business strategy. This challenge requires us all to embrace the new language of shipping – which is CO2 emissions per ton mile.

“Decarbonisation of our industry represents a strategic opportunity for the entire industry, a structural realignment of historic proportions where the entire ecosystem and value chain is being shaken up. Over the next three decades, the International Energy Agency estimates there will be well over $100 trillion total in clean energy investment. Against that backdrop, it is clear that a failure to adapt and grasp the nettle of decarbonisation is the surest guarantee of obsolescence,” said Wiernicki.

In a wide-ranging speech, he called for governments to play their role in supporting the industry to meet its decarbonisation objectives.

“Reaching the decarbonisation target for 2050 is currently a challenge where we can only see the outline of a solution. As we highlighted in our third low-carbon shipping outlook, our industry cannot reach the decarbonisation targets alone. While 2030 may be within operational reach, 2050 will require a solution played out across the entire value chain. And this is where we need governments to step in with policies to accelerate development of low-carbon solutions and secure the proper infrastructure for their distribution.

“Just securing the required quantities of zero-carbon fuels to power our industry’s transition will require scaling up the global renewable energy sources by a factor of 10. Incentivising early movers and creating the framework for carbon neutral fuels will require focused policy making.”

Two of the maritime industry’s most advanced digital service providers joined forces recently through the product integration of Kongsberg Digital’s Vessel Insight and the ABS My Digital Fleet platform.
The alliance brings together data acquisition capabilities from Kongsberg Digital and ABS’ business intelligence capabilities to offer shipowners, ship managers and charterers seamless access to the industry’s most powerful analytics services. It unlocks simplified access, both on board the vessel and at shoreside, to AI-powered insights that support voyage optimization through reduced fuel consumption, lower bunker cost, lower carbon intensity and improved charter party compliance.

11. E wallets

MarTrust, the global maritime payment solutions company, has launched a new e-wallet and card, a next-generation payment solution for the maritime industry that optimises the payroll process for ship owners.  This enables crews to be paid quicker, compared to the traditional banking routes, and provides them with complete control of their funds and online purchases with reduced risks and lower transaction costs.  The ability to quickly transfer money to anyone they need to at any time – in particular sending much-needed financial support back to their families – will alleviate some of the monetary challenges of being at sea for extended periods, enhancing their welfare and wellbeing.
For ship owners and operators, MarTrust’s e-wallet and corporate card also reduce the Cash-to-Master (CTM) requirement by as much as 80%, and therefore the amount of cash that is needed on board a vessel.  This mitigates the security risk for the asset and crew, as well as significantly improving working capital.  Digitalising and simplifying the payroll and CTM process reduces significant costs and time, ensures compliance, and online transactions are protected with the latest 3D, industry-grade security features.    
Currently, the shipping industry relies upon multiple urgent, cross-currency and cross border microtransactions to ensure smooth and reliable trading.  In conjunction with this, the regulatory landscape and sanctions on Anti-Money Laundering (AML) and Combatting the Financing of Terrorism (CFT) are becoming increasingly complex.  In addition, the current, outdated system that vessels use for paying salaries to crews and invoices for ship chandlers, agents and other suppliers require a significant amount of cash to be stored on board.  This generates a considerable security risk, as well as creating administrative overheads, including expensive transaction and foreign exchange (FX) costs, which can be as much as 3% to 5%.
MarTrust’s integrated payment solution combines maritime experience with modern e-wallet and pre-paid card technology, enabling companies to transfer funds to multiple accounts and execute payday and CTM transactions with complete control, transparency and security.  The e-wallet can be accessed via a web portal or mobile app anywhere and at any time and can be seamlessly integrated into existing systems.  From there, funds can be easily and securely transferred direct to crew to pay salaries, bonuses, overtime and cash advances.  
The e-wallet and debit card also reduce the need for seafarers to manage or store significant amounts of cash, providing increased security and peace of mind that their funds are safe. By using the debit card, cash can be accessed at any Mastercard supported ATM or bank teller around the world, and the card can be topped up in up to eight different currencies providing complete flexibility. The e-wallet will also include a new Salary on Demand service, which enables seafarers to track and use their income at anytime and anywhere, and align it with their expenses, further improving their financial wellbeing and welfare. Additionally, it also helps shipping companies optimise their cash flow, eliminate the administrative costs and pains associated with maintaining salary advances, and save money on banking transfer fees and other charges associated with CTM payments to advance salaries to seafarers.
“The disruption of the COVID-19 pandemic to day-to-day operations has further highlighted the need to rethink how cash is used and has accelerated the demand for digital solutions to improve shipboard operating and managing processes, especially paying cash to crews and for settling on board bills.”
“Seafarers have experienced unprecedented hardships over the past 18 months, stranded on board their vessels for significant periods without being able to get home.  However, our new e-wallet and debit card at least now ensure that they can get much-needed funds back to their families quickly and securely, and with no annual fees and at reduced FX rates.  This can make a significant difference to improving crew welfare at a time of real challenge for all seafarers, driving retention for ship owners and operators,” said Errikos Andreakos, chief commercial officer of MarTrust.

