The Maritime Advocate–Issue 866 – All About Shipping

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IN THIS ISSUE

1.  Carrying the can
2.  Import checks
3.  3D models
4.  Simple decarbonisation
5.  Illegal recruitment fees
6.  Strike disruption
7.  Capesize prospects
8.  Fuel compliance
9.  Methanol boost
10. Dry bulk standard
11. Richard Woodman

Notices & Miscellany

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

1 Carrying the can

By Michael Grey

There can be no argument that seafarers might be regarded as the “poor bloody infantry” in the everlasting war against the drug cartels. They are expected to take their ships to awful places awash with narcotics, while the cartels regard their ships as logistic conveniences for the delivery of their dreadful products. They get precious little support from the authorities, being regarded too often as accomplices in the traffic. They have insufficient assistance from managers or charterers, who baulk at the cost of security (often ineffective anyway) and none at all from their flag states. They also find themselves dealt with appallingly by the legal systems in ports where the narcotics secreted about their ships might be discovered.

There is nothing particularly notable, apart for the length of their sentences, about the treatment of the master and chief officer of the bulk carrier Phoenician M, hauled ashore a year ago from their ship in the Black Sea port of Eregli to answer charges of drug smuggling, after cocaine was found aboard their ship. Along with eight of their crew, who were released a year later for lack of evidence against them, it took eleven months before they were afforded any sort of justice. Despite no evidence being offered to connect them to the drugs found aboard the coal carrier, the two senior officers were sentenced to 30 years apiece. The reason given for the verdict, in the absence of any other connection, is “command responsibility,” suggesting that everything that went on board their ship was entirely due to their decision-making.

The International Transport Workers Federation, which is supporting the two, describes the action of the court as “outrageous,” and has determined to see them released. This sort of thing has been going on for years, with senior officers being prosecuted (persecuted might be a more descriptive term) just because there is nobody else who is around to carry the can. And the global activities of the cartels have made the lives of seafarers even more uncertain, in addition to all the other ways that they can unwittingly find themselves in trouble in foreign ports, in which curious ideas of justice might be found. There have been reports to the effect that while in another age, promotion to the rank of master would be a priority of every ambitious young officer, the fear of criminalisation now contributes to many deciding that they just don’t want the “command responsibility,” preferring to stay away from the firing line in a more junior role. The ridiculous sentences dished out in this latest case merely emphasise the wisdom of their decision.

It is also a prevailing wind blowing over cases where masters are prosecuted, that invariably the court officials – judges, magistrates, and lawyers for both the defence and prosecution – have no specialist knowledge of the workings of a ship. In some parts of the world, the whole system is corrupt, in others using codes of jurisprudence that are completely inappropriate for maritime law. Sometimes it amounts to a sort of ritual, a charade in which the master is presumed to be guilty because it offers a sure and simple path to a conviction. “Captain, you are in big trouble” – announces the official who has barged aboard alleging that some of the cargo has been spoilt, or short landed. Think back to all those daft pollution prosecutions in France after overflying aircraft saw discoloured sea in the vicinity of ships.

The talk of a climate of fear when ships enter jurisdictions known to be places where officials board to actively look for trouble is not exaggeration. There is also no getting away from societal changes that have taken place in recent decades that have seen criminal law ramped up in so many areas where problems would have been dealt with by professionals. There is no going back; doctors, surgeons, drivers, pilots – anyone who makes an error will find themselves facing the law. The very definition of an “accident” has become almost a redundant term. Ship masters, who find themselves navigating endless variations in the laws in the countries to which they travel are more vulnerable than most. The least they can hope for is that the justice which they might face is fair. In so many cases, it quite obviously is not.    

Michael Grey is former editor of Lloyd’s List.

2.  Import checks

The UK Chamber of Shipping has highlighted the recent decision by the UK government to extend the easement of import checks on medium-risk fruit and vegetables imported from the EU from January 2025 to 1 July 2025.

Such products will not be subject to import checks at the GB border or charged the associated fees until this date.

This easement is a temporary measure to ensure that new ministers have a full and thorough opportunity to review the planned implementation of further border controls, and an opportunity to listen to businesses across import supply chains.

Defra has also changed the risk categorisation of certain plants and plant products, including deregulation of certain products, following further scientific review of commodities across all plant and plant product risk categories.

