1. Ship shapes
2. Dangerous goods
3. Decarbonisation challenges
4. Emissions clauses
5. Security vessel contract
6. Carbon capture
7. Green solutions
8. Cyber security scheme
9. Ship safety
10. UK legal services
11. Cleaner fuels
12. Fundraising effort
13. Emissions report
14. Warehouse theft
15. Enclosed spaces
16. Lifeboat accidents
Notices & Miscellany
Readersâ responses to our articles are very welcome and, where suitable, will be reproduced:
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1. Ship shapes
By Michael Grey
In the compromise that dictates the design of a ship, you donât have to be cynical to observe that the needs of the crew come last, after the cargo, machinery and anything else that might remunerate the owner. The crew, it might be said âjust fit in where they canâ. It has been the same throughout history, and you might think of Vikings crossing the Atlantic, sheltering under the thwarts, or sitting in the lee of their captives, to the grim dormitories of stokers and stewards in the trans-Atlantic liners, in the eyes of the ship or below the waterline, far from the madding crowd of happy passengers upstairs.
I sailed in a few old ships that were built in the 1920s, with forecastle accommodation for the ratings and it was a fact that thirty years on, very few of the best seafarers were willing to sail in them. They knew that they could find some more desirable residence aboard vessels with pleasant and spacious accommodation amidships, where you didnât have to cope with damp, foul air and violent motion in heavy weather. And for some years, no sensible designer would think of sticking human beings in such locations aboard ship.
It’s funny how expediency changes convention. Until about the 1970s naval architects had been trained to design ships with certain unarguable characteristics, like a rise of floor that differentiated between a ship and a barge, a shapely sheer, or camber that helped to shed boarding water, a cruiser or counter stern, a forecastle and poop to help to keep the sea stay where it should. Ships had to be manoeuvred in restricted waters and it was thought that the bridge ought to be around amidships, near the longitudinal centre of gravity or âpivot pointâ. Even tankers in those days, with the machinery aft, still retained a midship bridge.
Then, almost without anyone noticing, all these conventions were swept away. It was found far easier by shipbuilders to forget about the rise of floor or sheer and construct the ship on a flat building dock and camber was dismissed as unimportant. Three-dimensional curved plate was judged to be far too expensive and we saw ships emerging with a great flat backside, which only an imaginative naval architect would consider an improvement to seakeeping. There were flares that wouldnât have disgraced an angle-decked aircraft carrier, both forward and aft, such was the demand for deck space to park boxes.
And just like the old days, the crew found themselves having to âfit in where they canâ, away from the revenue-earning locations. A shipmaster of some experience summed it up really quite well, describing various ships he had sailed where, within a few years, he lived amidships aboard a reefer; so far aft on a container ship that he actually resided abaft the stern frame in a towering steel island; and then right forward in a car carrier, where he overlooked the windlass.
Old sailors used to say about a ship â âif it looked right, then it probably was seaworthyâ, but I have often wondered what their reaction might have been to some of the strange designs that have emerged in recent years. âX-bowsâ, extreme bulbs, âram-bowsâ, wedges and other strange shapes have emerged from the hydrodynamic box of tricks, competing for the ownersâ attention. There was a rather good cartoon a few years ago, the caption noting, about one of these funny looking ships â âI canât tell whether she is going ahead or astern, or submerging!â I suppose you can only tell whether these designs live up to their extravagant claims when they get to sea and you ask those who have served in them.
Now we have an exciting video from Maersk in which they reveal the design of their latest ultra-sustainable 16,000teu container series, which will consume green methanol and aboard which the crew will serve as a sort of breakwater on the bow for the nine-high deck stow of boxes abaft the bridge. The video, introduced by a sonorous blast from its siren, is somewhat short of detail, but with the exception of this accommodation island perched on the forecastle, every metre of length is usefully employed for the stowage of containers. Even the single offset funnel is so far aft you could hang the ensign on it. The machinery is so far away from the engineersâ accommodation that they will have to be very fit when the alarms go off in the middle of the night. The first ship handling operations in tight places might be quite exciting, as they whirl around their âpivot pointâ!
I guess we will just have to wait and see whether these revolutionary ships are a success, and represent the first of a new era in box ship design which will sweep the world. If you sail on them, you will at least get a nice sea view, rather than being forced to peer at the back end of a container for months on end. And it would be nice to think that the designers will come up with something equally exciting to address currently pressing issues of cargo securing or fire safety. But there can surely be no argument that the crew of these dramatic ships have surely been âfitted inâ where they can, on the only available space.
Michael Grey is former editor of Lloydâs List.
2. Dangerous goods
The tragic incidents in Tianjin and Beirut have marked a decade of increased concern over the safety of dangerous goods stored in ports, terminals and other warehousing facilities. Four industry groups have collaborated to address the issue and produce best practice guidelines in the form of a white paper and warehouse checklist.
In the face of increased volumes of dangerous goods transported in sea containers, and the occurrence of major incidents as well as a plethora of lesser accidents, there is a clear need for guidance on safe storage and handling of dangerous goods in warehouses, including port and terminal facilities. Building on their combined expertise and experience, International Cargo Handling Coordination Association (ICHCA), International Vessel Owners Dangerous Goods Association (IVODGA), National Cargo Bureau (NCB) and World Shipping Council (WSC) have responded to this critical requirement by developing a Dangerous Goods Warehousing White Paper.