12.  Standardised depot codes

MSC Mediterranean Shipping Company   has fully adopted BIC Facility Codes (BFC) for all depots globally. Just like airports worldwide have the three letter IATA codes, all MSC’s depots are now identifiable with a 9-character BFC, moving one step further on the digitalisation journey. The transition process was completed across 2021, in order to ensure that every MSC depot globally was included.

MSC sees this as a vital step forward.  The company says that there is a lack of a common language throughout the industry, adding extra steps to the already complex and fragmented shipment journeys from end to end. This leads to inefficiencies and time-wasting procedures, causing uncertainty and/or delays.

A standardised language brings simplicity, improves efficiency, and provides certainty for multimodal or multi-carrier transportation that allows for future growth opportunities. In day-to-day interactions, this will lead to smoother communication, increased data clarity and accuracy, and a simpler and more efficient process throughout.

13. Cyprus vision

Following a nine-month public consultation, the Cyprus Shipping Deputy Ministry has launched SEA Change 2030, a long-term strategic vision for Cyprus shipping.
The vision was presented by Cyprus president, Nicos Anastasiades with the shipping deputy minister, Vassilios Demetriades explaining the three strategic pillars and series of concrete initiatives that will enable the ministry to realize the vision. President Anastasiades highlighted the importance that Cyprus is placing on the shipping sector, stating that the long-term strategy will create the conditions for Cyprus shipping to become more resilient and sustainable. 
SEA Change 2030 is the outcome of a collaborative process, with input from internal, local and international stakeholders. It contains 35 individual actions to deliver sustainable progress for shipping categorized under three main pillars: Sustainable, Extrovert, and Adaptable. A new unit has been created within the SDM to implement these initiatives.
Perhaps the most pivotal pillar of the vision, the majority of actions sit under this heading. The series of initiatives are designed to foster a proactive culture of quality on Cyprus flagged ships, to provide a responsive, fast, efficient and seamless 24/7 customer-orientated service, to create a “curiosity” culture for shipping, and to create a culture for seafaring, maritime and blue professions.
Cyprus has always prided itself on being a collaborative and proactive nation, recognizing the importance of its place on the global stage. By launching initiatives that seek ongoing consultation with individuals, the industry, regulators and other states, Cyprus will invite more of the industry into the conversation, fostering an environment which enables informed decision-making.
Cyprus SDM will adapt its policies, orientation, interests, organizational structure and working processes to align with the outcome of the consultation campaign. These new initiatives will allow the ministry to make crucial changes to elements of its operations, to the maximum benefit of the Cyprus-flagged fleet, as well as the greater global shipping industry.
On launching the strategy, Vassilios Demetriades, Cyprus Shipping Deputy Minister said: “Today marks an important landmark for Cyprus shipping. The launch of our SEA Change 2030 strategy sets out our vision for a more sustainable future, supported by 35 tangible actions to realize that vision.
“Our aim is to set a course towards ongoing, sustainable, positive change. This strategy is focused on actions that will make Cyprus shipping even more safe and secure, as well as more sustainable, extrovert, and digital. While we are starting at a local level, we believe that this approach is adjustable and scalable both regionally and internationally. We want to lead by example and change the mindset towards ongoing, sustainable and positive change.”
The strategy is the culmination of an extensive public consultation campaign, which gathered views on important issues across four key areas; environmental sustainability, digital transformation, global challenges (seafarer welfare, piracy), and local/regional issues. Feedback was collated through a dedicated online portal, as well as via interviews with key maritime stakeholders.
To read the full strategic vision, visit the Cyprus Shipping Deputy Ministry website:

