The Maritime Advocate–Issue 831



1. Climate change
2. Unpaid sellers
3. Enchanted banks
4. Anti-corruption alliance
5. Low carbon strategy
6. Energy Bill
7. Greenhouse gas measures
8. Drug smuggling warning
9. Independent average adjusters
10. Methanol in the spotlight

Notices & Miscellany

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

1. Climate change

By Michael Grey

Summers seem to be arriving so much earlier these days, at least on the news desks of newspapers. Traditionally, high summer was the period when all the ace correspondents departed to their gites in the Dordogne and house parties in Tuscany, leaving the second team, and wretched freelancers, who never got any holidays at all, to fill the pages. There were certain conventions which had to be observed, largely requiring the placing of standard stories which could be “refreshed” during this silly season, being retrieved from some stock kept against a need on a rainy day. We called it the “idiot file”.

When holiday time came, it was vital to have a story about the Bermuda Triangle and some new revelation about this allegedly deadly shape (some said it was actually a rhombus) in the western Atlantic. You could count on a scare story from the west country, with a reliable sighting of a Great White Shark off the Cornish beaches, which in recent times has led, inevitably, to lengthy discussions of climate change. Shoals of Portuguese Men of War sometimes provide a pleasing variety.

But most reliable of all as a page-filler was the seasonal tale of that blasted wreck mouldering away on the ocean floor – the Titanic, which seems to retain its grisly grasp on folk memory long after it ought to have been decently forgotten. And here we were in the middle of May, with huge computerised illustrations purporting to have been retrieved from the dark depths by the latest in submersible technology. There was even some chap on the radio telling us that it could reveal new and important revelations of why the blooming ship sank, as if we didn’t know that it was caused by its dangerous proximity to an iceberg.

It is Harland & Wolff that I feel sorry for, being cursed forever with its association with the name of that wretched ship. Just the other day it was the “Titanic’s shipyard” that was going to build the new dry store ships for the Navy, while it was being bandied about once again, with the delivery from the yard of a whole fleet of barges for Cory in the Thames. And yet that famous shipyard built hundreds of successful ships, yet nobody uses their references to explain the yard’s historic pedigree.

But let us move back to our seasonal tales and the confirmation that climate changes are taking place with lurid stories appearing of killer whales organising themselves like U-boat packs to chew off the rudders of expensive yachts. The senior pod members, no less, are teaching the young orcas to adopt this malevolent behaviour. What worries me is what the news editors, having used up their quota of such stories so early in the year, will find to fill the pages, come the summer months.

But perhaps rather than being anything to do with the seasons, there is a pattern of quite improbable things going on these febrile times. I read, for instance, that space on car carriers has become so expensive that it has become cheaper to ship your top of the range motor in a container. One hopes that they watch the weights, as the most fashionable electric automobiles are so heavy that civil engineers are worried about them bringing down bridges – on B-roads, not aboard the ship, although you might think that fire safety would also be something of a worry.

But perhaps the improbable tale that keeps on giving most, during this early summer, is that surrounding the emergence of the sanction-busting “dark fleet” of tankers, said to number more than 1000 ships and shipping Russian, Iranian and Venezuelan oil. Maybe we had just become complacent, assuming that the regulatory, insurance and supervisory regimes constructed in recent decades would have in some way prevented unscrupulous operators being able to run rings around all the processes put in place to keep ships and the marine environment safe.

It seems hard to believe that there are big, elderly tankers, laden to the gunwales with sanction-busting oil, whose ownership is virtually untraceable, behind what we used to call “brass-plate” (more likely plastic) single-ship companies, which change their identities with the regularity most people change their underwear. We find that there are sub-Saharan dictatorships which most would have thought might just about been able to cope with the registration of a 40-year old paragraph coaster, with its ensign now proudly flown by several million tonnes of VLCC in doubtful states of repair. And perhaps worse still, the insurance carried by many of these ships and their alleged classification will have been obtained (if their owners have even bothered) from the sort of people you are warned about in consumer magazines to, very carefully, check the small print.

