The Maritime Advocate–Issue 813


1. Ambassadors afloat
2. Bunker liability
3. Rocky road ahead
4. DP World ruling
5. In collision
6. Force majeure
7. Reducing emissions
8. Fire hazards
9. Insurance masterclass
10. Sterile wheelhouses and cockpits
11. OSCAR dragon boat race

Notices & Miscellany

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

1. Ambassadors afloat

By Michael Grey

The old ideas are always the best, it is said, and if you are in the mood for cliches, you probably agree that they invariably come around again and again. It is interesting to see the efforts that are being made to “sell” careers at sea and to try and persuade the current workforce that life afloat isn’t quite as bad as they think and they ought to hang around, rather than turn their backs on a way of life that has not treated them well in the last few years.

Around the world, there is evidence of a growing shortage of trained seafarers, which should surprise nobody, who has seen how the pandemic has turned seafarers into latter-day Flying Dutchmen, doomed to circle the world without ever being permitted to land on the quay and generally treated as disease-carrying pariahs. It’s still going on. Just a few days ago we read about the Stella Maris chaplain in a UK port finding a crew which had been unable to set foot on shore for ten months, while the strange pandemic policies of China are still making life difficult for ships visiting their ports.

Small wonder that shortages are arising, and that seafarers are becoming very much more particular about the contracts they are asked to sign, if indeed they respond to the crewing departments’ blandishments at all. You cannot just switch off memory, like a light.

We are also seeing a long overdue reaction from the most enlightened maritime employers, who are responding to their labour problems with a degree of sensitivity about life at sea and how it might be made kinder and more attractive. They are showing interest in health, welfare and “wellness” in their workforce, rather than the traditional attitude of “that’s the job on offer- just get on with it!”  One might suggest that this is reflecting the attitudes of societies in more developed countries, where the employer wishing to recruit and retain the best will take some interest in the welfare of the individual employee. Realists (rather than cynics) will suggest that they are being forced unwillingly down this road.  But shortages are emerging and sensible employers really have no choice.

It is interesting to see that climate and environmental concerns are causing some governments to reconsider their attitude to coastal shipping, looking at supply chains and crowded landside modes of transport. But it is not always easy just to restart shipping services that have been allowed to decay for decades. In both Australia and New Zealand, they are finding that there just isn’t the home-grown talent to crew the proposed services that will take cargo off the roads and onto the sea. There just aren’t any seafarers available.

How can life at sea be made better? There is no real mystery about it and one might begin by enumerating some of the things that make seafarers miserable, almost all of which are regularly identified in their “Seafarers’ Happiness Indices”. Affordable and quality connectivity is available, but needs to be available for all. Lengths of tours are an issue constantly mentioned, while people really don’t need to be afraid of the difficulties of finding a new ship if they go home on leave. You can, of course, point to those countries where unemployment remains endemic which obviously remain a brake on any meaningful progress, with plenty of people ashore desperate for any job. That, it might be suggested, sustains the dinosaur employers who don’t see the need for change.

What about this problem of people struggling with mental health and the burden of loneliness, which is reported on far more these days, with tiny multinational crews rattling around in big ships? One of the welfare agencies has suggested the use of somebody aboard each ship being appointed the “Social Ambassador”, to watch over the crew and prevent people retreating into misery and loneliness. Now there’s an old idea reborn! On the ships I sailed in,  such a role was practically the main task of the Junior 3rd Mate, whose reputation would be judged on his success in keeping the crew busy with endless competitions and amusements with the ship at sea, and sports and excursions in port. It was a thankless task, but one which honed officer-like qualities and diplomatic skills.

You will swiftly realise the difficulties in reviving such a role, in ships where there are just not enough bodies for the work that must be done and where leisure time is frequently non-existent. Junior 3rd Mates disappeared decades ago and you have to ask who on earth will be available for this ambassadorial role in a life which has retreated to one of work, eating and sleeping, of solitary watches, and life behind closed cabin doors. If seafarers have any time for leisure, they might just respond to such ideas. But time, in a full-on world of haste and hurry, business and bureaucracy, is the missing component in a life afloat today.

Michael Grey is former editor of Lloyd’s List.