Seven commodity groups (including apples and pears) will be recategorised from medium risk to low risk, allowing these goods to move freely into GB from the EU, Switzerland and Liechtenstein.

These changes will come into force on 30 January 2025.

Defra will continue the systematic, proactive screening of potential new and emerging biosecurity risks. This is alongside maintaining its responsive approach to changes in risk levels via surveillance, enhanced inspection, regulation, import controls, research and awareness raising.

3.  3D models

Bureau Veritas (BV), a global leader in testing, inspection and certification (TIC), and Mitsubishi Shipbuilding (MSB), part of Mitsubishi Heavy Industries (MHI) Group, have completed a Joint Development Project (JDP) to implement 3D model-based approvals. This collaboration marks Mitsubishi Shipbuilding’s first application of a 3D classification approach, streamlining its design processes through digital innovation. BV presented the JDP completion letter to MSB during the 2024 Gastech conference in Houston.
 
The project has significantly enhanced the design approval process by replacing traditional 2D drawings with a detailed 3D digital mock-up from the designers. This new approach reduces the need for multiple 2D conversions, lightening the shipyard workload and accelerating the design process, while improving accuracy. The 3D model also functions as a dynamic database for calculations, helping to minimize errors and inconsistencies across design revisions.
 
The project is especially noteworthy due to its application to MSB’s complex vessel designs. This presents unique challenges, underscoring the importance of 3D model-based classification technology. The JDP has demonstrated the feasibility and benefits of using 3D models for direct classification reviews, enhancing efficiency and fostering better collaboration among all stakeholders, including shipyards, naval architects, engineers, shipowners, and classification societies.
 
In the initial phase, MSB transmitted 3D models to BV using the Open Class eXchange (OCX) format. BV reviewed these models and provided feedback through its collaborative platform, Veristar Project Management (VPM), with comments directly linked to the 3D model. This setup streamlines communication and the review processes. The solution includes a web-based platform for real-time exchange of 3D classification packages and comments, with detailed model analysis, and is compatible with various operating systems and is functional offline. VPM enhances this process with secure access, property rights management, and efficient comment handling, ensuring a structured review from submission to final approval.
 
Matthieu de Tugny, President, Bureau Veritas Marine & Offshore, said:

“This successful project is another example of Bureau Veritas’ leadership in 3D classification technology. Our collaboration with Mitsubishi Shipbuilding underscores the effectiveness of 3D model-based approaches in addressing modern vessel design challenges, enhancing efficiency, and advancing the maritime industry.”

4.  Simple decarbonisation

INTERCARGO, the International Association of Dry Cargo Shipowners, has been calling  for simplicity in shipping decarbonisation measures.

INTERCARGO has reaffirmed its commitment to sustainable shipping by advocating straightforward mid-term measures in the industry’s decarbonisation efforts. The association emphasizes the critical need for practicable solutions to ensure effective implementation of emissions reduction strategies. Key points outlined by the organisation include:
Support for an Integrated Framework: INTERCARGO endorses in principle the updated joint proposal by Bahamas, Liberia, and the International Chamber of Shipping (ICS) for an “IMO net-zero framework.”

Simplified Pricing Mechanism: Backing a flat-rate contribution per tonne of GHG emitted, with incentives for zero and near-zero GHG fuel usage.

Predictability for Stakeholders: Advocating fixed annual GHG fees over minimum five-year periods.

A Well-to-Wake Approach: Supporting a comprehensive emissions accounting system while addressing concerns about upstream emissions beyond shipping’s control.

A Cautious Approach to the Decarbonisation Fund: Highlighting the need for a thorough review of legal issues and alignment with UN climate fund principles.

Fair Cost Distribution: Endorsing the principle that charterers or commercial operators, as fuel cost bearers, should also cover GHG fees and compliance costs.

Reduced Administrative Burden: Calling for streamlined processes, especially for dry bulk tramp shipping facing global compliance challenges in accessing safely green energy sources in ports around the world.

“The path to shipping’s decarbonization must be paved with practical, implementable solutions,” said INTERCARGO’s Secretary General Kostas Gkonis. “Our support for these measures reflects our sector’s commitment to environmental responsibility whilst maintaining operational efficiency and smooth global transportation of essential goods.”
INTERCARGO stresses the importance of global governmental action and cross-stakeholder collaboration throughout the maritime transport chain to achieve these ambitious goals.
 