It is certainly a strange old world. Never mind, there are still some constants, and I am greatly reassured by the liner sector, which is bringing into service more and more super-sized, mega, containerships, assuring us of a huge slump in rates for the foreseeable future. Situation normal, at last. And it is only springtime.

Michael Grey is former editor of Lloyd’s List.

2. Unpaid sellers/deductions

HFW and 7 King’s Bench Walk have flagged up the issue of unpaid sellers in a new information pack. The second HFW spring pack, entitled “DEDUCTIONS PACK” co-written by a leading KC is on the important topic of anti-deduction (and set off) clauses. It revolves around a recent commercial court case where closure and clarity were achieved in equal measure.

The third and final of the three Spring packs – the HFW/Quadrant Chambers/AsiaLegal LLC pack entitled the “GOOD FAITH PACK” compares the position on good faith under English law and Singapore law, in collaboration with colleagues at AsiaLegal LLC. For further details contact Brian Perrott of HFW

3. Enchanted banks

Free money for shipping has ended, but banks remain enchanted, is the message from Hamburg-based ship finance platform, oceanis, who predicts a strong six months in its Q2 State of Ship Finance report.

Shipping finance markets for the rest of 2023 look positive, with a depth of lenders, banks, leasing houses and alternative credit funds all seeking to grow their portfolios and offer the best terms to win projects. Competition between lenders in the improving Tanker markets is especially fierce.  While financing volumes available for each individual vessel have plateaued as asset values rose over the past quarter, margins have been under severe downward pressure as banks have started to explore financing cases further from their previous comfort zones.Meanwhile, opportunities remain in the less liquid Dry Bulk and Container markets.

Erlend Sommerfelt Hauge, Managing Partner at oceanis, says:“Base interest rates, while currently high, are projected to fall from the second half of 2023. While the ‘free money’ era has ended for now, financing costs can be expected to decrease in the near to medium term as central banks react to the decreasing inflation we are seeing today as well as being spooked by the financial turbulence triggered by higher base rates.”

He adds:“Between these factors, improved earnings compared to the past decade across all sectors and margins being compressed by financiers looking to defend their loan books or even grow, now remains a great time to finance your fleet.”

To read the full report, which includes updates on the Offshore, LPG and LNG sectors, go to:

4. Anti-corruption alliance

In a move to underline further the mutual insurer’s commitment to making the industry safer and more secure, TT Club has joined the Maritime Anti-Corruption Network (MACN), which represents a pre-eminent example of collective action to tackle corruption in the maritime sector.

TT Club says it has long been aware of the issues surrounding corruption in the maritime transport industry and is dedicated to ensuring these corrupting effects on the overall integrity of freight transport worldwide are minimised, if not eradicated.  As such the insurer says it is delighted to partner with the MACN, an organisation with an exceptional track record of highlighting and reducing corruption.
MACN is a global business network working towards the vision of a maritime industry free of corruption that enables fair trade to the benefit of society at large. With a current membership of over 180 organisations globally, MACN has three primary objectives: Capability Building, Collective Action and Collaboration.

TT will work with MACN in implementing its Anti-Corruption Principles by raising the awareness of corruption issues and promoting best practices to combat its effects.  Moreover the insurer will help MACN promote their drive for collective action with the aim of creating a more sustainable operating environment through anonymous reporting and data analysis.  Finally, through its experience and knowledge of shore-side operations TT will widen the scope of MACN efforts to combat corruption beyond its current maritime focus.

In commenting on TT’s new membership, COO Mark Argentieri said, “At TT we have aligned our ESG strategy with the UN Global Compact and its Sustainable Development Goals, becoming a signatory to the UN Principles for Sustainable Insurance (UN PSI) late last year.  In now joining MACN, we are taking a further step in focusing on the issues that are most relevant to our own Members, and where the Club is able to have a positive impact, cooperating with international institutions that are dedicated to ensuring increased transparency in maritime transactions and enhanced procedural integrity.”

Within TT’s stated ESG framework (outlined in full HERE) there are particular committed actions that are very much in line with MACN’s aims.  TT’s history of working with governmental organisations such as the IMO, and a swathe of industry representative associations in order to improve safety, security and environmental standards is impressive.  The Club will replicate these efforts in working with governments, regulators and other key stakeholders to promote widespread action on anti-corruption matters.