2. Bunker liability

Can an owner be held liable to pay for bunkers, even if the bunkers are ordered by the time charterer? That is the question discussed by Paul Collier of Clyde & Co on the Baltic Exchange website recently.

 In a decision that will likely be welcomed by bunker suppliers and concern vessel owners, a Tribunal has held in a recent London Arbitration that both the time charterers and bareboat charterers of a vessel were jointly and severally liable to pay for bunkers stemmed by time charterers.

The decision departs from the traditional view under English law that in general, only a party who has contracted to purchase bunkers is liable to pay for those bunkers. As the decision suggests owners of vessels can be held contractually liable for unpaid bunkers stemmed by their time charterers, the implications are worth considering by bunker suppliers and vessel owners.

For more details see

3.  Rocky road ahead

In his introductory address to the International Union of Marine Insurers conference in Chicago recently, IUMI president Richard Turner warned that the growing climate emergency, the rise of protectionism affecting international trade and the emergence of data and technology as a driver of huge change in all sectors “have different ramifications for the world, international trade and by extension for us as a marine insurance sector.”

Turner said that part of the longer-term solution for the marine insurance industry lay with better data and an increased focus on ESG (Environmental, Social & Governance) issues.

“It is no exaggeration to foresee that the whole operation of our sector will be revolutionised by the harnessing of better data and the opportunities presented by digitalisation. Many of the more repetitive (unproductive) human tasks in our industry will increasingly be managed with AI or software. The whole concept of what it means to be an underwriter, a claims practitioner, or a surveyor – all of these roles will be updated. This activity need not be to the detriment of client service. In fact, some of the new digital capabilities offer the prospect of better service and even new forms of coverage.”

He added:“ESG will be a dominant catalyst for change in our sector in the next few years. It is simply not credible for the marine insurance industry merely to ‘spectate’ on the issue and leave it to the ‘industry’ to resolve the problems. The growing pressures in society, in politics and regulation and in terms of investor expectations require us to participate and act.”

The increasing frequency and severity of storms, fires and floods, coupled with changes to the ships, rigs and cargoes which IUMI members are protecting, would put pressure on the viability of some clients and sectors.

Turner told the audience that IUMI was reflecting on its long-term future under the banner of IUMI 2030, with various workstreams already underway.“No organisation can simply stand still. We cannot simply assume that the work we did in the last decade will be sufficient to see us through the next decade. The wider changes in the world make such an outcome unlikely. We will need to evolve if we are to stay relevant to the sector we represent.”

Marine insurance report
The IUMI Global Marine Insurance Report shows that global marine insurance premiums were up 6.4% on 2020, rising to USD 33 bn in 2021. Lifted by a combination of increased global trade volumes, a stronger US dollar, increased offshore activity and higher vessel values, premiums for cargo, hull, offshore energy and marine liability rose in 2021. Insurers in Europe and Asia in particular saw premium growth.

Regionally, global income was split: Europe 47.2%, Asia/Pacific 29.3%, Latin America 10.3%, North America 7.7%, Other 5.5%.

By line of business, cargo continued to represent the largest share with 57.4% in 2021, hull 23.5%, offshore energy 11.8% and marine liability (excluding IGP&I) 7.3%.Vice-Chair of IUMI’s Facts & Figures Committee, Astrid Seltmann explained: “Building on the gains made in 2020, 2021 was another positive year for marine insurers. It was the year when global trade saw a tentative recovery, absolute premiums rose, claims impact was benign, and as a result loss ratios improved. However, this position is tempered by the economic uncertainties the world is facing today. We are reporting this data at a time when several shocks have hit a world economy already weakened by the pandemic. There is no end in sight for the war in Ukraine, soaring global energy costs and inflation, a gloomy outlook for trade and the possibility of further climate and pandemic related disruptions. Marine underwriters are navigating some extremely complex issues.”  

Among other issues covered, cargo insurers continue to face persistent challenges including rising cases of onboard fires, mis-declared cargoes, worsening severe weather conditions including stronger winds and waves, floods and wildfires. With the increased value accumulation on ever larger vessels and single port sites, the risk of large event losses continues to grow.