5. Illegal recruitment fees

New research published recently has found that almost a third of seafarers have been asked to pay illegal recruitment fees. Researchers say findings show recruitment fees are endemic, despite being illegal under the Maritime Labour Convention.

The research  shows that almost a third (31%) of seafarers have been asked to pay a recruitment fee to secure a job onboard a merchant vessel – of these, 28% happened in 2024 – meaning the problem is both endemic and current. Almost half of those who were charged fees paid between $500 – $5,000, with some seafarers reporting being charged more than $10,000. The resulting levels of debt push many seafarers towards modern slavery conditions and are linked to unsafe conditions aboard ships, according to researchers.

‘Seafarers and Illegal Recruitment Fees: 2024 Insights’, published on World Maritime Day, is a joint publication by The Institute for Human Rights and Business (IHRB) and TURTLE, an ethical maritime recruitment platform. It mirrors findings from 2023, showing the practice of charging recruitment fees – illegal under the Maritime Labour Convention – continues to be widespread and endemic. Recruitment fees are creating a ‘pay to play’ model, which prioritises fee-paying recruits instead of the most qualified.
 

This year’s survey also includes findings on the mental health impacts of recruitment fees, with almost three quarters of seafarers saying recruitment fee requests impacted their mental health. The research is available on the IHRB website.

Francesca Fairbairn, who leads IHRB’s work on shipping and commodities, said: “Recruitment fees are an injustice that no worker should face, least of all seafarers who keep goods moving around the world, often in challenging conditions. And yet, our research shows these illegal fees are endemic in shipping – and not only endemic but often exorbitant. What’s more, the financial stress they endure can lead to unsafe working conditions on board ships. Seafarers deserve better.
“Part of the problem is lack of awareness among shipping companies and cargo owners that workers pay such fees – they must ensure seafarers aboard vessels they are associated with are not victims of illegal recruitment fees.”

Isabelle Rickmers, the CEO and founder of TURTLE added: “The fact that one in three seafarers are affected, regardless of rank and nationality, is deeply concerning. We simply can no longer ignore this when we aim to move towards clean supply chains..This illegal practice prevents future talent from entering the industry – and this concerns us all”.
Seafarers interviewed for the research, whose identities have been protected, said:
•    “What I experienced is giving money under the table to give me a rotation/or contract by the fleet manager of the manning agency. If we don’t give them, I need to wait for a long time for my next ship assignment.” (Fitter, Philippines)

•    “As a seafarer we already have lots of difficulties in our life. We have difficulties completing our cadetship and clearing the mate exams with the salary we get as a cadet. The financial difficulties and the burden to take care of our loved ones makes it emotionally more difficult than any other.” (Deck Cadet, India)
 
The research found that 74% of those asked to pay a fee did so, in part due to a lack of awareness. A staggering 80% of seafarers who were asked to pay illegal recruitment fees did not report the incidents to authorities, with many unaware that this practice is illegal. Researchers say the findings call for increased awareness among all stakeholders in the industry about the illegality of these fees, and to provide clear, accessible channels for reporting such practices.

IHRB and TURTLE call for leadership and action from shipping companies, cargo owners and government agencies saying:
•    Customers of shipping companies – including charterers, commodity companies and traders, and container cargo owners – have a responsibility to carry out due diligence on this issue with their shipping suppliers.
•    As the payment of recruitment fees is prohibited under the Maritime Labour Convention, flag state and port state authorities of countries who have ratified the Convention are required to investigate any reports of the charging of recruitment fees.
•    Home states (where crewing agencies are based) have an obligation to ensure that crewing agencies do not charge fees for jobs, and enact and enforce penalties for such practices.
•    Greater efforts are needed to build awareness of the illegality of the charging of recruitment fees, among seafarers, national authorities, ship operators and cargo owners.
•    Effective mechanisms are required to penalise offending agencies and to provide remedies for seafarers who have paid illegal recruitment fees, including possibly, reimbursement by employers of fees already paid.
•    Seafarers need to know how and where to report such practices (e.g. port or flag state authorities, employer, crewing agency and unions). There needs to be a direct link between shipping companies and seafarers so that seafarers have a safe gateway to their employers.

6.  Strike disruption

Ripple effects of strike action at ports on the US East and Gulf coasts will cause severe supply chain disruption into 2025, with a warning government intervention may be required to avoid major economic fallout, says analyst Xeneta,..
 