5. Low carbon strategy

Bureau Veritas Solutions Marine & Offshore and ENGIE, a global industry leader in low-carbon energy supply and related services, have announced a partnership to provide advisory & hedging services to support shipowners, operators, and charterers in navigating the complexities of GHG reduction requirements.

Bureau Veritas Solutions Marine & Offshore (BVS), part of classification society Bureau Veritas, is joining forces with ENGIE’s entity Global Energy Management & Sales (GEMS), the energy management arm of ENGIE, to develop a suite of advisory and market access services to help shipping interests to thoroughly understand upcoming regulatory requirements, manage their risk and identify the optimal low-carbon emissions roadmap for their operations.

This partnership aims to provide vessel owners, operators and charterers with the expertise and insight they require in managing their marine fuels and carbon prices exposures in the context of an increasingly differentiated marine fuels market, by fuel type, geographic location, and carbon intensity. This will provide BVS and GEMS’s customers with a low-carbon emission transportation roadmap that fits with their commercial and operational requirements and aligns with their risk management needs.

This partnership brings together GEMS’s experience in the analysis and trading of energy products, including emission allowances under the EU Emissions Trading System (ETS), with BVS’s technical advisory and consultancy expertise in the marine and offshore sectors, to offer commercial and risk-management solutions to owners, operators and charterers looking at how best to manage their present and future low-carbon operating models.

Paul Shrieve, President of Bureau Veritas Solutions Marine & Offshore, said: “For customers facing unprecedented complexity in global energy markets and an increasingly diverse marine fuels landscape, this partnership between BVS and GEMS offers a one-stop-shop for clarity and expert guidance on developing the appropriate fleet GHG strategy, and associated risk management. Understanding the operating profile of your vessels, your marine fuel requirements and GHG impact is an essential step, but it’s important to also understand how that translates into a low-carbon operating model that meets your operating needs, spanning different vessel types and fuels, and different regions and regulatory regimes.”

Marc Pannier, Executive Committee member at ENGIE business entity ‘Global Energy Management & Sales’, said: “In an increasingly complex carbon market, the move to include maritime emissions in the EU Emissions Trading System is another important consideration for shipping organisations that want to chart a course towards a low-carbon roadmap that meets their fleets’ needs and cuts their emissions, whilst also limiting their exposure to price volatility. Through this partnership with BVS, we will work with shipping organisations to develop and execute strategies that manage the risks they face and seize the opportunities in today’s global energy markets through the right choice of hedging tools, as well as carbon offsetting solutions.”

By assessing the energy consumption and carbon emissions of an organization’s fleet, trading patterns and routes, in conjunction with access to global energy markets and a wide range of risk management strategies, BVS and GEMS will help in developing the optimal solution for commercial exposure and carbon objectives.

This will include support on how to best align an organization’s GHG emissions reduction strategies with the proposal from the European Commission’s ‘Fit for 55’ package regarding the progressive inclusion of emissions from maritime transport in the EU ETS, and the upcoming FuelEU Maritime initiative.

6. Energy bill

The UK House of Commons has been scrutinising the Energy Bill, which will introduce a fast-track consenting process for some offshore wind projects which ports say could hold back their renewable energy ambitions.

Briefing from the British Ports Association, the UK’s trade body for UK ports and terminals, says that failure to amend the Bill to include port infrastructure in the new consenting and licensing process will make UK ports less competitive and leave them stuck in the “slow lane”.

The Energy Bill will streamline the process of delivering offshore wind projects, whilst continuing to protect and improve the environment. The new approach to consenting offshore wind projects allows the Habitat Regulations derogation process to be delivered faster. This is supported through the development of strategic compensation and a Marine Recovery Fund. The BPA and other marine industries believe this will help significantly in delivering the Government’s offshore wind ambitions, but only if the process is extended to connected development that is necessary for offshore wind development.

