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IN THIS ISSUE
1. Inconvenient convenience
2. Whistleblowing
3 LOF opinion
4. Cross border enforcement
5. UK sanctions HFW
6. Container shipping demand
7. BIMCO plastic advice
8. Seafarers’ happiness
9. Methane slip
10. Images at sea
11. Night watches
12. Insider threats
13. Training partnership
14. Inspection campaign
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. Inconvenient convenience
By Michael Grey
It was years ago that an old friend, who was a shipbroker, told me proudly that using his new mobile telephone, then something the size of a house-brick, he had fixed a cargo for one of his clients from the vegetable aisle of his local supermarket, while his embarrassed wife, pretending that he was no possible relation to her, seethed among the frozen foods. He was just so delighted with this remarkable new aid to productivity, that he rang me up on my landline to tell me about it. Sadly, his pleasure was not to last. Within months, he would be woken up before dawn as his clients in Hong Kong enthusiastically sought his opinion on some likely cargo and eighteen hours later, as he was preparing for bed, there would be an urgent demand for action from San Francisco. The age of constant and global availability, with this one hard-worked soul, effectively and in real time, doing the job of three people, had brutally arrived. His life, previously governed by the hours worked by the bad-tempered office telex operator and the need to give three days’ notice to book an international call from Piraeus, had changed, utterly. Fortunately, he retired a long time ago, so the new threats of Artificial Intelligence will hopefully pass him by as they afflict Generation Z.
Whether the stresses and strains of modern and instant communication will be mitigated by the suggestions that the new UK Labour government could enact a sort of “switch-off” law to give employees a bit of remission from being always on-call, remains to be seen. I would doubt that it has much chance of success, especially in any international business, where somebody refusing to pick up a phone will be regarded unfavourably. It might be both sensible and acceptable for airline pilots or long-distance lorry drivers to officially “clockoff,” but most of us cannot cite health and safety rules, although mental pressures seem to be looked upon with rather more sympathy these days. Mind you, the whole argument for privacy has been rendered awry by the Working From Home culture and the availability of “mouse-movers”, which give the impression of diligent activity, when there is none. But just maybe, with the concerns about “resilience” in a digital age, rearing their exceedingly ugly head with the global outage of pretty well everything during the “CloudStrike” emergency last month, the practices of the past may prove not to be completely outdated. Maybe we need alternatives to having all our data in cyberspace, where random IT nerds or malicious state hackers cannot cause such mayhem.
We perhaps should not be taking Russia as an example of forward-thinking, but I was reading that old-fashioned typewriters and paper, have been enjoying a comeback as a result of fears about electronic security in that paranoid society. I still have my old portable in the attic, although quite who might manufacture ribbons may be a problem. And even Telex machines, I am told, are being disinterred from store cupboards, or even antique shops, although you might need special training to work them. It is good to be given a sharp shock about our vulnerability in this digital, interconnected world, where those who believe in instantly accessible data and a cashless society were seriously embarrassed by the temporary shutdown of so much that we have learned to depend upon. All this, we were given to believe, was as a result of some technical error, but goodness knows what a really determined enemy might do to our digital dependence. You may guarantee that they are practising hard against that need, and will have been tremendously comforted by this untoward “dress rehearsal.” And in ships at sea, you have to hope that they are checking up on what the screens are telling them, by using the old tried and tested. “Lead, log and look-out” will get you home, even though it might be rather tedious. There is some useful advice in this week’s Spectator, where advertising man Rory Sutherland advocates a sort of Luddism as a defence against technological vulnerability. “Carry cash. Book your flights from a human. Shop locally. Write cheques. The downside of digital convenience and efficiency is fragility.” Wise words. You do not need much imagination to transpose this to its maritime equivalence.
Michael Grey is former editor of Lloyd’s List.
2. Whistleblowing
The US Department of Justice (DOJ) released its Corporate Whistleblower Awards Pilot Program recently as part of its “policy sprint,” law firm Holland & Knight says in an opinion piece.
