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IN THIS ISSUE
1. Anarchy the new normal
2. Smart hub
3. Innovation in safety
4. Fire dangers
5. Sounion statement
6. Women in shipping
7. Supply chain safety
8. SIRE changes
9. Mpox
10. Seafarer assistance
11. Enclosed spaces
12. BIMCO contract
13. Safe bunkering
14. Crew welfare
Notices & Miscellany
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1. Inconvenient convenience
By Michael Grey
You have to hand it to the Houthis, for their ability, with limited resources, to cause an extraordinary amount of trouble in the world. From financial crises in Egypt, with the Suez Canal now working part-time, to weather-induced casualties on shipping diverted around the Cape, it is all down to their malevolent behaviour. They can even chalk up, along with the huge costs of diversions and longer voyages, their signatures on the “net zero” account, with all that extra fuel consumed by ships speeding up to get their goods to market, before the people who ordered them along the supply chain lose heart.
The spectacular outrage of the firing of the fully laden Sounion might be thought of as something of an own-goal, if all the Houthi-claimed littoral is swamped in crude oil. But even here the High Command of this pirate kingdom has reclaimed the high ground, by generously permitting the salvors to tow away the stricken hulk, thus saving the environment which their own over-enthusiastic unit had first put at such risk. They are giving the impression that the Red Sea and Gulf of Aden are firmly under their control, with scarcely a day going by without reports of attacks by their missiles, drones, and remote-controlled speedboats. None of which seems to reflect terribly well on the forces of law and order. There are triumphant reports of coalition warships shooting down the odd missile, but nothing appears to be happening to degrade the ability of these bandits to attack merchant shipping at will.
And of the various navies whose units are engaged on protective duties, it is still only the US, and occasional UK forces, which are prepared to do anything other than defend themselves against the hardware launched from Houthi-controlled territory. The case of the tanker Sounion, which eventually made it into the mainstream media after the fuss about the tragedy off the Italian coast had died down, seemed to exemplify the inability of the defenders against Houthi freedom of the seas. The ship was hit by a number of missiles, and abandoned in the middle of the southern Red Sea. The crew was rescued and taken to safety. But no naval protection appeared available to watch over the derelict, which was then boarded by the pirates, who detonated explosives strategically located around the ship, setting off huge fires, while their triumph was being professionally filmed by camera crews specially tasked to produce the best-possible propaganda for their cause. The whole situation, a bit like the wrecked tanker itself, appears to be drifting, with the Red Sea and Gulf of Aden hostilities seen by governments as a by-product of the more serious conflict in Gaza that will just have to be tolerated.
It is difficult to guess what these mighty strategists are thinking, but they could now believe that the shipping industry has more or less adjusted to the new normal, the casualties are mostly those who are prepared to take the risks, and all the costs are covered by insurance, or by the customers of all those goods on the long haul around Africa. It is a wholly unworthy thought, but the lack of urgency to act in a more robust fashion against Houthi High Command and its military, might also have something to do with the way in which shipping these days is owned and managed, under largely convenient flags, which of themselves have exceedingly little defensive or even diplomatic firepower. The Houthis, whose intelligence service may not be terribly accurate about the supposed Israeli connections of their targets, seem clever enough not to attack a ship emblazoned with the COSCO logo on its side. They also know that the FOC states have no ability whatever to strike back, when they fly their explosive drones into ships registered in these far-off places.
In this miserable stasis, we are left with the fact that nobody, other than the noble welfare agencies and the unions, seems unduly exercised by the lives being led by the crews of merchant ships running the gauntlet through these hostile waters. And that should shame us all. The various industry institutions, even the S-G of IMO, raise their voices, but these are seldom heard against the backdrop of the wider hostilities. And we need to remember, lest we forget, the crew of the car carrier Galaxy Leader, held hostage by the pirates since hostilities began, all those months ago.
Michael Grey is former editor of Lloyd’s List.
2. Smart hub
Bureau Veritas Marine & Offshore (BV M&O) has launched a new smart hub, “MOVE by Bureau Veritas”, at the SMM maritime conference in Hamburg, Germany. Currently available for shipowners, MOVE is designed to integrate various maritime digital applications, helping reduce operational complexity by enabling fast, informed decision-making on asset compliance and performance.
MOVE offers shipowners a streamlined classification experience, allowing them to manage their fleet throughout their lifecycle, and analyze data from a single interface. This will enable users to manage their assets throughout early design, construction and operation.
MOVE is highly customizable and can be adapted to a client’s individual specifications, whilst also having the ability to continue to evolve with the asset, in light of more sophisticated digital tools and processes being introduced to the vessel in the future.