Peter Sand, Chief Analyst at Xeneta, said: “There are ships on the ocean right now carrying billions of dollars of cargo heading to ports on the US East and Gulf Coast. These ships cannot turn back and they cannot realistically re-route to the US West Coast. Some may divert to ports in Canada or even Mexico East Coast, but the vast majority will simply wait outside affected ports until the workers return.
 
“The consequences will be severe, not only through congestion at US ports, but importantly these ships will be delayed returning to the Far East for the next voyage. A strike lasting just one week will impact schedules for ships leaving the Far East on voyages to the US in late December and throughout January.”
 
Ocean supply chains have already been badly disrupted during 2024 due to conflict in the Red Sea, drought in the Panama Canal and the Baltimore bridge collapse.
 
Data from Xeneta shows average spot freight rates on the trade from the Far East to US East Coast spiked more than 300% between 1 December 2023 and early July this year.
 
Sand said: “More than 40% of total containerized goods enter the US through ports on the East Coast and Gulf Coast, so the stakes could not be higher.
 
“To stop trade entering the US on such a large-scale, even for short period of time, is highly-damaging to the economy so government intervention will be needed to bring the matter to a resolution for the good of the nation.
 
“Last week, 177 trade associations called for an immediate resumption of negotiations because they recognize the extremely serious consequences of strike action on the US economy.
 
“Government intervention should be seen as a strength in the system, because it will prevent a dispute between a smaller group of interests – whether that is dockworkers or port terminal owners – from significantly impacting the wealth of the entire nation.
 
“If the parties cannot solve the dispute themselves then someone needs to solve it for them because closing the US East and Gulf coasts to trade for a prolonged period of time would be toxic for supply chains and the economy.”

7.  Capesize prospects

Investors have continued to place bets on the dry bulk market with newbuilding and second-hand activity holding up strongly into the third quarter of 2024.

In its Q3 Dry Bulk Market report, Maritime Strategies International estimates dry bulk newbuilding orders in the first eight months of the year at above 25m dwt, with the potential for further upside on the back of late-reported deals. And despite a slight decline in sale and purchase volumes in August’s brief summer lull, second-hand bulker values remain very firm.

MSI expects just over 30m dwt of dry bulk capacity to be delivered in 2024, with the orderbook forecast to rise still further by the end of the year, driven by strong contracting activity seen so far, with 2024 totals expected to hit 34m dwt.

A notable feature of newbuild contracting activity in recent months is the persistent interest in Capesize vessels. A total of 4.4m dwt of Capesize capacity was ordered during Q2, up by a third on Q1 levels and the highest quarterly total since Q2 2021. By contrast, the relative lack of interest in new Handysize vessels has persisted, with Q2 orders just 0.16m dwt.

In the second-hand market, demand for dry bulk ships remains robust, with MSI’s assessment of five year old Capesize prices staying above $60m, a level not seen in almost 15 years. Prices for older ships are close to their 2022 peaks, with even 18 year old Capesizes selling for over $20m.

Prices for younger vessels are even stronger, supported by rising newbuild markets. Year-to-date transaction volumes are nearly 25% higher than the same period in 2023.

Over the past three years, newbuild and second-hand price cycles have broadly tracked each other, despite lagging behind the bulker earnings cycle. The latter has had only a marginal effect, slightly advancing the peaks and troughs of older asset values compared to younger vessels.

“A recent softening in year-over-year comparisons for both newbuild prices and vessel earnings could indicate early signs that the second hand market may follow suit,” says Plamen Natzkoff, Associate Director, Dry Bulk Commodities and Freight, MSI. “This suggests that prices may continue to rise year-over-year in the near term, albeit at a slower pace, but could start to decline within six months, implying a peak in asset prices around the end of 2024 and the beginning of 2025.”
 

8. Fuel compliance

Fuel selection will be a critical factor for shipping companies to minimise financial exposure under the FuelEU Maritime regime and compliance will depend on reliable monitoring of fuel use and emissions, says OrbitMI. The NYC-based software-as-a-service company is now providing   data-driven tools to effectively navigate the complex regulation together with partner Bureau Veritas (BV).

The latest EU regulation, coming on the heels of the EU ETS, entails new operational challenges as vessel operators must carefully manage and monitor their fuel mix across voyages to optimize compliance and minimize penalties for non-compliance with GHG intensity reduction targets.

OrbitMI CEO Ali Riaz says FuelEU “represents a significant shift in maritime regulations to drive more sustainable fuel solutions, with a whole new level of complexity for shipping operations”.