As reported in previous years, the frequency of onboard fires in both the engine room and cargo areas continues to cause concerns, particularly for car carriers and container vessels. Fires occurred on over 1% of the containership fleet in 2021 with 0.4% of the fleet experiencing fires incurring over USD 500,000 in claims.

IUMI  has reported an increase in the 2021 cargo insurance premium base (from 2020) of 8% to USD 18.9 billion alongside an improvement in overall loss ratios. Isabelle Therrien, chairperson of the IUMI Cargo Committee commented: “The cargo market has shown growth in 2021 partly due to a rise in the volume of cargo shipped globally combined with the pricing corrective measure still prevalent in that underwriting year. The much-needed correction has yielded favourable underwriting performance. However, the industry is still facing headwinds as the global supply chain remains volatile and is still dealing with the aftershock of the pandemic while now adding inflationary pressures to the mix.”

Cargo premiums increased in most markets, with China leading the growth in 2021. China now accounts for 14% of the cargo market, with the UK (Lloyd’s of London and the International Underwriting Association) having a 12.2% market share. With 2021 claims starting at a low level due to subdued activity in 2020, loss ratios continue to improve in all markets.

She noted that companies are redesigning and diversifying their supply chains with concepts such as near-shoring, reshoring and friendly-shoring gaining in traction. These developments have the potential to change risk profiles in cargo insurers’ portfolios. She added: “The pandemic has shown that factors such as stability and reliability when it comes to supply chains, are key to product availability. Our assureds are now also looking at different logistics, transportation and insurance solutions to manage this constantly evolving risk.”

Also speaking at the IUMI conference Rama Chandran, chairman on the Ocean Hull Committee expressed concern over the long-term sustainability of the hull and machinery insurance sector.
“Whilst it is encouraging to see the 2021 premium base growing from the previous year we face deteriorating loss ratios, albeit from a low 2020 base. Premium base has only recently begun to creep upwards following a sustained decline since 2012. The increase of 4.1% is lower than the 6% seen last year and the reducing quantum is a worrying trend. This is likely due to increased market capacity, particularly from London and Latin America which is a surprise for many.”

 “The first half of this year (2022) has seen an increase in claims primarily caused by increased activities and inflation with higher steel prices, higher cost of spares and labour cost. As shipping activity returns to pre-COVID levels, it is inevitable that we’ll see a rise in claims and that will dampen the more encouraging loss ratios IUMI reported for the 2021 period. The 2022 outlook is worrying with increased losses and flattening of rates. Inflation could tip the profitability curve and see more capacity withdrawn.”

In addition to long-term sustainability, IUMI’s Ocean Hull committee has identified three major concerns for the coming period:

Since 2021, there have been substantial increases in steel prices as well as inflation and labour costs which influence hull repair costs. There has been a significant increase in spare parts costs  which will increase the machinery claims even further. The weakening of some currencies will also have an impact directly on the loss ratios.

Fires onboard large containerships continue to impact hull, cargo and P&I insurance and, sadly, have resulted in tragic loss of life and environmental damage. The main cause appears to be mis-declaration or non-declaration of dangerous cargoes. Much work is being done to address the issue and IUMI is at the forefront of lobbying for change. There is also an increase in engine room fires which may reveal some underlying risks including crew competencies and modern technologies.

GHG 2050
Decarbonisation of shipping is underway, but remains a long way from reality. With the medium to long-term measures still under discussion, there is a lot of uncertainty and hesitation from both owners and insurers due to the lack of regulation and market-based incentives. The expectation is that there will not be one solution/fuel going forward, but rather a number of these – provided also that the infrastructure on land is in place. From an insurance perspective, focus is on identifying risks related to the new fuels, how to mitigate them and engaging with class and regulators to develop necessary rules, standards and guidelines to ensure a safe transition.

With the recent formation of the Safe Decarbonisation panel at IMO which sets a
clear path for collaboration and discovery through all stakeholders and the scientific community, underwriters should get more understanding of the risk and the rules to mitigate those risks, the conference heard.

The marine insurance industry needs to embrace data better if it is to successfully implement ESG aspirations,  Patrizia Kern, who chairs IUMI’s Data & Digitalization Forum   told the audience.   Whilst more data on assureds’ activity is available, it needs to be consistent, reliable, relevant and provable to be of use.