The Floating Offshore Wind Taskforce says up to 11 ports around the UK will need to be transformed as fast as possible to enable the roll out of floating offshore wind at scale. A faster and more efficient consenting and licensing system for port infrastructure is necessary to ensure UK ports are able to meet  shared ambitions of significantly increasing offshore wind generation. The BPA is calling on Government to amend the Energy Bill in Committee or Report stage so that other marine projects are not left behind. The competitiveness of UK ports relies on a fast and efficient consenting process. A two-speed consenting system will deter investment, hold back offshore energy projects and see more of the economic benefits of the net zero transition realised in Europe.

7. Greenhouse gas measures

An Expert Workshop on a “comparative analysis of candidate mid-term GHG reduction measures” to further support IMO’s considerations of candidate measures to reduce greenhouse gas (GHG) emissions took place at IMO Headquarters in London on 25 and 26 May. It included technical and economic elements of the proposed candidate mid-term GHG measures and, in particular, their feasibility, their effectiveness to deliver the long-term levels of ambition of the 2023 IMO GHG Strategy and their potential impacts on Member States.

The transition to alternative fuels and technologies is one of the greatest challenges in the shipping sector. The adoption of a global regulatory framework to reduce GHG emissions with GHG reduction measures set for the short-, mid- and long-term would contribute to achieving a green energy transition of the sector.

IMO’s Marine Environment Committee (MEPC) is due to adopt a revised GHG Strategy at its 80th session in July 2023. A summary of the comments and observations made during the Expert Workshop will be submitted to MEPC 80.

In March 2022, an IMO GHG working group requested the Secretariat to organize a dedicated ad-hoc expert workshop on candidate mid-term GHG reduction measures ahead of MEPC’s 80th session (3-7 July 2023). Current proposals on the table include technical (eg fuel GHG intensity standard) and economic measures (eg carbon pricing in the form of a fuel GHG levy, reward, or flat rate contribution).

In addition, the Secretariat was requested to liaise with UNCTAD, and other relevant organizations, as appropriate, and invite them to submit and present their views on the technical and economic elements, and their possible combinations, of the proposals for candidate mid-term.

The comparative analysis will facilitate further deliberations by the Intersessional Working Group on Reduction of GHG Emissions from Ships (ISWG-GHG 15) and MEPC 80 on identifying (a) candidate measure(s) to develop further as a priority under Phase III of the Organization’s work plan, as well as the scope and process of a comprehensive impact assessment.

The workshop provided an opportunity to exchange information between proponents of GHG reduction measures and experts to facilitate the identification of possible technical and economic elements as well as other commonalities in the proposed measures, which may serve as building blocks for the basket of candidate mid-term measures.

8. Drug smuggling warning

The freight industry must resist the tidal wave of drug smuggling, says the TT Club.

In the past two months, since the beginning of April, yet more examples of criminal gangs utilising the complexity of European import trades to smuggle in drugs have continued to emerge.  Reports include cocaine in containers of fruit through the port of Antwerp; in Rotterdam narcotics were discovered in reefer containers carrying melons from Panama; ecstasy with a value of €1.5 million in a truck at Calais and Le Havre emerging as a hotspot for cocaine imports; 133 kilos of marijuana and hashish at the Port of Motril in southern Spain brought in from North Africa, and news of smuggling gangs with links to Brazil operating in Lisbon and Oporto.

“These are just fragments of the evidence that we have of the crucial role ports are playing in the illicit drug trade across Western Europe,” comments Mike Yarwood, Managing Director Loss Prevention at TT Club.  “110 tons of cocaine were seized at the port of Antwerp last year and much has been reported of how the city has become the European hub for drug importation.  But the network of channels for the trade is widespread and few ports along the seaboard can turn a blind eye to the problem.”

To open the industry’s eyes to the dangers yet further, TT is committing significant resources to collating detailed reporting, including that of their partner BSI Screen, to create greater awareness of the sophisticated methods that criminals employ, the extent of their geographical reach and the diverse gateways they are using to supply the vast European market for illicit drugs.

“Increasing awareness, particularly the role of European ports in drug smuggling is crucial to restricting this trade,” comments Erica Bressner, BSI’s European Analyst.  “Especially as indications show that smuggling at ports may be increasing for certain key narcotics, like cocaine. Europol has reported record-setting seizures of cocaine every year since 2017, particularly in seaports. This points to a growing market for the narcotic as cocaine becomes more affordable to the average consumer.”