Under the programme, DOJ may, in its sole discretion, award significant payments to individuals who report criminal wrongdoing in four key areas of interest to the government. DOJ structured the programme to incentivize employee whistleblowers to report internally first, although it is unclear whether those incentives will suffice.
After announcing at the ABA White Collar Crime Conference last winter that it would engage in a months-long “policy sprint,” the DOJ released its Corporate Whistleblower Awards Pilot Programme recently. The much-anticipated programme is intended to fill gaps in the patchwork of federal whistleblower programmes currently administered by other agencies.
DOJ also announced that for the three-year duration of the Whistleblower Programme, it has amended its Corporate Enforcement and Voluntary Self-Disclosure Policy (CEP) so that any company that receives an internal report of wrongdoing first, will qualify for a presumption of declination (i.e., no nprosecution) if the company reports to DOJ’s Criminal Division within 120 days of receiving the internal report (and before the Department contacts the company) and satisfies all of the other requirements of the CEP.
According to Department officials, these changes reflect efforts to add new tools to prosecutors’ “enforcement toolbox” and to further expand its efforts in the area of corporate enforcement.
Additional guidance, as well as an Intake Form, have been posted to DOJ’s website.
3. LOF opinion
Hill Dickinson has recently written an opinion piece on the new salvage agreements LOF 2024 and the related London Market Default Clause 2024.
In light of a recent series of large-scale maritime casualties, the need for effective and clear contractual frameworks for salvage operations has never been more critical. Unsurprisingly, despite its reduced usage in recent years, the Lloyd’s Open Form (LOF) remains the premier emergency response contract for managing large and complex incidents, providing a robust mechanism for addressing immediate threats to property and the environment.
On 1 June 2024, the Lloyd’s Salvage Arbitration Branch published the latest edition of the LOF, consisting of significant revisions aimed at enhancing efficiency and applicability in modern salvage scenarios.
Following the release of the LOF 2024, the London Market has drafted (in collaboration with the International Chamber of Shipping) a London Market LOF default clause (Market Clause 2024) for insertion into hull and machinery policies. The stated aim is, with its proposed introduction in January 2025, to promote the use of LOF. For the full article see the Hill Dickinson website.
4. Cross border enforcement
What will the UK’s ratification of the 2019 Hague Convention mean for cross-border enforcement? On 27 June 2024 the United Kingdom ratified the 2019 Hague Convention on the Recognition and Enforcement of Foreign Judgments in Civil or Commercial Matters (the 2019 Hague Convention), this change will bring practical benefits to parties seeking to enforce against those with assets in, for example, the EU and will give additional comfort to those negotiating English jurisdiction clauses in their contracts. For details see the Holman Fenwick Willan website.
5. UK sanctions
In another article HFW looks at the UK sanctions regime and provides guidance for insolvency practitioners. See their website for the full story.
In the case of Hellard & Ors v OJSC Rossiysky Kredit Bank & Ors1, the English High Court considered how the Russia (Sanctions) (EU Exit) Regulations 2019 apply in the context of bankruptcy proceedings where there are Russian creditors who may be subject to sanctions. The trustees in bankruptcy sought directions from the court on how to deal with this thorny and, at present, relatively untested issue.
Having examined the legal issues raised and the factual matrix in this case, the Court held that:
Whether an individual / entity (including creditors) is controlled by a “Designated Person”, and therefore caught by the UK’s Sanctions Regime, is a question of fact.
Creditors’ voting rights under the UK’s statutory Insolvency Regime do not constitute “funds” or “economic benefits” for the purposes of the UK’s Sanctions Regime.
Creditors using such rights, or insolvency practitioners accepting such votes, do not amount to “dealing with” funds or with economic benefits under the UK’s Sanctions Regime.
The Court’s findings are of great significance to the insolvency industry and to creditors alike. Given the prospect of an extended war in Ukraine, this decision is likely to be one of an increasingly important line of authorities which will remain relevant for many months and years to come.