“ESG is here to stay: over 92% of the S&P Global 500 companies now report on their ESG metrics and marine insurers are catching up fast. But ESG is meaningless unless it is substantiated by verifiable data. We have an opportunity to transform the marine industry and make it more attractive for investors and attract a new generation of socially conscious marine underwriters.”

The conference attendees heard detailed examples of how data can be used to identify trends and geographical hotspots for marine casualties, high risk ports tagged to alert shipowners, focused loss prevention activities undertaken based on assureds’ claim performance and human rights due diligence to ensure that insurers have a complete picture of their customers’ activities. Rapid advances in machine learning and Artificial Intelligence (AI) mean that ESG assessments can be embedded into business workflows.

However, challenges exist in data standardisation, leading to many versions of the truth. “We need to be ready to share more information with each other and standardise this data if we are to fully realise the benefits of taking an ESG stance.” 

4. DP World ruling

DP World has won the latest in a string of court rulings, as it defends its rights as shareholder and concessionaire in Djibouti’s Doraleh Container Terminal.
The Court of Appeal of Hong Kong has dismissed the latest request by China Merchants Port Holdings seeking permission to file a second appeal before the Court of Final Appeal, against its previous decision that DP World’s suit against the company should be heard before Hong Kong Courts, and not the courts of Djibouti.

DP World and joint venture company Doraleh Container Terminal are bringing multi-billion dollar claims against China Merchants alleging that it induced the government of Djibouti to expel DP World from the country and hand over the Doraleh terminal to China Merchants.  China Merchants investments in other ports and free zone projects in Djibouti, in breach of DP World’s exclusivity rights, will also be examined.

China Merchants surprisingly argued that the case should be heard by the Djibouti courts, despite Hong Kong being its home jurisdiction. The High Court of Hong Kong agreed with DP World’s arguments that the case should proceed in Hong Kong and ordered China Merchants to pay its legal costs. The Court of Appeal dismissed an appeal against that decision, and has now refused to grant China Merchants permission to file a second appeal before the Court of Final Appeal.

The Hong Kong court ruling follows a ruling in January 2022, by the London Court of International Arbitration (LCIA) against the Republic of Djibouti, awarding interim damages of US$ 200 million for damages caused over the period between for the period 23 February 2018 to 31 December 2020. That was the eighth decision by an international court or tribunal in favour of DP World in its ongoing dispute with the Republic of Djibouti, and total damages due to DP World now amount to US$ 686.5 million, plus accruing interest, while the Concession itself remains legally in force.


5. In collision
The US National Transportation Safety Board said recently that a Mississippi River towing vessel’s pilot and its captain pushed its tow up against a riverbank too close to a railroad track, leading to a collision and train derailment near Galland, Iowa.

Marine Investigation Report 22/22 details the NTSB’s investigation into the Nov. 13, 2021, collision between the towing vessel Baxter Southern and a BNSF coal train transiting the track along the shoreline of the Upper Mississippi River. The train struck a barge that was overhanging the railroad track. Two locomotives and ten hopper cars loaded with coal derailed. Six of the derailed hopper cars entered the river. Two train personnel sustained minor injuries. The collision resulted in $1.9 million in damages to the locomotive and freight cars. The barge sustained minor scrapes.

During a transit downriver, strong wind gusts made the situation unsafe for the Baxter Southern to continue the voyage as planned. Using the vessel’s electronic chart system (ECS), the captain and pilot identified a location on the riverbank that they believed represented a fleeting area safe to push up against. Neither the pilot nor the captain clicked an exclamation point symbol on the electric chart, which would have showed that the area presented a “Railroad Collision and Trackbed Erosion Risk.”

The pilot pushed the tow onto the riverbank, and three crewmembers headed forward on the tow to verify the forward-most barge was clear of the track. While the barge did not cross over either rail, it extended about a foot over the railroad ties.

When the pilot of the Baxter Southern saw the light of the approaching train, he attempted to move the tug and tow away from the riverbank. The train’s engineer activated the train’s emergency brake when the train was about 300 feet from the barge. With only seconds to respond, the activation of the train’s emergency brake and the attempt to move the tow occurred too late to avoid the collision.