“In response, European port authorities have worked to implement additional security measures to combat this trade and its concurrent violence. However, the control of the criminal syndicates is such that they have the ability to adapt their smuggling routes to evade authorities. This includes a diversification of smuggling routes to target non-traditional ports of entry where security measures are less intensive,” says Bressner.

With the potentially enormous profits to be made within the drugs trade, funds to bribe port employees and others working in the transport infrastructure are readily available.  Customs officials and police officers are not beyond corruption and the current levels of inflation and high living costs are further incentivising those that were perhaps beyond reproach in the past.  In addition to corruption, the criminal syndicates are able to discover key contacts at the ports (often online and through social media) and threaten them and their families with harm to ensure their compliance and silence.

Ports offer an attractive transfer point for drugs from sea-going vessels and containers to trucks.  These trucks leaving for the hinterland can contain contraband, often without the driver’s knowledge, and are hijacked, increasingly by heavily armed and brutal gangs.  Also becoming more extensive is computer hacking, either to directly obtain information of a specific container’s whereabouts or intended destinations, or to plant tracking software that facilitates raids at pinpointed locations.

Much more vigilance across European port communities is clearly required.  TT’s Yarwood outlines one strategy, “Employee vetting and training both in terms of motivating them to be vigilant and loyal but also in terms of maintaining secure processes of documentation and online communication.  Identifying the more common origin points of contraband cargo, such as South America and North Africa, and ‘rogue’ consignees and unexpected delivery points will help,” he advises.

Security at the established targeted ports has naturally been increased with, for example a new seventy-strong security corps established in Antwerp, increased CCTV surveillance and the use of drones in Rotterdam, and a specialist anti-drug trafficking police unit in the Netherlands.  However, the crime groups are well entrenched, having established long tentacles throughout supply chains and are sophisticated in their expertise and knowledge of how trade works.

“We are dealing with global crime syndicates,” concludes Yarwood.  “Efforts to combat their activities will be akin to squeezing a half-inflated balloon, we may constrict them in one or two ports but they will find ways to exploit others.  We urge all in our industry then to be aware of the possibilities of drug importation and to take all steps they can to restrict this illicit trade.”

9. Independent average adjusters

Independent adjusters are set to outperform AI apps,  speakers suggested at the annual dinner of the Association of Average Adjusters .Calls for marine insurance and legal professionals to recognise the indispensable value of independent average adjusters – notwithstanding the giant strides by artificial intelligence – were made and itt was stressed that average adjusters’ skills would remain unmatched by the latest technological innovations.

AI applications would be confounded in handling marine casualties efficiently and reliably because they lacked human qualities such as emotional intelligence and intuition. No-one should be dazzled by the theoretical possibility that AI ‘bots’ might soon be able to ‘pass’ even the tough exams for eligibility of Fellowship of the Association, it was suggested.

Those present at the event were assured that, with trust a priority and no room for error, average adjusters would continue to tender their expertise at a level that would out-rival generative products.

It was announced at the conference that Burkhard Fischer had been elected as chair of the Association for the 2023-24 term, in succession to Sir Nigel Teare who held the position for the 2022-23 period.

Heather Robinson, a Fellow of the Association who is director of marine adjusting (Middle East) for Richards Hogg Lindley, asserted: “I may be biased, but I do believe adjusters will continue to play a crucial role in what our industry looks like in tomorrow’s world. The use of independent adjusters should be supported for the long-recognised benefits this confers on both owners and their insurers to ensure that claims are dealt with fairly and commercially. If the option for independent adjusters is to endure into the future, there needs to be sufficient cases being handed out for a new generation of trainees to learn from.”

She added that “When reinsurers proactively instruct adjusters in respect of claims, the adjuster lends transparency to the claims process. This is especially important in markets where the claims leader is a local insurer and retaining very little of the original risk – effectively a reinsurance broker. Without the involvement of an independent adjuster, there is a very real risk of a gap between what local insurers do with the claim and what they ask from reinsurers.”
She added:“This career is built on variety. A variety of people, cases and skills required. Every different situation presents new issues and areas of grey. The expertise of the practitioners in this profession is in helping to navigate these areas of grey.”