6. Container shipping demand
Ocean container shipping demand from China to North America and North Europe continued to break records in June as importers rushed to protect supply chains amid the global disruption caused by conflict in the Red Sea according to Xeneta.
The latest data, released recently, shows 800 000 TEU (20ft equivalent units) were shipped from China to North Europe in June, which is the highest ever monthly figure on this trade (Source: Xeneta, Container Trades Statistics).
While the trade from China to North America did not set a new all-time high, it was still the highest volume of containers to have ever been shipped in the month of June at 1.36m TEU. This makes June 2024 the eighth highest month on record and is beaten only by the extraordinary volumes shipped at the height of Covid-19 pandemic disruption in late 2020 and 2021.
Peter Sand, Xeneta Chief Analyst, said: “Conflict in the Red Sea has brought a major shift in the traditional seasonality of ocean supply chains, with concerned shippers rushing to import as many goods as they can earlier in the year.
“Shippers assessed the impact of the Red Sea conflict on ocean supply chains and are not prepared to take the risk of repeating the chaos of the pandemic years – meaning we have seen record-breaking volumes on major fronthaul trades out of China ahead of the traditional peak season in Q3.”
The record volumes in June coincided with spiralling average spot rates on trades from the Far East to the US and North Europe. Xeneta data shows spot rates into the US West Coast and US East Coast increased by 144% and 139% respectively between 30 April and 1 July. Spot rates increased by 166% into North Europe during the same period.
Sand said: “Shippers wanted to protect supply chains and that has come with a heavy price tag. The massive volumes shipped in May and June contributed to the severe congestion seen at ports in Asia and the dramatic spike in rates.
“Those shippers who rushed imports may have spent far more than they wanted to, but they clearly felt it was a price worth paying to lower the level of risk in their supply chains later in the year. We have seen shippers importing Christmas goods as early as May because hindsight is a luxury they do not have – they needed to take immediate action.”
There are signs that the record-levels of demand for container shipping from China to North America and North Europe may have peaked.
Average spot rates from the Far East to US West Coast and East Coast are now softening, having fallen by 17% and 3.2% respectively since 1 July. Average spot rates from the Far East to North Europe have held a little stronger, but have now fallen slightly by 1.6% since 31 July.
Sand said: “There is a clear correlation between record-breaking volumes and spot market developments on the major trades from China to North America and North Europe.
“If we are now seeing spot rates softening in August, that would suggest we have also already seen the peak in demand for ocean container shipping and volumes should be lower in July and August during what would ordinarily have been the peak season.”
7. BIMCO plastic advice
BIMCO has published a Best Practice Guide to help shipowners reduce their single-use plastic footprint by installing advanced drinking water systems onboard. The guide aims to ensure the highest quality drinking water is available onboard, prioritising seafarer wellbeing.
A survey by BIMCO in 2021 determined that between half a billion and one billion bottles of drinking water are used on board cargo ships for seafarer hydration needs per year. These are primarily single-use plastic (SUP) bottles. Even with all the best efforts to undertake proper management onboard and discharge of the plastic waste generated, there is still a risk that bottles could reach the ocean due to mismanagement on land becoming part of the “marine litter” problem.
As well as the catastrophic impact poorly managed plastic waste is having on the ocean plastic bottles have other environmental footprints such as high greenhouse gas emission (from production to supply) and high water-demand during production.
BIMCO has prioritised actions that allow shipowners to reduce and, where possible remove, SUP bottles from ships and believes the shipping industry has the opportunity to show real leadership in this area. The best practice guide shows how simple making an impact can be – as well as highlighting the significant cost-savings and additional business, moral and environmental benefits of stepping away from plastics.