“Companies trading in the EU need to understand the regulation and adapt their operations to FuelEU as the clock ticks to implementation in 2025. Success in this new regulatory environment also requires enhanced cooperation between shipowners, operators and managers,” he says.

Riaz points out that accurate tracking, reporting and verification of fuel use and emissions will become essential for compliance under FuelEU, as well as sharing of real-time voyage data among the various stakeholders to provide visibility for optimal decision-making.

OrbitMI, with BV Marine & Offshore, has enhanced its Orbit vessel performance platform for FuelEU planning and monitoring to optimize operations, while facilitating data management and collaboration for efficient regulatory compliance.

Download their FuelEU Position Paper here.

The collaborative platform allows seamless communication between stakeholders to ensure decisions affecting FuelEU compliance are visible to all parties.

By providing visibility into the vessel’s itinerary, position, daily fuel consumption and weather conditions, both the vessel owner and operator can avoid post-voyage surprises and take decisions that minimize or eliminate penalties.

 FuelEU is intended to promote uptake of alternative fuels through a penalty system for compliance deficits calculated according to stipulated levels of GHG intensity, based on well-to-wake emissions covering the full fuel lifecycle from extraction to distribution. GHG intensity reduction targets will be progressively increased from 2% starting next year to 80% by 2050.

The regulation also introduces flexible mechanisms for pooling, banking and borrowing of compliance surpluses or deficits to facilitate compliance and thereby avoid the cost of penalties – as well as potential expulsion from trading in the EU for two consecutive years of non-compliance.

Fuel selection is therefore an all-important factor and boosting the use of biofuels is seen as the most viable option to ease compliance in the short term. Biofuel usage can both curb exposure to penalties and generate profitable surpluses for pooling with non-compliant vessels.

The Orbit platform allows simulations to predict the impact of bunkering decisions on carbon intensity thresholds in pre-fixture planning, and thereby estimate FuelEU exposure and impact by vessel, voyage or fleet. This makes it possible to optimize routes and bunkering strategies to minimize penalties.

 Operational decisions can also be monitored during voyages, with post-voyage tracking and reporting to ensure compliance, as well as generation of insights to inform future bunkering decisions.

The platform, with streamlined collection and transmission of compliance data as well as integration with existing systems like VeriSTAR Green for efficient reporting, is set for further FuelEU upgrades to be rolled out in the near future that will include new features such as pooling management.

“The complexity of new regulations demands innovative data-driven solutions that streamline compliance, optimize operations and drive sustainable practices,” Riaz concludes.

 9. Methanol boost
 
A new White Paper prepared for the Methanol Institute by Dr Jeroen Dierickx, an energy and fuel expert at iDefossilise, concludes that the FuelEU Maritime Regulation and EU Emissions Trading System (ETS) will create a level playing field for bio- and e-methanol, making them economically competitive compared to fossil marine fuels.

Under the EU’s Fit for 55 regulatory package, vessel operators are incentivized to transition to these sustainable fuels through significant penalties levied on continued fossil fuel use. For fuel producers, the regulations offer a stable, long-term framework from 2024 to 2050, paving the way for secure investment opportunities in the maritime sector.

Gregory Dolan, CEO of the Methanol Institute, stated: “The study confirms the profound impact of regulations on the demand for methanol as a marine fuel. The findings indicate that the emerging EU regulatory framework is robust enough to enhance the business case for low-carbon and renewable methanol fuels and fuel blends, supporting the transition to a sustainable maritime industry.’’

Key findings of the study:

•    Regulatory penalties and costs: The FuelEU Maritime Regulation sets targets for reducing greenhouse gas emissions from the maritime sector and imposes increasingly severe penalties on fossil fuels such as Very Low Sulfur Fuel Oil (VLSFO). Non-compliance costs for vessel owners will escalate from €39 per ton in 2025 to €1,997 per ton by 2050.

•    EU ETS implementation: Regulatory costs under the EU ETS carbon emission trading scheme that also covers the maritime sector, are phased in from 40% in 2024 to 100% in 2026. With a projected market price of €100 for CO2 emission allowances, the additional cost for VLSFO is estimated at €321 per ton.

•    Compliance options: To avoid these penalties, vessel owners can use bio- or e-methanol, or blends of fossil and sustainable methanol as viable compliance options and encourage the development of a sustainable methanol supply chain.