In introducing the White Paper, Uffe V Ernst-Frederiksen and Ken Rohlmann both of IVODGA highlight: âThe temporary or long-term storage of dangerous goods in a facility, necessitates careful planning, supervision and continued due diligence. While the major disasters in Beirut and Tianjin have been widely reported, there are many other incidents around the globe that do not garner the same attention, but which have the potential to escalate. There are existing international, national and local regulations for dangerous goods in transit for various modes of transport but there is no direct equivalent for warehouses.â
The Dangerous Goods Warehousing White Paper, and its accompanying Checklist, detail the risks involved in storing and handling dangerous goods and, importantly the measures to be taken in containing them. Topics covered include: competency and training of workforces; property construction; fire protection; security equipment and protocols and emergency response procedures. It is intended as a practical guide to systematic and documentable processes for those managing and operating storage facilities to ensure on-going safety but also that incidents are containable if and when they arise.
âA pivotal element of our guidance is a Warehouse Checklist,â states Richard Steele of ICHCA. âGiven our aim to provide a practical management tool, we believe the Checklist format is a significant addition to the other elements of the White Paper. Broken down into eight key functional areas of operation, this comprehensive 14-page Checklist is designed as both a planning guideline and a review tool, as well as an everyday device for maintaining safety management vigilance.â
The Dangerous Goods Warehousing White Paper has been endorsed by influential industry stakeholders including Baltic and International Maritime Council (BIMCO), Bureau International des Containers (BIC), Container Owners Association (COA), Council on Safe Transportation of Hazardous Articles (COSTHA), Danish Shipping, International Chamber of Shipping (ICS), International Federation of Freight Forwarders Association (FIATA), International Group of P&I Clubs (IGP&I) and Through Transport Mutual Insurance Association Ltd (TT Club). âWe have shared our work with the relevant maritime regulators and the International Maritime Organization (IMO),â states Steele, âAnd we welcome every opportunity to work with them on developing and refining appropriate warehousing safety instruments, codes and circulars.â
Both the Dangerous Goods Warehousing White Paper and Checklist are downloadable from here https://ichca.com/warehousing-
3. Decarbonisation challenges
The 84th session of the IACS Council has highlighted the significant safety challenges around decarbonisation. The importance of the human element in increasingly technically sophisticated vessels and the issue of maintaining IACSâ Quality Scheme as a guarantor of its membersâ demonstrable, high-quality performance were other focus areas. The council meeting was chaired by Nick Brown, chief executive of Lloydâs Register.
Noting the markedly increased expectations for an ambitious and accelerated greenhouse gas reduction policy for shipping, the IACS Council emphasised that the successful delivery of any agreed targets must recognise the need for a practical and achievable implementation plan.
Building on its submission to IMOâs Assembly (A 32/12/2), the meeting discussed ways in which introducing the necessary alternative technologies and fuels must not happen without detailed safety requirements that support the design, fabrication and integration of equipment for systems and ships.
The council recognised that the unique, multi-disciplinary nature of the challenge, its scale and compressed timeframes for delivery, and the lack of extant technical solutions to achieve the desired outcomes, warranted a dedicated and bespoke response. An extraordinary  meeting is set to be held early in 2022 solely to give more time for agreeing structured and ambitious IACS actions to address decarbonisation.
Promoting the safety considerations that will accompany the use of new technologies and fuels was widely welcomed by the industry session that followed the meeting. There was unanimous support for establishing an effective assurance arrangement for the safety of decarbonisation solutions, with IACSâ unique ability to develop common technical requirements viewed as being a key contributor for delivering regulatory certainty.
Given the take up of new technology, attention also focused on the role of the seafarer in this newly digitalised world and the changing nature of technology on board ships. IACS has long recognised the need to consider ships as complex systems, and systems of systems, and C84 initiated work on the dependency on the human component in those systems for safe operations.
On quality matters, it was noted that IACS Quality System Certification Scheme (QSCS) remains the ‘gold standard’ for classification society performance but that, in the 30 years since its inception, many other quality driven initiatives had been established, complicating the overall picture. C84 therefore established a high-level working group, to include representation from its external and independent Quality Advisory Committee, to conduct a holistic overview of IACS Quality provisions with the objective of rationalising and enhancing quality oversight as part of IACSâ unceasing commitment to continuous improvement in this area.
Owing to the continuing uncertainty caused by the pandemic, the meeting also renewed the mandate of its COVID 19 Task Force. Speaking after the meeting, Nick Brown said âThe wide-ranging discussions and agreements reached at C84 demonstrate clearly the key role that IACS plays in supporting the industry address complex challenges, many of which require sustained commitment and new ways of working. The new governance changes are demonstrating their effectiveness in helping deliver practical and implementable solutions.ââ
4. Emissions clauses
Law firm HFW has helped shipping association BIMCO draft a series of clauses in response to strict new environmental legislation that will seek to reduce the industry’s carbon emissions and which will change the way ships are operated in the future.