BIMCO says many members have already begun to take action to remove SUP used on their ships and demonstrated the potential to significantly reduce the number of plastic bottles purchased by a company through the purchase or leasing of an advanced drinking water system (or systems) that provides fresh potable water. However, practical guidance on selection of systems and safe operation and maintenance was identified as a limiting factor for those ship owners wishing to implement a change. “The art and science of removing single-use plastic bottles from ships – A practical guide to ensuring safe and high-quality drinking water and realising the environmental benefits of plastic removal” takes the experiences of those members who have made the leap to remove plastic bottles and puts it into some easily digestible steps. It describes technologies designed to replace bottled water and details key questions to ask potential suppliers- providing shipowners with the necessary tools to choose the most effective and suitable system. It also outlines different methods to encourage seafarers to trust and consume water produced on board, including regular water testing, transparent communication of test results, and conducting blind taste tests as well as ways to dispel misconceptions about tap water.
Find the BIMCO Best Practice Guide for SUP Removal here
8. Seafarers’ happiness
The findings of the latest Seafarers’ Happiness Index report by the Mission to Seafarers reveal a mixed but increasingly positive picture of seafarers’ well-being, with the happiness index increasing slightly to 6.99 in Q2 2024, marginally up from 6.94 in Q1 of this year.
However, the survey results reveal concerns over the emergence of two classes of life at sea for seafarers. There are suggestions of a ‘digital divide’ when it comes to accessing the benefits of modern communications and connectivity at sea, as well as different levels of training and preparedness for new fuels and new technologies for crew on different types of vessels.
The Seafarers’ Happiness Index (SHI) is a quarterly survey undertaken by the Mission to Seafarers, delivered in association with Idwal and NorthStandard and supported by Inmarsat. The survey offers vital insights into the sentiments and experiences of the men and women who serve at sea.
According to the feedback from the Q2 report, the positive shift in seafarer well-being is a testament to improvements in several critical areas, including shore leave, wages, training, crew interaction, and workload.
Although this modest improvement in an otherwise stable set of results is welcomed, the picture is slightly more complicated than meets the eye. Vessel type can significantly affect the well-being of seafarers, with seafarers on tankers reportedly feeling well-prepared, qualified, and ready to tackle the challenge of new fuels. In contrast, those on dry cargo and container vessels feel left out of crucial technologies and developments emerging in the industry.
Those serving on vessels with up-to-date communications technology comment on how it is transforming the social and emotional landscape of life at sea, as it is critical for connectivity and links to home. Many seafarers express profound gratitude for maintaining regular contact with loved ones. However, for those who do not have those means of communication, life on board can be challenging; many are facing limited data, slow connections or no access at all.
Similarly, shore leave, a crucial aspect for maintaining mental and physical health, is often restricted for seafarers due to tight port schedules, regulatory barriers, and inconsistent practices across different ports and companies. While access to recreational facilities like gyms is essential for maintaining health, the quality of equipment and safety standards often need to be improved. Additionally, cost-cutting measures can lead to monotonous meals, adversely affecting crew morale.
The multicultural nature of crews presents both opportunities for enriching cultural exchange and challenges in managing social dynamics, highlighting the need for practical, social activities to foster crew bonding. Bureaucratic burdens add another layer of stress, with increasing paperwork and regulatory requirements despite the push for digitalisation.
Workload varies widely depending on the type of ship, company policies and schedules, exacerbating these challenges. Finally, some seafarers often report feeling unrecognised and unsupported when ashore, underscoring the urgent need for greater respect and acknowledgement of their contributions to global trade and the economy.
Andrew Wright, Secretary-General, The Mission to Seafarers, said: “Although there are still plenty of areas of growth that need attention, our report reveals an encouraging trajectory of steady recovery and stabilisation after what has been a tumultuous year for seafarers. I’m heartened that those responsible for our seafarers are taking measures to ensure the enhancement of well-being. However, reports of a distinction between the ‘haves and have-nots’ of welfare standards on board are worrying. Every single seafarer deserves access to the fundamentals that are needed to support a safe and rewarding life at sea, including access to shore leave, decent connectivity, good onboard facilities, and regular training.
“It is critical that the industry continues to support and bolster seafarers to maintain this positive momentum. Our job is to raise the profiles and voices of seafarers by building a maritime industry that truly values seafarers’ living standards, welfare, and happiness across the globe.”