Jeremy Russell KC, arbitrator at 10 Fleet Street, affirmed the valuable support provided by average adjusters, including the collection of security in salvage agreements – one of the lesser-known aspects of their services.

Meanwhile, Melis Otmar, who is qualified as an Associate within the Association, said that the industry had to determine its approach to Artificial Intelligence, which could scan everything in a document and reach a conclusion within seconds. “Where do I stand,”  Otmar asked rhetorically, “against AI which might achieve becoming a Fellow of the Association in just four hours”.

However, currently, AI can perform white-collar jobs more efficiently; and the degree of existential risk posed by AI is to be debated, she said. Nevertheless marine professionals survived with their innate knowledge and intuition; no marine casualty can be handled successfully without human emotional intelligence or intuition – this is what AI lacks, she added. General average will be general and average to AI but only on paper, not in action.

Otmar is claims director of H&D Marine at BMS Group. She made special reference to the contribution to the industry of seafarers “to whom we all owe so much.” Responding to her address, and proposing a toast to the Association, Jörn Groninger, president of Verein Deutscher Dispacheure, lamented that some people in shipping and insurance tended “to forget [average adjusters] are there” and it was critical to train young people in the business about their role.

10. Methanol in the spotlight

The Methanol Institute (MI) has published the first comprehensive guide to methanol as a marine fuel. As the shipping industry continues its transition towards net carbon neutral operations, owners are increasingly choosing methanol as a fuel that can help them progressively reduce emissions in line with regulatory targets.

‘MARINE METHANOL Future-Proof Shipping Fuel’ has been produced to help stakeholders across the industry access the information they need to support decision-making on which alternative fuel is right for their fleet.

Sections of the report address regulatory drivers, environmental performance, engines and fuel systems, bunkering, handling and safety characteristics, costs and pricing, availability and feedstocks for conventional and renewable product. Also included are case studies on first movers including AP Moller-Maersk, Waterfront Shipping, Proman Stena Bulk and the conversion of ropax ferry Stena Germanica.

The orderbook for methanol fuelled ships has grown rapidly with owners and operators specifying the fuel for use on ships from the largest containerships to small pilot boats. In between is the growing fleet of methanol carriers, bunker tankers, bulk carriers, heavylift vessels, cruiseships, ferries and superyachts.

Approved for use as fuel under the IMO’s IGF Code, the momentum for methanol as fuel has increased as studies, analysis and guidance – much of it supported by the Methanol Institute – has been published. This includes early guidance for bunkering operations developed with Lloyd’s Register and subsequent work with the ports of Shanghai, Singapore and Rotterdam.

Propulsion systems include tried and tested two-stroke main engines, four stroke units, and fuel cells using methanol for conversion to hydrogen. Main engine manufacturers report considerable order backlogs and are developing ever larger, higher capacity units. Studies and pilots continue to prove the effectiveness of converting smaller main engines to methanol operations.

“Methanol has staked a significant claim to be among the serious fuel choices for vessel designers, owners and operators looking to make a start on their transition to sustainable operations,” said MI Chief Executive Officer Greg Dolan. “While there won’t be a single decarbonization solution, it is clear that methanol has advantages that combine to provide a pathway to lower carbon and ultimately carbon-neutral operations; This report provides a clear roadmap for this journey.”

“Shipowners have recognised that methanol provides them with huge flexibility in introducing a low-pollution, lower carbon fuel which is closest to a drop-in available in the market,” said MI Chief Operating Officer Chris Chatterton. “The decision by more and more leading shipping companies to adopt methanol as fuel signals that the industry recognises the need to start its transition to net carbon neutrality now; this publication can support their decision-making process.”

To download the guide, please click here.

Notices & Miscellany

Port safety

The ICHCA webinar on how to innovate for workplace safety in ports and terminals is due to take place on 28 June 2023 at 14:00 BST. The event is being held in partnership with Port Technology International.