The NTSB determined the probable cause of the collision was the tow’s pilot and captain not correctly identifying a caution area on the electronic chart before deciding, due to the high wind’s effect on the tow’s empty barges, to push the tow up against the riverbank alongside a railroad track.

“ECS provides a wealth of navigation information to mariners. Electronic charting display and information systems (ECDIS) enables users to obtain more information about a feature by querying through a cursor pick,” the report said. “There are many features—including warnings and other navigation information—that can be obtained through a cursor pick that are not specifically noted in the default chart display. Mariners should ensure they understand all symbols and applicable advisories identified in their ECS, and owners and operators should ensure that their crews are proficient in the use of ECS.”

For more information about chart symbols, mariners should refer to U.S. Chart No. 1: Symbols, Abbreviations and Terms used on Paper and Electronic Navigational Charts or the U.S. Army Corps of Engineers’ Inland Electronic Navigational Charts.

Marine Investigation Report 22/22 is available online.

6. Force majeure

The Russian invasion of Ukraine has highlighted two particular types of clause in commodities contracts: sanctions and force majeure (“FM”), Holman Fenwick Willan points out in a brief. The avalanche of global sanctions imposed in response to the invasion created huge challenges for commercial parties and many found themselves having to put sanctions-related contractual wording to the test as a result.

In addition, a large number of affected commercial parties triggered the FM clauses in their contracts. Doing so always involves risk: it is difficult successfully to argue that contractual performance has been prevented or delayed by FM, in part because English courts and arbitration tribunals will interpret such clauses strictly and narrowly, against the party seeking to rely on them.

Given all this, a recent decision of the Commercial Court 1 (unrelated to the Ukraine war) has attracted particular interest because it required first the arbitral tribunal and then the Commercial Court to interpret a FM provision in light of the application of sanctions. . Brian Perrott of Holman Fenwick Willan has turned his attention to the topic in a recent brief.


MUR Shipping BV v RTI Ltd [2022] EWHC 467 (Comm)

7. Reducing emissions

The International Chamber of Shipping has launched a new publication on reducing GHG emissions from ships, helping decision makers chart their way through the major technical and operational changes required to achieve the reduction targets for 2030, agreed by the UN International Maritime Organization (IMO).

Reducing Greenhouse Gas Emissions: A Guide to IMO Regulatory Compliance guides readers through the first step on the route to decarbonisation: preparing for compliance with the IMO regulatory framework, and in particular, the 2021 amendments to MARPOL Annex VI. The Guide sets out plainly the key regulatory changes for shipowners, operators and managers and explains the full range of additional technical and operational requirements with which ships must now comply.  This new title will be the first of a developing series of Guides which will act as a companion for ship operators, taking readers through the stages of regulatory amendments, providing support with understanding compliance requirements and providing practical and safety guidance for operational implementation on board.

Reducing Greenhouse Gas Emissions: A Guide to IMO Regulatory Compliance will be officially released in October 2022 at an RRP of £150.


8. Fire hazards

The Australian Transport Safety Bureau has issued safety recommendations to the managers and parent company of the cargo ship BBC Rhonetal, following an investigation into a fire in the hold of the vessel at Port Hedland, Western Australia.

The ship was alongside at Port Hedland on the morning of 25 March 2021 when a fire broke out in the lower cargo hold during hot work using a plasma torch to cut welded sea fastenings for cargo units in preparation for unloading them. The fire was not declared extinguished until three days later.

The ATSB’s transport safety investigation into the incident found this to be the tenth such fire on a ship managed under the same parent company in the past 14 years, and the fourth investigated by the ATSB, identifying similar contributing factors.

“The ATSB’s investigation found the risk of fire had not been adequately assessed by the crew prior to the commencement of the hot work,” ATSB Chief Commissioner Angus Mitchell said.

“As a result, a continuous fire watch was not maintained, and proper precautions were not taken to sufficiently protect vulnerable cargo from catching alight.”
The ATSB found BBC Rhonetal’s managers had not effectively implemented the shipboard safety management system procedures to prevent the fire.