To read the full Seafarers Happiness Index report for Q2 2024, click here.
9. Methane slip
Industry coalition SEA-LNG has underlined the significant progress being made to eradicate methane slip as uptake of the LNG pathway accelerates. With continued collaborative efforts across the value chain, methane slip will be eliminated for all engine technologies within the decade.
Today, 2-stroke diesel cycle engines account for approximately 75% of the LNG-fuelled vessel order book. These engines have effectively eliminated slip already. For low-pressure engine technologies where methane slip remains an issue, manufacturers have already cut the levels of slip from low-pressure 4-stroke engines by more than 85% over the past 25 years. It is worth noting that methane slip has been eradicated for the similar LNG dual-fuel engine technologies used in the heavy-duty vehicle sector. The science is clear, the technologies exist, and engineering will soon solve the problem.
Peter Keller, Chairman of SEA-LNG, said: “We congratulate the efforts and initiatives such as the Methane Abatement in Maritime Innovation Initiative (MAMII) and the GREEN RAY project. As LNG continues to gain widespread recognition as the current practical and realistic alternative fuel pathway, it is reassuring to see growing evidence that the challenge of methane slip will be eliminated within this decade.”
There is a growing momentum for LNG as a marine fuel. Clarksons’ data shows that 109 LNG dual fuel vessels have been ordered in 2024 up to June. There are now more than 550 LNG-fuelled vessels in operation, a number expected to double by 2027.
Keller concluded: “There is universal agreement that the science is understood, and we have the necessary tools and technology to abate methane emissions, it is the final elements of the engineering that are being worked on. This, in combination with the option to transition to net zero emissions through bio-methane and e-methane, provides ship owners and operators with the confidence that vessels ordered today are future-proofed for the next 25 – 30 years. This cannot be said for any other alternative fuel right now.”
For more information on methane slip, see the methane slip fact sheet on SEA-LNG’s website.
10. Images at sea
The Nautical Institute is excited to announce its partnership with the International Maritime Organization (IMO) and the World Meteorological Organization (WMO) for the upcoming 2nd WMO-IMO Symposium on Extreme Maritime Weather “Bridging the Knowledge Gap Towards Safer Shipping,” (23-26 September 2024).
The event will focus on the critical role of weather forecasting in maritime safety, emphasizing the need for improved early warning systems to protect those at sea and ashore.
To support the Symposium’s goal of enhancing communication and understanding between weather forecasters and maritime professionals, The Nautical Institute is calling all mariners worldwide to share their real-life experiences of extreme weather at sea.
Contribute to The Nautical Institute Weather Forecast Survey
The Nautical Institute also seeks participation in a survey designed to understand how maritime professionals receive and utilise weather forecasts.
Insights will directly influence the Symposium’s interactive workshops, helping bridge the gap between weather forecast generation and practical application at sea.
By participating, individuals will contribute to better-informed and safer maritime operations, where the experiences of those at sea can shape more effective weather forecasting and communication strategies.
Catch That Wave on Camera!
In addition, The Nautical Institute invites mariners to submit photos and/or videos capturing the full spectrum of extreme maritime weather, from hurricanes and hailstorms to fog, snow, and sandstorms. Submissions will play a vital role in informing the Symposium’s discussions, providing an important insight into the conditions faced by those at sea. Alongside photos/videos, photographers are encouraged to share details about the location, conditions, and the corresponding weather forecast.
The Nautical Institute would like as many seafarers as possible to join in this initiative, share experiences, photos/videos and insights to help create a safer future for mariners everywhere.
Submit photos/videos: research@nautinst.org
Survey: https://www.surveymonkey.com/r/SPPZHB2
IMO Event link: https://rb.gy/rodrd7
WMO Symposium link: https://rb.gy/i1nu5d
11. Night watches
Finland’s Groke Technologies is supporting calls made by flag states and shipowners for the International Maritime Organization to withdraw MSC/Circ.733 and other circulars, allowing for the reintroduction of trials in which a ship’s Officer of the Watch (OOW) acts as the sole watchkeeper in periods of darkness.