•    Price estimates: The analysis forecasts the average maximum price for bio-methanol to be €1,193 per ton from 2025-2050. For e-methanol, prices are estimated at €2,238 per ton from 2025-2033, decreasing to €1,325 per ton from 2034-2050 when the reward factor for using renewable fuels of non-biological origin (RFNBO) expires in 2034. Including EU ETS costs, these prices rise by €150 per ton for both fuels.

•    Fuel blends: Every five years, the FuelEU Maritime greenhouse gas emission targets increase, from 2% in 2025 to 80% by 2050.  These targets can be met by blending bio- or e-methanol with conventional natural-gas based methanol, increasing from 14% bio-methanol and 7% e-methanol in 2025 to 28% bio-methanol and 25% e-methanol in 2035, and fully 100% bio-methanol and 91% e-methanol by 2050.

•    Economic viability: Both bio- and e-methanol show significant economic potential under the new regulations. The FuelEU Maritime Regulation and EU ETS are expected to effectively promote the adoption of these sustainable fuels in maritime shipping.

This study marks an important milestone for the maritime sector, providing a clear pathway for companies to align with regulatory frameworks while transitioning to sustainable fuel options. It further provides an investment timeline for producers to align production of conventional and renewable methanol with projected demand.

Download the full study from here.

10. Dry bulk standard

INTERCARGO is strongly urging its members (shipowners, managers and operators) to subscribe to the newly launched Dry Bulk Management Standard (DryBMS) portal. With safety, operational efficiency, and sustainability at the forefront of the dry bulk shipping industry, active participation in this pioneering platform is essential for shaping the future of the sector.

 By joining the Dry Bulk Centre of Excellence (DBCE), subscribers will have a unique opportunity to contribute to the ongoing development of the DryBMS standard, ensuring that it reflects the needs of all stakeholders. The DBCE’s governance structure, which provides equal standing for shipowners, operators and charterers, allows subscribers to have a direct voice in guiding the standard forward.

INTERCARGO, as a founding member of the DBCE, alongside BIMCO, ICS and Rightship, believes that member involvement is key to achieving the widespread adoption of DryBMS. This collaboration aims to foster a safer, more efficient, and environmentally sustainable dry bulk industry, and industry participation is critical to making this vision a reality.

 To encourage subscription, INTERCARGO is offering an exclusive incentive: the full refund of the £1,000 initial sign-up fee to the DBCE will be credited against the 2025 INTERCARGO membership fee for its members subscribing to DBCE in 2024. This refund makes it even easier for INTERCARGO members to take part in this vital initiative and influence the future of dry bulk shipping.

 The Dry Bulk Management Standard (DryBMS) portal was officially launched on August 22nd, 2024, marking a new era for safety and sustainability in the dry bulk sector. The first 20 companies have already started the process of subscribing to the DBCE. Now is the time for INTERCARGO members to step forward and contribute to the growth and success of the programme.

 For more information, please visit the DBCE website at www.dbce.org  as well as INTERCARGO updates at https://www.intercargo.org/tags/DBCE-DryBMS/
 

11. Richard Woodman

It is sad to record the death of Captain Richard Woodman, Elder Brother of Trinity House, former Commander of Light House tenders, but more generally known known as a distinguished maritime historian and a prolific author of both fiction and non-fiction work, writes Michael Grey. His books on the Malta and Arctic convoys were critically acclaimed while his five-volumes on the History of the British Merchant Navy showed his capacity for detailed research, which reached extraordinary levels in his book The Real Cruel Sea, a moving account of the Battle of the Atlantic from the merchant seafarer’s perspective. In his conclusion to this important book, he wrote of “The great oceanic battlefield still lies to the west of these islands, yet it bears no record of those whose bones lie beneath its surface and is troubled only by the great winds that scour its surface.” In his books, Richard Woodman has left a lasting legacy.

Notices and Miscellany

Bulk carriers

The London Shipping Law Centre is holding an event on 16th October at 18.00 hrs at the IDRC in London to discuss topical issues relating to bulk carriers.

REGISTER TO ATTEND

Women in shipping
 
Brodies is to host the Women’s International Shipping & Trading Association UK (WISTA UK) panel on Tuesday 29 October 2024, at their office in Edinburgh.

This panel will highlight the critical importance of a swift and coordinated response between all involved parties to ensure crew safety and effectively mitigate pollution and navigational risks.