Bunker Quality Trends

Analysing data from 60 million metric tons of supply, Integr8 Fuels’ latest bi-annual report reveals several regional and parametric trends with regards to fuel quality and consistency, including;

  • VLSFO obtained in ARA is approximately 14 times more likely to have Sulphur levels exceeding 0.50% than Singapore, although with careful buying we can avoid this risk.
  • The epicentre for hidden losses associated with Density remains in one of Southeast Asia’s most popular ports.
  • There are continued challenges of non-homogenous VLSFO blends in the industry.

The report provides an in-depth assessment of key trends across all commercial fuel grades and key ports, answering questions such as, how likely am I to be faced with an off-specification situation, what are the most problematic parameters, which ports pose the highest risk, and what steps should I take when faced with a claim?

Download Now

New appointment

Burkhard Fischer has been elected chairman of the Association of Average Adjusters for the term 2023-2024 and pledged to help strengthen support for the international members in the body which has served the marine claims sector for more than a century and a half.
Widely renowned for his expertise in marine insurance, Mr Fischer, a director of Albatross Adjusters, Limassol, succeeds Sir Nigel Teare, an Honorary Fellow of the Association, who has been chair for 2022-23. Mr Fischer has served as vice-chair of the Association for the past seven years and chaired the General Average sub-committee.

Maritime Labour Convention

A new edition of the ICS bestselling publication, Guidelines on the Application of the ILO Maritime Labour Convention is now available,

The edition:
•    Addresses the wide range of MLC provisions including the 2022 updates, which will enter into force in December 2024.
•    Includes practical guidance and tools not in previous editions, including checklists which help clarify requirements for compliance.
•    Is simple to navigate, using infographics and colour coding so readers can easily see what changes have been made to regulations.
•    Has been written to go hand in hand with other ICS guides on regulations, including the new edition of Guidelines on the IMO STCW Convention

Guidelines on the Application of the ILO Maritime Labour Convention, fourth edition, is priced at £150, find out more and order direct from ICS Publications.


Ship recycling guide

This new guide has been designed to equip shipowners and crew with the necessary knowledge to ensure a safe and sustainable recycling process when the ship reaches the end of its life.

It covers everything from the development and maintenance of the inventory of hazardous materials (IHM) while the ship is in service, through to preparing the ship for recycling and the sale of the ship.

  • With practical advice and guidance, this guide will help readers:
  • Navigate the complexities of maintaining the IHM throughout the ship’s life;
  • Prepare a ship for recycling; andMake informed decisions that benefit both operations and the environment.

Ship Recycling Guide, first edition, is priced at £130 and is available in print and ebook. Find out more and order from ICS Publications.


Maritime Week Gibraltar

Maritime Week Gibraltar is due to take place on June 26 to 30. Hosted by HM Government of Gibraltar, the Gibraltar Port Authority, the Gibraltar Maritime Administration, and the University of Gibraltar Maritime Academy – and created and organised by Petrospot – this third edition of the biennial Maritime Week Gibraltar will once again provide a global showcase for one of the most efficient, secure, and professionally managed ports in the world.

A week full of information and networking activities includes the MWG23 Flagship Conference, on board the Sunborn superyacht hotel, opened by the Hon. Vijay Daryanani MP, Minister for Business, Tourism and the Port. The one-day conference, Gibraltar – The Maritime Hub of Choice in the Mediterranean, will focus on decarbonisation, sustainability and environmental regulation as they impact port, shipping and bunkering activities.

The conference will also shine a spotlight on the many different maritime services available in Gibraltar. Leading international and local speakers will cover a range of key subjects based on activities carried out in Gibraltar



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

And finally,

(With thanks to Paul Dixon)

An old lady went to an auction sale. There she was attracted to a parrot in a gilded cage. The parrot was large, very healthy looking and exquisitely coloured. The old lady was so attracted by the parrot’s appearance that she couldn’t help but bid on it.

She bid, determined to have the parrot, but another bidder competed and drove the price very high. The old lady eventually bought the parrot.

She was at the cashier’s desk and told the cashier that she was so excited about the beautiful appearance of the parrot that she had neglected to ask if it could talk.

The parrot spoke up, “Who do you think was bidding against you?”

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