Groke support follows the submission of documents by the Netherlands, Germany, and the International Chamber of Shipping that propose the revocation of MSC/Circ.566, MSC/Circ.733 and MSC/Circ.867 that prohibit such trials so that the maritime autonomous surface ship (MASS) regulatory framework keeps pace with rapidly evolving technology.
Prior to publication of MSC/Circ.733 in June 1996, ship operators were permitted to carry out trials in accordance with the requirements set out in MSC/Circ.566, adopted in 1991.
However, while the results of initial trials on thirty or so ships indicated that a sole watchkeeper provided “at least the same degree of safety and pollution prevention” as traditional nighttime watchkeeping arrangements. Administrations were called upon to discontinue the trials indefinitely.
“We are of the same view as that put forward by the Netherlands, Germany, and the ICS, said Groke Technologies’ founder and CEO Juha Rokka. “Initial concerns that only one watchkeeper adversely affects navigational and environmental safety have been disproven with today’s advanced AI-based situational awareness technology.”
In the MSC 107/5/5 document submitted in March 2023, it states “new means of detection technology have emerged which may possibly surpass human detection capabilities.”
The Netherlands, Germany, and the ICS further that new technologies may well serve as alternative methods of performing specific duties or satisfying the arrangements prescribed by the STCW Convention, which would provide at least the same degree of safety, security and pollution prevention as provided by STCW regulation I/13.
“Navigational safety technology has advanced significantly in the 25 years since MSC/Circ.733. We now need to address whether an additional watchkeeper at night is required or not,” Rokka said. “With current technology, the OOW could have far greater all-round visibility, day and night, that may not be picked up by the human eye. Further studies and trials are required.”
All parties believe that continued prohibition of solo watchkeeping trials could hamper MASS trials and prevent the adoption of new technology.
The current requirement for an additional watchkeeper at night also has an impact on seafarer wellbeing, according to Niels van de Minkelis, Nautical and Technical Affairs Director at the Royal Association of Netherlands Shipowners.
“Our members believe the introduction of new technology capable of supporting the Officer of the Watch not only helps improve navigational safety by mitigating risks associated with human error, but replacement technology that surpasses human detection capabilities in periods if darkness also provides another crew member available for daytime duties, which will reduce seafarer stress and increase their overall well-being”.
A one-man bridge operation during periods of darkness was also supported in a separate document submitted by Liberia in September.
The Maritime Safety Committee has instructed the HTW Sub-Committee to consider the documents as a priority when it meets in February 2025.
12. Insider threats
IMO has launched a new toolkit that will help the global maritime industry respond better to ever-evolving ‘insider threats’.
Insider threat refers to the risk that arises from a maritime employee carrying out or enabling a security incident, either through a lack of awareness, complacency or maliciousness.
For terrorists and organized crime groups who are constantly looking to exploit vulnerabilities in security controls of ports and ships, insiders can offer a tactical advantage, as they hold privileged access to secured locations, items or sensitive information.
To address the issue, IMO partnered with the International Civil Aviation Organization (ICAO) to develop the new Insider Threat Toolkit. The toolkit outlines various good practice security measures, including background checks and vetting, access control measures, patrolling, surveillance and monitoring, advance technologies and the use of artificial intelligence.
Andrew Clarke, Technical Officer, Maritime Security Section at IMO said: “We currently face an extremely diverse and challenging set of maritime security threats and risks globally. A ‘One-UN’ approach involving all partner UN organizations and agencies is critical, and we are grateful to ICAO for their strong support in producing this new Toolkit to address the threat of insiders in the maritime sector. It is crucial to keep developing new products and training in an evolving world, and to assist Member States in their efforts to fully implement all maritime security measures.”
The toolkit can be used by any organization operating in the maritime environment, including Maritime Administrations, Designated Authorities, shipping companies, port operators and other maritime stakeholders.