From 1 January 2023, the International Maritime Organisation’s revised initial greenhouse gas rules will start to take effect, with the aim of reducing carbon emissions from ships by 40% from 2008 levels by 2030. This will involve ships meeting increased technical measures to improve a ship’s energy efficiency (EEXI), and ongoing operational measures to reduce a ship’s carbon intensity in accordance with a carbon intensity indicator (CII) regime.
In addition, the EU is seeking to include shipping in the EU’s existing Emissions Trading System (ETS) from 2023.
In preparation for these significant regulatory changes, BIMCO is putting together a series of what it describes as “game-changing” carbon emissions clauses for time charterparties, which seek to address the relationship between shipowners and charterers in the context of compliance with the new carbon emission regulations.
The first, BIMCO’s EEXI Transition Clause 2021, was published this month and is now ready for insertion into time charterparties. The clause allocates the risk and responsibility between the parties where technical modifications are required, in particular where the power output of a ship’s engine is limited.
The BIMCO sub-committee tasked with drafting the series of carbon emission clauses is made up of representatives from BIMCO, owners, charterers, P&I clubs, and technical and legal experts. HFW is the only UK-based law firm on the sub-committee, and is represented by Alessio Sbraga.
HFW is also helping BIMCO draft a new EU ETS clause and a time charter clause dealing with the CII regime, which will both be published in the coming months.
HFW has helped BIMCO draft several standard contract and clauses, including the industry’s first standard contract for autonomous shipping, its first cyber security clause, the industry’s first standard offshore decommissioning contact, and two clauses relating to the International Maritime Organization’s 2020 sulphur emission rules (one of the first steps towards reducing harmful GHG emissions from shipping).
To find out more, visit: https://www.bimco.org/
5. Security vessel contract
BIMCOâs Documentary Committee has approved a new standard contract for security escort vessels (SEVs). The standard is a balanced contractual framework for SEVs that accompany merchant ships in high threat areas such as the Gulf of Guinea which has recently seen a rise in piracy activity as the dry season has begun.
The new contract is dubbed SEV-GUARDCON because it is based on BIMCOâs GUARDCON contract for the employment of security guards on board ships.
âThe escort vesselâs capabilities, and what should happen if the vessel does not arrive at the rendezvous point as agreed, are key issues for shipowners and operators trading in high threat areas. SEV-GUARDCON addresses these and other aspects to consider when transiting areas such as the Gulf of Guinea,â says Dan Carr, deputy general counsel, Stolt-Nielsen, who chaired the work of the project team.
SEV-GUARDCON has been drafted specifically for cross-border transits where an SEV is needed to accompany the ownerâs vessel through the Exclusive Economic Zone or territorial waters of more than one state. The structure mirrors GUARDCON wherever possible to ensure familiarity, and the insurance provisions have been kept as close as possible to the original GUARDCON wording. The liabilities and indemnities provisions reflect that SEV-GUARDCON covers services of an independently operated SEV as opposed to a security team carried on board the merchant ship.
âSecurity escorts are used when merchant ships transit dangerous areas and call ports where the use of on board maritime security personnel is not desirable due to local practices or regulations. With SEV-GUARDCON we aim to add value to, and fairly represent the interests of, both the maritime security companies providing escort services and the shipowners and operators who use them,â says BW Groupâs Nick Fell, chairman of BIMCOâs Documentary Committee.
The project team consisted of representative shipowners and operators, private maritime security companies and maritime risk consultants, P&I Clubs, and marine insurance and legal experts, several of whom also participated in the development of the original GUARDCON contract. It will soon be available on BIMCOâs secure contract editing system, SmartCon, as well as in a sample version on the BIMCO website accompanied by explanatory notes.
6. Carbon capture
Stena Bulk has announced the results of a recent partnership with the Oil and Gas Climate Initiative (OGCI) to study and explore the potential of capturing carbon at the point of exhaust from large commercial vessels
Stationary carbon capture & storage (CCS) technologies onboard ships could be an important solution in the maritime sectorâs race to decarbonise. To support the feasibility study into their use, Stena Bulk initially provided data from three vessels in its fleet; a medium range (MR) oil/chemical tanker and a Suezmax crude oil tanker that are currently running on heavy fuel oil (HFO), and an LNG carrier fuelled by LNG.
The information that Stena Bulk provided to support the study included key vessel technical information such as deck space, fuel use, the availability of heat and energy in the exhaust stream, as well as wider considerations such as if the vessels were technically representative of the wider global fleet.
The findings of the study showed that the LNG carrier offered the most straightforward path to implementing viable CCS because it had the right mix of onboard infrastructure. The Suezmax and MR tankers presented more technical challenges to implement a CCS system.
Ultimately, the full feasibility study was conducted based on the Suezmax tankerâs technical specifications because of the positive impact that a potential carbon capture and storage system would have, and to test feasibility on a ship that was representative of the global fleet.