“The continuing incidence of fires in the cargo holds of ships while performing hot work highlights the importance of adhering to shipboard procedures and recognised safe work guidelines for hot work,” Mr Mitchell said.

BBC Rhonetal’s managers have advised the ATSB that procedures for hot work will be amended to better describe the role of the fire watch, emphasising its importance in fire prevention. Fire watch requirements will also be integrated into the hot work permit procedure and additional equipment for the fire watch is to be distributed across the fleet.
The company also intends to undertake measures to educate shipboard crew on the amended procedures and the additional equipment, including through implementation of a training video.

“While the ATSB considers the safety action proposed by the ship’s managers in this case has the potential to address the hot work safety issue, no timeline has been provided for their implementation, and the ATSB has therefore issued a formal recommendation to the ship’s managers, and the parent company,” Mr Mitchell noted.
An ATSB safety recommendation remains open until it is satisfied the responsible organisation has addressed the safety issue identified.

“The ATSB is recommending the ship’s managers, Briese Heavylift, and its parent company Briese Schiffahrts, take safety action to ensure safety management system procedures are effectively implemented on BBC Rhonetal and all other relevant ships across their fleets,” Mr Mitchell said.

“Ship operators and managers must ensure that their safety management system protocols for hot work are suitable and properly implemented on board their ships,” he concluded.

“This requires regular verification that ships’ crew understand and follow prescribed safe work practices for hot work.”

Read the report: MO-2021-002 Fire on board BBC Rhonetal Port Hedland, Western Australia on 25 March 2021

9. Insurance masterclass

The International Union of Marine Insurance (IUMI) is introducing a new Masterclass in Cargo Insurance. The programme will take place in London in March 2023 and will have a strong focus on key principles and practices of cargo insurance. It is IUMI’s first in-person training course.

Designed to deliver an advanced level of learning, the course has been created by cargo insurance experts to widen participants’ understanding and expertise in this field. IUMI’s Masterclass in Cargo Insurance is aimed at senior underwriters and executives who want to expand their knowledge of their own business. Individuals involved in the management of the cargo book of business that their insurers write will benefit most from the course.

The Masterclass in Cargo Insurance comprises five modules taught by industry experts with outstanding expertise in their respective fields.

“The Masterclass in Cargo Insurance is an excellent tool to enable practitioners to deep dive into key concepts of their line of business. It also offers a terrific opportunity to network with industry peers and to explore the characteristics of the London market,” said Sanjiv Singh, Education Forum Chair and Head, Marine & Specialty lines, General Insurance Council, Mumbai, India.

Breakout workshops and group exercises will see the participants take an active role to expand their learning and the view of the global cargo insurance business. A trip to Lloyd’s of London will enable delegates to explore the market’s history and meet with senior representatives from the Lloyd’s Market Association and Joint Cargo Committee. Two evening events will offer further opportunities for networking.

Detailed information about the curriculum, course leaders and bookings are available here.

10. Sterile cockpits and wheelhouses

The Standard Club has been considering the issue of sterile wheelhouses and cockpits as automated systems replace human beings on the bridge or in aeroplane cockpits. As the club says “Technology has advanced to such a degree that we can often rely more on automated systems than fellow humans to ensure a plane remains in the air. However, certain situations still require a hyper-concentration by the living beings responsible for operations.

A sterile cockpit is just this. Those on the flight deck must avoid conversations that are not directly related to the immediate task. Casual or distracting talk, for example, while trying to land a plane, could prove catastrophic for everyone involved.

Two experts and accomplished insiders from the shipping and aviation industries, respectively, outlined how this concept of the sterile cockpit is being applied to vessels.”