The digital version of the Insider Threat Toolkit is available online: Insider Threat (imo.org)
13. Training partnership
UK P&I Club has announced a new partnership with the proactive learning expert Marcin Nazaruk. As part of a new training programme, supported by the Club, Nazaruk will introduce members to the approach, skills, and tools required to incorporate the Learning from Normal Work methodology into their daily practices, to improve incident prevention.
Learning from Normal Work is a practical research-based methodology that challenges traditional approaches to safety and risk management. Rather than focusing exclusively on identifying potential hazards or improving through accident investigations, Learning From Normal Work helps companies identify the sources of operational inefficiencies and the causes of accidents before they happen.
The sessions and additional training packs will combine modern industrial psychology and tested industry practices to support proactively identifying and addressing error traps before they result in an incident, with a view to improving organisations’ operational safety and efficiency.
The sessions will provide guidance on:
- How to prevent human error
- Why people don’t follow the rules and use workarounds, what makes compliance difficult and how to proactively identify where and how non-compliance can happen
- How to use the gap between plan and reality to find the next wave of improvements
- How performance variability affects risk
- How to ask questions to open people up and hear stories about operational dilemmas
- Practical tools such as Walk Through – Talk Through or Learning Teams
Stuart Edmonston, Director Safety & Risk Management at UK P&I Club, said: “Ship owners and operators are facing an increasingly risk-intensive operating environment as they navigate market changes. As part of the UK P&I Club’s Safety & Risk Management division, we understand the need to look outside of our industry to make sure we keep in step with the best practices in safety and risk assessment. Our collaboration with Dr. Marcin Nazaruk provides our members with access to the latest innovations in practical psychology, to ensure that their approach to loss prevention adapts to meet the modern demands of our industry.”
Dr. Marcin Nazaruk, Founder of Psychology Applied, said: “I’m delighted to be partnering with the UK P&I Club to make Learning from Normal Work available to the maritime industry and help its Members to sharpen their loss prevention techniques. This approach will take Members on a journey to re-examine everyday activities and develop a practical framework that will proactively identify precursors to future accidents, quality defects, and operational issues before they happen. By doing so, we can empower ship owners and operators to take tangible steps to improve the safety and efficiency of operations onboard vessels.”
For more information regarding the UK P&I Club’s partnership with Dr Nazaruk, please follow this link: https://vimeo.com/930596314
14. Inspection campaign
Paris and Tokyo MoU have announced that they will jointly launch a new Concentrated Inspection Campaign (CIC) on Crew Wages and Seafarer Employment Agreements (MLC, 2006) from 1st September 2024 to 30th November 2024.
The purpose of the campaign is:
to create awareness within the shipping industry about the requirements on crew wages and seafarer employment agreements (MLC, 2006); and
to verify that ships comply with these requirements.
During this period of three months, the Port State Control Officers (PSCOs) will examine specific areas related to crew wages, seafarer employment agreements (SEAs) and financial securities (repatriation and shipowners’ liability) under MLC, 2006 during regular PSC inspections.
A ship will be subject to only one inspection under this CIC during the period of the campaign.
The PSCOs will use a list of predefined questions during the CIC. If deficiencies are found, actions by the Port State may vary from recording a deficiency and instructing the Master to rectify it within a certain period of time to detaining the ship until the detainable deficiencies have been rectified, or until the Port State has accepted a proposal for a plan of action.
Members are recommended to refer to the attached questionnaire to assist their shipboard team in preparing for the PSC inspections.
Members are also reminded that the 2022 Amendments to the MLC, 2006 will enter into force from 23 December 2024. As such, Members are recommended to review their processes in line with the following new standards:
Standard A3.1 & Guideline B3.1.11: Ensure recreational facilities include social connectivity, telephone communications, and internet access for seafarers.
Standard A3.2: Provide free drinking water and balanced, hygienic meals considering the cultural practices of seafarers.
Standard A4.3: Equip seafarers with appropriately sized personal protective equipment to prevent occupational accidents.