The results of the study show that carbon capture and storage is technically feasible on a large tanker. The biggest challenge, the study found â although by no means an unsurmountable one – was likely to be cost of installation and operation, with storage tanks, compressors, and other equipment generating a large upfront CapEx barrier. Operating expenses would also increase, the study found, because of the energy required to use the CCS system effectively. However, the study found that these costs could be substantially reduced if the engine was adapted for compatibility with carbon capture and storage.
The study concluded these costs were likely to be a hurdle to deployment of CCS in the near and medium term, but that as the technology improves and becomes cheaper to operate, it could be a persuasive option for the industryâs decarbonisation trajectory. Wider context could influence this as well, the study pointed out, with commodity prices for captured carbon dioxide potentially offsetting some of the costs for owners and operators.
Erik HĂĽnell, chief executive of Stena Bulk, said: âIt is fantastic to be able to share the results of the study we recently conducted with OGCI into the feasibility of carbon capture and storage for the global fleet. Completing this study fully aligns with Stena Bulkâs vision to advance decarbonisation because it is the commercially sensible thing to do. These results show promise, but also make clear that there are commercial and technical challenges that our sector must overcome if we are to use CCS as a decarbonisation solution.
âWe think that itâs right that the industry is honest about the challenges it faces from a technical and commercial perspective on the pathway to decarbonisation. This study proves once again that there is no silver bullet solution to meet the IMOâs climate targets, and that we must promote and adopt a wide variety of proven and commercially sensible solutions if we are to successfully decarbonise.â
Michael Traver, transport workstream chairman for the Oil and Gas Climate Initiative, said: âCarbon capture and storage is expected to play a key role in meeting the ambitions of the Paris Agreement and is a familiar process for many of the member companies of OGCI. Extending and adapting the technology to marine vessels poses unique challenges, but also represents a great opportunity to reduce emissions from a difficult to abate sector within transportation. Our partnership with Stena Bulk has been a great example of the type of cross-industry collaboration that will be necessary to meet the challenges we face.â
7. Green solutions
Bureau Veritas Marine & Offshore Singapore and MolyWorks Materials Corporation have signed a Memorandum of Understanding (MoU) aimed at promoting additive manufacturing through several initiatives that will support innovation, decarbonisation and sustainability in the maritime, offshore, and renewable energy sectors.
The MoU will see both parties reinforce their collaborative efforts to promote sustainable business opportunities, including maritime innovation, pilot trials and other initiatives.
This announcement follows the recent opening by BV of a Singapore-based Centre of Excellence â named innovation, Centre for Alternative and Renewable Energy (iCARE) â by which BV aims to increase the collaborative efforts between the global networks and continue to empower organisations to implement, measure and achieve their sustainability objectives.
With its R&D and production metal powder manufacturing and recycling facility in Singapore, MolyWorks aims to support Singapore and local enterprises in reducing their carbon footprint through material reuse and recycling. The foundry offers a wide range of metal powders, including custom alloys/small batches for R&D and high volume for large-scale industrial production.
8. Cyber security scheme
Our thanks to Malcolm Warr OBE, who chairs Maritime Services Management, for proposing the following article by cyber security consortium IASME for inclusion in Maritime Advocate.
The maritime industry accounts for the movement of over 90% of world trade, making it very attractive for cyber criminals. According to many sources, over the past three years cyber-attacks on shipping have increased by 900%.
The digitisation of the maritime sector and the development of autonomous vessels mean the cyber security risk to shipping is likely to increase and few vessels are sufficiently prepared for an attack. The recent surge in cyber attacks has become a serious problem for all parts of the maritime industry
Yet the 2020 Safety at Sea and BIMCO Maritime Cyber Security survey reports that most respondents do see cyber attacks as a significant risk. Worse still, cyber drills that take place rarely reflect reality and often do not involve key supply chain stakeholders nor take account of lessons learned from other cyber exercises.
The problem is not complacency. There is simply too much guidance and instruction out there on the internet for the average busy seafarer to take in and act up. Essential cyber protection groundwork gets side-lined
Now there is a new and unique solution which establishes a powerful baseline, born of extensive experience in helping the SME sector in UK and drawn from lessons learned from Governments and in both the public and private sector.
Developed by IASME and supported by The Royal Institution of Naval Architects (RINA), the IASME Maritime Cyber Baseline scheme launching last month helps personnel onboard, shipping operators and vessel owners to improve their cyber security onboard and align with the IMO Maritime Cyber Risk Management guidelines.
Established in 2012, IASME Consortium is the UKâs leading organisation for cyber security and information assurance for smaller organisations.
IASME is also the delivery partner for the UK Governmentâs Cyber Essentials certification, a government-backed scheme that helps organisations protect themselves from the most common cyber-attacks.
This, new commercial maritime scheme is open to vessels of all sizes and classifications, including yachts, commercial, passenger ships and other merchant vessels. For the largest vessels different departments are targeted but lessons learned and the next steps needed are shared
The IASME initiative provides an affordable and practical way for operators and owners to improve their cyber security onboard in a practical and cost effective way to counter emerging threats and to reduce the likelihood of a cyber attack disrupting their day-to-day operations. The scheme has been developed with partners, maritime experts Infosec Partners and leading global experts from across the whole range of business activities in the maritime sector.