14. Marathon effort

A British seafarer, who trained for months while on board ship, completed the 2021 London Marathon in aid of maritime welfare charity, Sailors’ Society.  
George Belcher, a third engineer who has served as a mariner for more than seven years, took on the 26.2 mile race on 3 October to raise awareness of the challenges seafarers are facing due to the pandemic, and to raise funds for Sailors’ Society’s global work.  
Most of George’s training was done on board ship using a tread mill, with his first running session ashore just six weeks before the race.  
George said: “It’s great to be able give something back to a charity that’s helping seafarers get through. The last 18 months, I’ve worked alongside some of the most professional crewmates who have suffered mentally because of the ongoing pandemic or when contracts have been unexpectedly extended. They’ve shown great resilience and determination, carrying on with the job at hand.  
“By taking part in this event, I wanted to show my appreciation for my colleagues who’ve made massive sacrifices to keep the world running through the pandemic, and to the maritime charities who’ve supported them.”
Many of the world’s seafarers haven’t set foot on dry land for months or have been stuck on board, unable to return home, due to Covid-19 regulations and changing travel restrictions.
George joined six other dedicated Sailors’ Society supporters, including a group from Tindall Riley (Britannia P&I Club), in the run, raising more than £5,000 for the charity to date.
Sara Baade, Sailors’ Society’s CEO said: “The mental and physical stresses of the pandemic and crew change crisis have taken their toll on many and we’ve had a huge increase in demand for our support and welfare services at a time when fundraising has been quite challenging. We’re so grateful to George and our other London Marathon runners for their incredible efforts on our behalf and offer our huge congratulations on their fantastic achievement.”

Next year’s TCS London Marathon is planned for 2nd October 2022. If you’ve been inspired by George’s achievements, Sailors’ Society has guaranteed charity running places available.

Find out more and sign up today at: 

15. Pilot ladder dangers

The Australian Maritime Safety Authority has published a marine notice on dangers related to pilot ladders. The notice underlines the obligation of shipowners, operators, masters, and crew to ensure safe arrangements are in place when embarking or disembarking from a vessel using pilot ladders.

Risk management guidelines are included.

Notices & Miscellany

Cyber advice
Cyber ICS are pleased to announce the official launch of the new edition of Cyber Security Workbook for On Board Ship Use, place your order directly with Witherbys now. The new third edition is available in both print and ebook versions.

This practical and easy to understand guide from Witherbys, BIMCO and ICS supports the master and the ship’s crew with cyber security risk management. It provides detailed guidance on all aspects of cyber security protection, defence and response (including new sections on remote access, intrusion detection systems and engine department considerations).

Using step by step checklists, Cyber Security Workbook for On Board Ship Use provides a ship’s Security Officer with the practical skills to identify cyber risks and to protect vulnerable onboard systems.  The book is priced at £225.

Dry cargo webinar
The Australia and New Zealand Branch together with the Middle East Branch of the Institute of Chartered Shipbrokers holds frequent online webinars and tutorials on topical issues of concern to the maritime industry.

On 27th October 2021 the issue will be Dry Cargo Market Outlook: Cycle or Supercycle at 1700 Hrs AEST & 1100 hrs Dubai Time (07:00 GMT)  Click on the below link to register:

Please send any queries or questions to Points for discussion will include: the cause for the unprecedented surge in dry bulk and container markets; changes in the market due to the surge; the super high rates and market factors to consider. The webinar is free but registration is compulsory before the deadline of Tuesday 26th October 2021.

COP 26 podcasts
Following DNV’s special edition documentary on floating offshore wind and deep decarbonisation, a series of six podcast episodes on COP26 and the pathway to net zero is planned.

The first episode The Road to COP26 will take place on 28th October 2021, and will explore the challenges world leaders need to tackle as they come together in Glasgow, UK for this crucial summit.   Across the six episodes DNV will look at whether a 1.5 °C future is still possible and what is needed to enable a faster transition. Interviews with influential industry stakeholders involved in COP26 will be included. With COP26 about to take place, what needs to be achieved and how realistic will it be? To listen and find out more on current episodes, visit .

Please notify the Editor of your appointments, promotions, new office openings and other important happenings:

And finally,

(With thanks to Paul Dixon)

Scientists at Rolls Royce built a gun specifically to launch dead chickens at the windshields of airliners, and military jets, all traveling at maximum velocity.

The idea was to simulate the frequent incidents of collisions with airborne fowl to test the strength of the windshields.

American engineers heard about the gun and were eager to test it on the windshields of their new high speed trains. Arrangements were made, and a gun was sent to the American engineers.

When the gun was fired, the engineers stood shocked as the chicken hurled out of the barrel, crashed into the shatterproof shield, smashed it to smithereens, blasted through the control console, snapped the engineer’s back-rest in two and embedded itself in the back wall of the cabin, like an arrow shot from a bow.

The horrified Yanks sent Rolls Royce the disastrous results of the experiment, along with the designs of the windshield and begged the British scientists for suggestions.

Rolls Royce responded with a one-line memo:

“Defrost the chicken.”

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