Appendix A2-1 & A4-1: Financial security certificates may now include the name of the registered owner of the ship.
DNV is holding a seminar to discuss the issues. See details below.
Notices and Miscellany
OCIMF appointment
The Oil Companies International Marine Forum (OCIMF) has appointed BP’s Senior Vice President Shipping Lambros Klaoudatos as its new Chairman. Lambros takes over the position from Nick Potter, who has been involved with OCIMF at board level since 2014 and has been the organisation’s chairman since 2022.
Lambros is a highly experienced maritime professional with almost 30-years of industry experience across technical, commercial, project management and leadership roles both at sea and onshore. He began his career sailing on passenger vessels, working up to the rank of Master/Offshore Installation Master (OIM) aboard dynamic positioning (DP-3) drillships. He came ashore with bp in 2007 as a Superintendent for Offshore Assurance at bp (USA). In the 17 years since, Lambros represented bp in the USA in a number of roles before his appointment in 2021 as the global organisation’s Senior Vice President Shipping.
Karen Davis, Managing Director, OCIMF, commented: “Nick has been instrumental in supporting the implementation of our new strategy across all areas of work and we are very grateful for the leadership and support he has provided throughout his tenure and we wish him all the best in his future endeavours. Lambros brings a wealth of experience to the role, where he will support OCIMF’s senior leadership team and secretariat in the roll-out of SIRE 2.0 as well as our industry advocacy and engagement work.”
Inspection campaign seminar
The PSC Concentrated Inspection Campaign (CIC) will be taking place from 1 September 2024 until 30 November 2024. It will focus on “Crew Wages and Seafarer Employment Agreement under MLC”. DNV is holding a webinar to discuss the issues.
This webinar centres on a questionnaire published at the beginning of August by the Paris and Tokyo MoUs. Every year, a focus topic is agreed by the two PSC regimes, which then serves as the subject of detailed checks during regular PSC inspections. The vast majority of PSC regimes are expected to join the CIC this year.
Webinar agenda:
Background to all questions of the CIC on Crew Wages and Seafarer Employment Agreement under MLC
Relation of this CIC to ISM
Current PSC topics
There will be two sessions at:
09:00 AM – 10:00 AM CEST (UTC +2)
04:00 PM – 05:00 PM CEST (UTC +2)
SIGN UP NOW for the preferred time on 20 August.
Dragon boat race
The 9th OSCAR Dragon Boat Race will take place on Friday 13th September 2024 in London. This annual event has already raised over £1.5m towards the total raised by the OSCAR Campaign which now exceeds £2.7m. 25 teams compete against one other and the top six teams battle it out in a final. There is a bar, food, quayside games and activities and music to get everyone in the mood. It’s an excellent networking event which attracts hundreds of people and is great fun. Most importantly, no training is required – just turn up and join in!
If you’re interested in supporting OSCAR in 2024, whether that’s entering a team or sponsoring the event (we have various options available), do let us know.
For more information on the OSCAR Dragon Boat Race contact Phil Parry and
Bethanie-Taylor Grenfell or visit our website.
You can also attend as a Spectator for the event in which you can purchase your tickets now.
Please notify the Editor of your appointments, promotions, new office openings and other important happenings: contactus@themaritimeadvocate.com
And finally,
With thanks to Paul Dixon
Olympic approach
An Englishman, a Scotsman and an Irishman were trying to get in to see the Olympics without tickets. So they got to the stadium during one of the main events and discussed how they would be able to attend without paying.
The Englishman walked around the stadium and saw a pole lying on the ground and picked it up. He walked to the entrance and said, “Peter. England. Pole throwing.” The guards let him in without hesitation.
The other two see this and are amazed. The Scotsman sees a manhole. He picks up the cover, carries it under his arm to the entrance and says, “McGregor. Scotland. Discus throwing.” The guards let him in also.
The Irishman is very frantic, since both his friends are now inside. He walks around the stadium and finds a roll of barbed wire. He picks it up, walks to the entrance and says, “Murphy. Ireland. Fencing.”
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