The IASME Maritime Cyber Baseline scheme enables shipping operators and vessel owners to reassure supply chain partners, passengers, flag and port authorities that a vessel has the suitable cyber security controls and processes in place. They can demonstrate compliance through an IASME Maritime Cyber Baseline digital certificate that can be displayed onboard a vessel and in any business communications.
The scheme is focussed on a set of core security controls that have maximum impact on cyber security and give the best return on the effort and investment in their implementation. It has two stages of assurance:
â˘Â   Verified self-assessment = basic level of assurance
â˘Â   Audited = higher level of assurance
The controls that must be put in place onboard are the same for both levels of assurance.
The verified self-assessment requires ship owners/operators/ master onboard to answer a series of questions about their vessel using the IASME secure online portal. The owner or master is required to sign a declaration attesting that the answers to the questions are accurate. The applicant receives feedback from the assessor on how they can improve the security of their vessel depending on the answers provided to the various questions.
The audited stage involves a review of systems, processes and to verify the answers provided in the self-assessment. This level must be completed by all vessels 500 gwt or over to achieve certification.
If the vessel passes the assessment, it is awarded Maritime Cyber Baseline certification. To maintain certification, an annual verified self-assessment must be completed on the first and second anniversary of the audit to demonstrate continued compliance.
For more information about the scheme go to https://iasme.co.uk/maritime–
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9. Ship safety
Shipping has seen a significant improvement in safety over the past decade as higher standards of ship construction and operation have cut the number of casualties, but emerging risks from new fuels and digital technologies must be mitigated to maintain progress, according to class society DNV.
It follows the release of a major new analysis, âMaritime Safety 2012-2021: a decade of progressâ, from Lloydâs List Intelligence and DNV that shows a marked decline in casualties, losses and detentions over the period.
Between 2012 and 2021, the tally of annual casualties declined 20% from 1922 to 1537 and losses resulting from casualties dropped 56% from 132 in 2012 to 58 in 2020, while the number of detentions decreased by 60% by the end of 2020 â mostly in the general cargo carrier segment.
This positive trend has come even as the global fleet has increased 46% in deadweight tonnes and 16% in vessel numbers – from 116,000 to more than 130,000 ships of 100 gross tonnes and above – resulting in the number of safety incidents, as a share of the fleet, falling from nearly 5% to 2%.
âMeasures such as digitized systems, modern class rules, better vessels, tighter regulatory supervision and, crucially, an improved safety culture have contributed to this welcome safety trend,â said Knut Ărbeck-Nilssen, chief executive of DNV Maritime.
Earlier this year, DNV warned of an emerging âsafety gapâ as the dual forces of decarbonisation and digitalisation present new hazards from alternative fuel technologies, such as fire and explosion risk, and issues like data security and increasingly complex digital systems.
âThere can be no trade-off between safety and sustainability. As shipping pursues a path towards decarbonisation, this will require a rethink of risk management with a renewed focus on human and organisational factors to ensure safety remains at the core of the development of new fuel systems and digitalized ways of working,â Ărbeck-Nilssen continued.
Around one-third of 21,746 casualties over the 10-year period occurred with vessels aged over 25 years, with older general cargo carriers and passenger vessels accounting for the highest number of casualty incidents.
Nearly half (48%) of total casualties were due to hull and machinery (H&M) damage – with machinery issues being the main cause as hull damage accounted for only 5% – and there was a surprising increase in such incidents involving vessels between 10 and 14 years of age.
In the report, Marianne Strand Valderhaug, DNV Maritime Class director for technical support, said âthe prevalence of H&M issues in the statistics remains a cause for concernâ.
Valderhaug highlights DNVâs new Operational Reliability class notation designed to tackle the high number of machinery failures and reduce the risk of blackout by minimising functional failures in propulsion, steering, electrical power and manoeuvrability.
âThe major challenge is to close the safety gap emerging from cyber threats, new technologies and new fuels. Mitigation of these risks will be vital going forward to realise the enormous potential benefits of digital and low-carbon fuel technologies for safety, efficiency and sustainability towards a goal of continuous improvement,â added Ărbeck-Nilssen.
âThis will require a collaborative industry effort between class, shipowners, suppliers, charterers and other stakeholders to develop holistic and human-centric solutions that support the end-user.
âThe welfare of seafarers and the environment must remain central to safe and sustainable ship operations to ensure incident figures remain on a downward trend. There is no room for complacency.â
10. UKÂ legal services
The past decade has seen a significant shift in the numbers of solicitors working in-house, further demonstrating that the sectorâs impact extends well beyond the output of law firms and chambers, according to TheCityUKâs 10th annual report on the UKâs legal services sector, âLegal excellence, internationally renowned: UK legal services 2021â.
The data shows that almost a quarter (24%) of all solicitors in England and Wales, totalling over 31,000 people, worked in the in-house sector in 2020, up from 16% a decade earlier. Scotland has also experienced a similar trend, with 32% of Scotland-based solicitors working in-house in 2021, up from 22% in 2010.
While the number and proportion of in-house lawyers has increased, the UKâs top 100 law firms have also continued to grow total headcount, with year-on-year growth of 3% and total employment (including partners) now exceeding 77,000.