To look at the story in more details see

11. OSCAR Dragon Boat Race

There was a cracking turnout for the annual OSCAR Dragon Boat Race in London’s Docklands on Thursday, as the great and the good of the maritime industry got together to compete to raise money for Great Ormond Street Hospital, an event set up by Phil Parry, co-founder and chairman of Spinnaker, whose son Oscar received life-saving treatment at the hospital. Oscar, the namesake of the OSCAR Fellowship, survived a 5-year battle with two different leukaemias and was saved by three transplants including an entirely new experimental treatment. Here are a few details from the event:

•    The day’s winners were A.M Nomikos, runner up was RWE Trading and Baltic Exchange came third.
•    Union Maritime raised £101,000 of the £217,000 fundraising total.
•    The event was sponsored by Oldendorff.
•    This year’s money brings the total raised to £2.5million for Great Ormond Street Hospital since the first Dragon Boat Race in 2011. The event was unable to go ahead in 2020 or 2021 due to the pandemic.
•    The money raised is funding the OSCAR Fellowship, which is attempting to find a solution for why the new CAR-T Cell therapy doesn’t work in around 50% of leukaemia patients that relapse. By solving that problem, we can save those children.
•    Oscar, the namesake of the OSCAR Fellowship survived a five-year battle with two different leukaemias and was saved by three transplants including an entirely new experimental treatment.

•    There were 22 teams that took part, with 400 spectators on the day.

Many congratulations and thanks to all those who took part and contributed to the amazing fundraising effort.

Notices & Miscellany

Energy transitionOn 13 October 2022, 9.30-11.00 CEST Online DNV is launching its 6th edition of the Energy Transition Outlook, providing a detailed forecast of the demand and supply of energy towards 2050 as well as a pathway to reach net zero emissions.

Get the main highlights of this year’s outlook, presented by president and CEO Remi Eriksen. That will be followed by panel debates and keynotes from business and policy leaders, discussing how the current energy security and macroeconomic developments are affecting the speed of the energy transition. 

See agenda and register your place

BPA conference
The British Port Association’s Annual Conference is taking place in Aberdeen from the 4-7 October 2022.

The latest programme details can be found here:  BPA2022 Programme | BPA-2022


Know your limits
The LSLC in association with Reed Smith is holding an event to look at recent case law on limitation of liability both online and at Reed Smith’s London office on 27th September.  See

Lithium batteries
Lithium batteries and risks attached to their carriage will be on the agenda at the ICHCA Coffee Break Webinar on 6th October.  To reserve your space, please contact
Innovation in Safety award

Following the successful re-introduction of the Award in 2021 with its record number of entries, the 2022 Innovation in Safety award will form the centrepiece of TT Club and ICHCA’s on-going efforts to encourage players in the freight transport and cargo handling sectors further in continuing to improve operational safety and efficiency through innovation. Entrants are invited to submit details of their innovations by 11 November 2022.   Past winners have ranged from individual entrepreneurs and specialist suppliers to employee teams in major industry businesses. Entrants are required to show that a product, idea, solution, process, scheme or other innovation has resulted in a demonstrable improvement in safety.

Details of how to submit entries and of the judging criteria can be found here:

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

And finally,

(With thanks to Paul Dixon)