Moderated by Duncan MacLean, Head of Shipping and Transport at Brodies LLP, speakers include:

Lisa McAuliffe, Deputy to the Secretary of State’s Representative for Maritime Salvage and Intervention

Allan Stuart, Associate Director at Waves Group

Nicky Cariglia, Independent Consultant at Marritima

Alexandra Couvadelli, Senior Lawyer at Gard UK

Victoria Anderson, Senior Associate at Brodies LLP
 
FREE REGISTRATION

West Hong Kong appointment

West has announced the appointment of Cai Xuanlun (XL) as the new CEO of its Hong Kong office effective December 2024.

XL joined West’s Hong Kong office in 2013, having graduated from Shanghai Maritime University with a law degree and then spending several years practicing law in mainland China. He then earned an MA in Law at University of Bristol before joining the Club, handling both P&I and FD&D claims before transferring to the Underwriting Department in 2017.

He was appointed Regional Head of Underwriting in 2022 and leads the underwriting relationship for West’s extensive Chinese membership. XL will continue in this role in addition to becoming the CEO, supported by the Hong Kong underwriting team which has recently been further strengthened with the appointment of Windy Zheng as Business Development Manager.

XL succeeds Richard Macnamara as CEO, who steps down from the role after twenty-eight years.   Richard will continue to act as a Senior Advisor to XL and the Hong Kong team into 2025.  

DNV

DNV’s latest Maritime Forecast to 2050 focuses on realistic decarbonization measures for ships operating in the 2030s.

The report’s analysis confirms that sourcing enough carbon-neutral fuels will be tough, and on-board carbon capture is a longer-term solution. It suggests focusing short- to mid-term strategy on operational and technical solutions to improve energy efficiency and reduce ship GHG emissions. Maritime Forecast evaluates the tech toolbox, such as electric propulsion, hybrid systems, digitalization, and nuclear, facilitating the decarbonization of ships.

Global health emergency

The ICS Global Health Emergency Guide: Helping shipping companies prepare, act and recover provides a comprehensive and practical framework for shipping companies to get ahead and prepare for any future global health emergency. Drawing on lessons learned from Covid-19 and other global health emergencies that have affected shipping operations, this guide sets out a step-by-step action plan that can be implemented within the safety management system and incorporated into the company crisis management plan.
With extensive insights from global agencies, shipping companies, crews, medical professionals and welfare organisations, this guide allows companies to prepare for, act on, and return to normal operations after, a global health emergency.

Content includes:

  • Roles and responsibilities for all ship and shore teams, including crewing, crisis management and communication teams
  • Seafarer health and wellness and supporting crew’s mental health
  • Reducing risk of an outbreak on board
  • Crew change protocols for crewing and for seafarers
  • Procedures in the event of an outbreak in port and at sea
  • Access to medical care on board and at port
  • Emergency communications planning
  • Re-assessing protocols and implementing lessons learned after a global health emergency
  • Maintaining compliance with international regulations, including the WHO International Health Regulations 2005, the ILO Maritime Labour Convention 2006 and the FAL Convention

Each part (before, during and after) comes with a handy toolkit of more than 30 checklists, posters, templates and forms to help companies practically implement these protocols into their safety management system and deliver on their crisis management plan in the event of an outbreak. The guide can be used across all shipping company departments on shore and on board, and encompasses all stages of emergency response.

The guide is priced at £180. For the full contents list, foreword and more details, visit the ICS Publications website.

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

And finally,

With thanks to Paul Dixon

Things to Think About

Having a sharp tongue can cut your own throat.

If you want your dreams to come true, don’t oversleep.

The smallest good deed is better than the grandest intention.

Of all the things you wear, your expression is the most important.

The best vitamin for making friends….B1.

The 10 commandments are not a multiple choice.

The happiness of your life depends on the quality of your thoughts.

Minds are like parachutes…they function only when open.

Ideas won’t work unless YOU do.

One thing you can’t recycle is wasted time.

One who lacks the courage to start has already finished.

The heaviest thing to carry is a grudge.

Don’t learn safety rules by accident.

We lie the loudest when we lie to ourselves.

Jumping to conclusions can be bad exercise.

A turtle makes progress when it sticks its head out.

One thing you can give and still keep…is your word.

A friend walks in when everyone else walks out.

The pursuit of happiness is the chase of a lifetime!

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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