The UKâs legal services sector employed around 365,000 people in 2020 with much of this situated in the UKâs regions outside London. Regional sector employment data for 2019 shows the UKâs major centres of legal services employment, which include Manchester (with 14,000 in employment), Birmingham, Bristol and Leeds (9,000 each), and Glasgow, Edinburgh and Liverpool (7,000 each); two thirds of people employed in the sector overall are based outside London.
The UK is the largest legal services market in Europe (valued at ÂŁ36.8bn in 2019) and is second only to the US globally. The UKâs position in legal services is helped by the international prestige of English common law, which forms the basis of the legal systems for some 27% of the worldâs 320 jurisdictions. Meanwhile, the UKâs reputation as the leading centre for international dispute resolution is a strong driver for commercial parties to frequently opt for their contracts to be governed by English law.
Miles Celic, chief executive of TheCityUK, said: âThe sustained trends towards companies deepening their in-house legal capacity demonstrate how vital legal expertise is to the success of globally competitive businesses. Supported by the continued growth of leading UK-based law firms, which provide unparalleled training and experience to young lawyers, the UK is able to maintain deep pools of legal talent and retain its status as one of the worldâs leading centres for legal services and dispute resolution.
âIn the midst of dealing with challenges related to Covid-19, the UK-based legal services sector has shown great resilience,while also continuing to play a key role in helping businesses in the UK and across the world negotiate the crisis, acting as trusted advisers and assisting firms to reorganise their affairs accordingly. The sector remains a trump card in the UKâs wider competitive offer as a global hub for financial and related professional services.â
Read the full report: âLegal excellence, internationally renowned: UK legal services 2021â.
11. Cleaner fuels
TotalEnergies Marine Fuels has published a new white paper â âThe Drive for Cleaner Marine Fuelsâ â offering shipping operators and owners valuable insights to help them navigate their vessel fleetâs energy transition in the short to long-term.
The white paper looks at the key drivers shaping the move to shippingâs decarbonisation, key timelines motivating the transition and TotalEnergiesâ investments, plans and collaborations to help its shipping customers make an effective and successful move to lower and zero-carbon fuels of the future.
To download the document, visit: https://marinefuels.
12. Fundraising effort
The Mission to Seafarers has raised over £465,000 for its ongoing Sustaining Crew Welfare Campaign, thanks to the generosity of donors from across the maritime industry. Ocean Network Express and X-Press Feeders have doubled their previous donations, recognising the need for immediate support and call for others to join the cause, in addition to Taylor Maritime Investments which has come onboard as a Silver sponsor.
COVID-19 is still negatively impacting seafarers, particularly for those crews who are unable to access shore leave owing to in-port restrictions or company policy. Around the world, the Missionâs teams co-ordinate their work with key port stakeholders. This has enabled chaplains and welfare teams to focus on providing crew with the practical and mental health support they need. In many ports, chaplaincy teams are facilitating vaccinations for seafarers with the latest big announcement that Panama will provide vaccinations for seafarers passing through its port.
The fund provides crucial support for the Missionâs 200 ports, delivering targeted support in those locations where the need is greatest. From providing local teams with PPE to delivering tech solutions to enable seafarers to contact home, the fund facilitates a broad range of welfare initiatives which directly benefit seafarers their families.
Ocean Network Express and X-Press Feeders have doubled their donations and are now both Platinum sponsors of the campaign alongside original platinum sponsors Wan Hai Lines, The Seafarersâ Charity and Grimaldi Group.
The current Gold sponsors are MSC, TeeKay and Grindrod, while Gaslog and recent donor Taylor Maritime Investments unite as Silver sponsors. AET, ICS and Moore Stephens make up the Bronze sponsors of the fund.
Ben Bailey, director of advocacy & regional engagement at The Mission to Seafarers, commented:
âDespite the festive cheer that this season typically brings, seafarers continue to face challenging circumstances as they work to keep vital supply chains open. Seafarers are used to being away from loved ones at key moments in the calendar, but for a second year running, shore leave remains a dream in many parts of the world, and we are concerned about the mental health consequences this could have. Our chaplaincy teams will be working hard over the Christmas period to provide crews with access to a range of wellbeing resources, as well as solutions to enable seafarers to connect with home.
âAll of this is only possible because of supporters to our Sustaining Crew Welfare campaign. We are incredibly grateful to our friends within the industry who have helped us this year to do so much for seafarers and their families. We invite others to join us so that we can do even more.â
To show your support for seafarers, access more information on this project and the range of sponsorship and funding opportunities available, please visit: https://www.
To donate and support this cause, please visit: https://www.
13. Emissions report
A new report by UMAS for Environment Defense Fund Europe (EDF Europe) stresses the need to refine the design of the EU Emission Trading Systemâs inclusion of shipping to effectively reduce greenhouse gas emissions from maritime shipping and advance zero-carbon alternative fuels. Reforms to its design such as an expanded scope, a sectoral emissions cap, and reinvesting revenues in shipping decarbonisation would all help build a stronger system able to generate meaningful emissions reductions in this decade.