100 Puns
1. Time flies like an arrow. Fruit flies like a banana.
2. Show me a piano falling down a mineshaft and I’ll show you A-flat minor.
3. To write with a broken pencil is pointless.
4. A bicycle can’t stand on its own because it is two-tired.
5. Those who get too big for their britches will be exposed in the end.
6. When a clock is hungry it goes back four seconds.
7. A chicken crossing the road is poultry in motion.
8. If you don’t pay your exorcist you get repossessed.
9. What’s the definition of a will? It’s a dead giveaway.
10. The man who fell into an upholstery machine is fully recovered.
11. Every calendar’s days are numbered.
12. Bakers trade bread recipes on a knead to know basis.
13. When the electricity went off during a storm at a school the students were de-lighted.
14. I used to be a tap dancer until I fell in the sink.
15. He wears glasses during math because it improves divison.
16. She was only a whisky maker but he loved her still.
17. She had a boyfriend with a wooden leg, but broke it off.
18. Those who jump off a Paris bridge are in Seine.
19. It wasn’t school John disliked it was just the principal of it.
20. It’s better to love a short girl than not a tall.
21. There was once a cross-eyed teacher who couldn’t control his pupils.
22. A grenade thrown into a kitchen in France would result in Linoleum Blownapart.
23. A boiled egg in the morning is hard to beat.
24. The one who invented the door knocker got a No-bell prize.
25. Old power plant workers never die they just de-generate.
26. There was a ghost at the hotel, so they called for an inn spectre.
27. With her marriage she got a new name and a dress.
28. The short fortune-teller who escaped from prison was a small medium at large
29. Some Spanish government employees are Seville servants.
30. He drove his expensive car into a tree and found out how the Mercedes bends
31. Show me someone in denial and I’ll show you a person in Egypt up to their ankles.
32. Two peanuts were walking in a tough neighborhood and one of them was a-salted.
33. When cannibals ate a missionary they got a taste of religion.
34. When an actress saw her first strands of grey hair she thought she’d dye.
35. He often broke into song because he couldn’t find the key.
36. Marathon runners with bad footwear suffer the agony of defeat.
37. Driving on so many turnpikes was taking its toll.
38. To some – marriage is a word … to others – a sentence.
39. Old lawyers never die they just lose their appeal.
40. In democracy it’s your vote that counts. In feudalism it’s your count that votes.
41. Atheism is a non-prophet organization
42. It was an emotional wedding. Even the cake was in tiers.
43. Old skiers never die — they just go down hill.
44. A cardboard belt would be a waist of paper.
45. Local Area Network in Australia: the LAN down under
46. When the TV repairman got married the reception was excellent.
47. An office with many people and few electrical outlets could be in for a   power struggle.
48. How do you make antifreeze? Steal her blanket.
49. A small boy swallowed some coins and was taken to a hospital. When his   grandmother telephoned to ask how he was a nurse said ‘No change yet’.
50. A pediatrician is a doctor of little patients.
51. Nylons give women a run for their money.
52. Talking to her about computer hardware I make my mother board.
53. Ancient orators tended to Babylon.
54. The best way to stop a charging bull is to take away his credit card.
55. If you give some managers an inch they think they’re a ruler.
56. Two silk worms had a race. They ended up in a tie.
57. He had a photographic memory that was never developed.
58. Old burglars never die they just steal away.
59. A lawyer for a church did some cross-examining.
60. Chronic illegal parkers suffer from parking zones disease.
61. Some people don’t like food going to waist..
62. A cannibal’s favourite game is ‘swallow the leader’.
63. You feel stuck with your debt if you can’t budge it.
64. Girls who don’t get asked out as often as their friends could feel out-dated.
65. We were so poor when I was growing up we couldn’t even afford to pay attention.
66. A pet store had a bird contest with no perches necessary.
67. A backwards poet writes inverse.
68. If a lawyer can be disbarred can a musician be denoted or a model deposed
69. Once you’ve seen one shopping center you’ve seen a mall.
70. When the smog lifts in Los Angeles, U C L A.
71. A plateau is a high form of flattery.
72. When chemists die, we barium.
73. A long knife has been invented that cuts four loaves of bread at a time called a four loaf cleaver.
74. When the wheel was invented, it caused a revolution.
75. Two robbers with clubs went golfing, but they didn’t play the fairway.
76. Seven days without a pun makes one weak.
77. A circus lion won’t eat clowns because they taste funny.
78. A toothless termite walked into a tavern and said, “Is the bar tender here?”
79. Did you hear about the fire at the circus? The heat was intense.
80. A tattoo artist has designs on his clients.
81. Santa’s helpers are subordinate clauses.
82. A lot of money is tainted. It taint yours and it taint mine.
83. When they bought a water bed, the couple started to drift apart.
84. What you seize is what you get.
85. Gardeners always know the ground rules.
86. Some people’s noses and feet are build backwards: their feet smell and their noses run.
87. Two banks with different rates have a conflict of interest.
88. A successful diet is the triumph of mind over platter.
89. What do you call cheese that is not yours? Nacho Cheese.
90. When a new hive is done bees have a house swarming party.
91. Looting a drugstore is called Pillaging
92. Never lie to an x-ray technician. They can see right through you.
93. Old programmers never die, they just can’t C as well.
94. A music store had a small sign which read: Bach in a Minuet.
95. Long fairy tales have a tendency to dragon.
96. Visitors to Cuba are usually Havana good time.
97. A bachelor is a guy who is footloose and fiancee-free.
98. A ditch digger was entrenched in his career.
99. A girl and her boyfriend went to a party as a barcode. They were an item.
100. A criminal’s best asset is his lie ability.

Thanks for Reading the Maritime Advocate online

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


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