The new report, titled âHarnessing the EU ETS to reduce international shipping emissionsâ, assesses some of the economic impacts most pertinent for understanding the potential for the EU ETS to reduce international shipping emissions and stimulate investment in zero-emissions fuels. The EU ETS is the Unionâs flagship cap-and-trade mechanism that has been in operation since 2005 to promote the reduction of greenhouse gases across the EU.
Read the full report: Harnessing the EU ETS to reduce international shipping emissions.
14. Warehouse theft
TT Club and the supply chain services and solutions team at BSI, the business improvement and standards company have produced the latest report on trends in the theft of goods entitled, âCargo Crime in Gulf Countries and Regional Free Trade Zonesâ. Intended as a risk mitigation tool for transport operators, its timing might be more relevant given the spike in cargo movements running-up to the seasonal festivities.
Key findings include:
- 76% of cargo theft is from warehouse and storage facilities
- Crime hot-spots in UAE & Saudi Arabia
- High-value goods such as electronics targeted
- Insider assistance and corruption plays a prominent role
- Smuggling of illicit contraband prevalent in Free trade Zones (FTZ)
TT Clubâs Mike Yarwood comments, âOur reports are intended to alert those in the supply chain to the variable and developing trends in the risk of cargo theft during intermodal transportation. The unique combination of BSI sourced data on criminal activity and TT Clubâs insurance claims records provides valuable intelligence to operators.â
âRegular updates of this nature are essential as criminal gangs are constantly altering their points of attack. The current prevalence of supply chain congestion, delays, disruption, and, in the Middle East region in particular, packed warehouses, makes such information critical.â
The report highlights that warehouse thefts and supply chain corruption are the stand-outs, with a concentration on higher risk areas across the United Arab Emirates and in the Kingdom of Saudi Arabia. The role special economic zones play in the Middle East also affects regional disparities in cargo theft.
The club has also produced analysis of weather related risks, Climatic changes, particularly extreme events are a universal concern for those managing international supply chains, and for the operators of the transport infrastructure that service them. Freight transport and logistics insurance specialist TT Clubâs analysis of weather-related risk highlights water damage to cargoes in particular.
See https://www.ttclub.com/news-
15. Enclosed spaces
Enclosed space deaths continue to be one of the biggest occupational hazards aboard ship and several years ago, InterManager launched a survey on enclosed space deaths, to which 5000 seafarers responded.
A number of issues were raised, in particular:
⢠Procedures often seem to seafarers, difficult to understand, confusing, and do not take account of the resources, equipment and time available aboard the vessel.
⢠Investigations of fatalities point to failures in the victims and in particular their failure to follow procedures.
⢠Commercial/time pressure is a significant factor and was described as âverging on abuseâ.
⢠Design and equipment added to the problems by creating hazards.
⢠Training was seen as being limited to tanker trades.
In response to these findings, eighteen months ago the Human Element Industry Group (HEIG) set up the Enclosed Space Project. The project involves the HEIG members and some 50-100 maritime sector individuals examining a number of areas with a view to influencing changes in regulations, industry practice, and training, as well as improving awareness of the problems faced by seafarers.
The problems identified include:
⢠Excessive reliance is placed on procedures for managing enclosed space entries.
⢠Enclosed space procedures are complex, labour and time intensive, and require active management.
⢠They may require specialist equipment and trained rescue teams.
In addition, regulation is built around IMO 1050(27) âRevised Recommendations for Entering Enclosed Spaces Aboard Shipsâ which was last updated in 2011. There are some significant issues with this document and HEIG is preparing a submission to IMO, in conjunction with Flag States, to address some of these concerns. The UKâs Code of Safe Working Practices (COSWP) have recently been revised with the participation of HEIG members, and ISGOTT 6th Edition was revised in 2020, jointly published by OCIMF, ICS and IAPH, which includes guidelines and recommendations for enclosed spaces. Further changes to industry practices are being considered.
In conjunction with MAIIF (Marine Accident Investigators International Forum), the group looked at accident investigations and data which reinforced the views expressed above. MAIIF has written guidance on investigating enclosed space incidents that will widen the scope of the investigation beyond the immediate incident and will emphasise organisational factors, equipment and its availability, as well as the time available for the entry.
Welcoming the publishing of the initial findings and thanking those organisations who share InterManagerâs views on this problem, Kuba Szymanski, InterManager Secretary General and a member of the HEIG committee, said: âFor too long we have blamed the deceased seafarer for making a mistake for which they paid the ultimate price. HEIG is delving deeper into this issue to examine the more complex reasons for fatal incidents and we welcome these initial findings. Hopefully the committeeâs continuing work will enable the shipping industry to devise better procedures and create solutions to prevent these largely avoidable deaths.â
16. Lifeboat accidents
Working with InterManager, Lloydâs Register has used its SafetyScanner machine learning technology to identify new, previously unseen insights surrounding lifeboat accidents, which will help improve lifeboat safety at sea.
Concerned about lifeboat safety and fatalities caused by lifeboat accidents, InterManager began gathering statistics several years ago, aiming to identify key risk factors. Having collated figures which date back to 1980, InterManager now claims to have the largest maritime industry database of lifeboat accidents.
LRâs SafetyScanner, an artificial intelligence solution designed to read vast amounts of data and identify common themes, topics and phrases which carry a similarity, has examined the raw, aggregated data from InterManagerâs lifeboat accident database. From this, LR experts have identified new insights into the main causes, hazards and trends surrounding lifeboat accidents.
Main findings include:
⢠Human beings were not the primary cause of lifeboat accidents
⢠23.8% of accidents were due to issues relating to equipment
⢠Most common mechanism issues included: release mechanism, davit, and wire/rope
⢠One in every five accidents involved the boat/crew falling into the water
⢠One in every 13 accidents happened when the lifeboat was in the stowed position
LR SafetyScanner findings will be used by InterManager during its discussions with maritime industry regulators and the wider shipping industry, as the association works with them to help reduce risks and to prevent fatalities.
Elena Prekopova, LRâs director of digital innovation, said: âBy using machine learning technology, our clients can transform the way they approach Health, Safety and Environment (HSE) decisions and gain a clearer picture of where to focus their HSE efforts. In this case, LRâs SafetyScanner has helped InterManager analyse years of legacy data, not only providing an efficient way of reviewing data but, more importantly, identifying valuable safety insights into the main causes and themes around lifeboat accidents. We hope our findings will enable the wider industry to think differently when it comes to lifeboat safety, so that we can help to reduce the number of lifeboat accidents that occur and ultimately save lives at sea.â
Kuba Szymanski, InterManager Secretary General, commented: âWe are delighted to team up with Lloyds Register to properly examine our Lifeboat Accidents Database and look forward to discussing these findings with our industry peers. Our focus is on finding the root causes of accidents in order to propose their eradication. For far too long our industry has concentrated on blame and it is time we change our approach and go for the real root causes in order to stop lifeboat accidents once and for all.â
Notices & Miscellany
International Maritime Prize
Paul Sadler, former representative of the International Association of Classification Societies (IACS), and prior to that representative of the Government of the United Kingdom to IMO, has received the prestigious International Maritime Prize for 2020.
The prize was presented at the annual IMO Awards Ceremony held on 6 December in London and streamed online. The event also honoured exceptional bravery at sea. IACS and the Government of the United Kingdom of Great Britain and Northern Ireland nominated Sadler for the prize, which is awarded annually to the individual or organization judged to have made a significant contribution to the work and objectives of IMO.
“The International Maritime Prize was first presented in 1981 and, since then, we have seen a succession of highly distinguished people receive the award, from across the world,” IMO Secretary-General Kitack Lim said. “The recipient of the 2020 International Maritime Prize is someone who has spent many days here in the IMO corridors and has dedicated his entire career to shipping safety and the maritime industry. Mr. Sadler, Paul, you are truly a worthy recipient of the International Maritime Prize.”
Swedish club changes
At its meeting on 9 December, The Swedish Club’s board of directors appointed Thomas Nordberg to succeed Lars Rhodin as managing director from 1 January 2023, when Rhodin retires.
“The board of directors is delighted to have recruited Nordberg, who has close to 30 years’ experience in the marine insurance industry, where he is well known and respected. His broad knowledge of underwriting, claims, and executive management has been built in various international positions,” states board chairman Lennart Simonsson  “Thomas Nordberg will lead the Club forward after its 150th anniversary next year and continue the focus to deliver the high-quality services and support that we are known for.”
“I am happy to hand over to Thomas Nordberg next year”, says Lars Rhodin, who has been the Club’s managing director since 2008. “Nordberg will bring a combination of experience, market knowledge and understanding of our members’ requirements. The Swedish Club team stands ready to welcome him on board.”
WFW appointments
Watson Farley & Williams has announced that George Paleokrassas and Lindsey Keeble have been elected the firmâs new senior partner and managing partner respectively for a five-year term beginning in February 2022. George Paleokrassas has led the firmâs Athens office since 2005. Lindsey Keeble heads up the firmâs London Assets & Structured Finance Group covering aviation, maritime and rail.
BIMCO analyst
BIMCO has appointed Niels Rasmussen as its chief shipping analyst who will take up his new role on 3 January 2022.
Most recently Rasmussen was Global Head of Research at Maersk Broker, a role he held for six years focusing on the main shipping segments; dry bulk, tanker, and container. Prior to that, Rasmussen held several different roles at Maersk Line, which took him around the world including postings in Japan, Singapore, and the US.
Please notify the Editor of your appointments, promotions, new office openings and other important happenings: contactus@themaritimeadvocate.
And finally,
(With thanks to Paul Dixon)
According to industry insiders, the Japanese banking crisis shows no signs of stopping.
Following last week’s news that Origami Bank had folded, we are hearing that Sumo Bank has gone belly up and Bonsai Bank plans to cut back some of its branches.
Karaoke Bank is up for sale and is (you guessed it!) going for a song.
Meanwhile, shares in Kamikaze Bank have nose-dived and 500 back-office staff at Karate Bank got the chop.
Analysts report that there is something fishy going on at Sushi Bank and staff there fear they may get a raw deal.