Through MOVE’s app drawer, users can access all of BV M&O’s classification, statutory and technical advisory applications, as well as partner solutions. The new platform builds on the offer of VeriSTAR Info with two new applications for shipowners:
• Fleet in Service: Developed in collaboration with shipowners, “Fleet in Service” provides a visual and intuitive real-time fleet compliance overview to enable fast and accurate situation assessments. “Fleet in Service” can also be used to take action specific to the asset’s needs, such as requesting surveys and taking post-corrective steps.
• Connect your Systems: “Connect your Systems” facilitates the connection of client systems to accelerate the flow of high volumes of data between shipowners and BV M&O, saving time and improving efficiency.
BV M&O is continuously updating and improving MOVE, with new functionalities to be added over the coming months. MOVE is currently available to shipowners and Flag Authorities, and it will be progressively expanded to other profiles, including shipyards, designers, and equipment manufacturers. These users will also benefit from a tailored profile and selection of applications.
Laurent Hentges, Vice President – Digital Solutions & Transformation at Bureau Veritas Marine & Offshore, said: “MOVE is a means for shipowners and BV M&O to rise to the challenge of complying with increasingly complex regulations. It enables a data-centric approach, empowering shipowners to act more effectively, supported by reliable data from a single source.
“We aim to offer the right tools, at the right time, for a digital transformation that suits our clients’ business. Today, MOVE is tailored to shipowners, allowing them to manage their assets in operation, but our vision is that MOVE will go much further in the near future. We want to provide our clients with a truly asset-centric tool, from which they can follow their assets from design throughout in-service life.”
Matthieu de Tugny, President of Bureau Veritas Marine & Offshore, said: “At Bureau Veritas, we are committed to being by our clients’ side to navigate the challenges they face. MOVE is one more step – although a big step – providing the platform to keep evolving and optimizing the classification experience to meet the needs of the future.”
In time, VeriSTAR Info will be phased out and replaced by MOVE by Bureau Veritas’ Fleet in Service app.
3. Innovation in safety award
Developing technologies combined with knowledge and experience at all levels can significantly enhance how one manages very real risks to people, cargoes and services, according to the TT Club discussing an Award it is sponsoring with ICHCA. Risks such as explosion, fire, fall, crush, and moving objects require ongoing control in ports and onboard ships. The better industry gets at this, the better the results for life, limb, cargo and infrastructure.,
“The good news is that cargo handlers, carriers and the developers of technological devices and systems of all shapes and sizes are diligently producing innovations to improve risk control,” reports TT Club’s MD Loss Prevention, Mike Yarwood. “I’m pleased to say that working with ICHCA, our efforts in encouraging such innovation are having a positive effect. This Award plays a significant role in those efforts.”
The enthusiasm with which the Award has been received over the years is evidenced by the consistent number of inspiring entries each year. All deserve praise and the calibre of those that either won or were highly commended supports the confidence that both TT and ICHCA have in maintaining the process each year as a positive force for greater safety awareness.
Among past winners and those selected for special recognition are a diverse mix of established cargo handling operators and technology experts applying their specialist knowledge freshly to the sector, among them:
• Cross Currents 88 and G2 Ocean AS
• Royal Haskoning DHV
• Trendsetter Vulcan Offshore
• AP Moller Maersk for its APMT Vessel Inspection App
• Exis Technologies
• Intermodal Telematics
• VIKING Life-Saving Equipment A/S — HydroPen
• PSA International
• Cargotec Sweden AB
Likewise the safety solutions put forward have been varied: from a netting system to prevent fatal falls in cargo holds to a device for enhancing mooring safety; from a standardized digital platform for terminals to carry out vessel inspections to improvements in the safety and stability of containers on board ships; from a digital temperature alerting system for tank containers to an effective way of fighting onboard container fires and a video analytics solution that helps prevent in-terminal collisions of the heavy cargo handling equipment,
“Our list of previous innovative ideas to increase the safe working of our industry is impressive,” comments Richard Steele, CEO of ICHCA. “We are pleased to have had the opportunity to spotlight their passion and creativity for not just doing the right things right, but doing them better. Every year we speak to people who have genuinely innovated, but just see it as part of their job. We urge all those who have made positive changes to the way they do safety either for themselves or for others through their products or services to enter this year’s Award. The most exciting part of the Award is the resultant sharing of knowledge and forward-looking thought that can deliver valuable advancements in safety. They will make a difference now!”
All entries to the Award are welcomed.
Judging criteria and entry form can be accessed here: https://ichca.com/entering-the-tt-club-innovation-in-safety-award
4. Fire dangers
Prompted by the recent spate of container ship fires, international freight and logistics insurance provider TT Club has stressed the greater need for all players in the global supply chain to recognise their responsibility for accurate and effective communication between all parties for the transport of dangerous goods.
The occurrence of four major incidents aboard container ships, two in port and another two at sea within the last four months has prompted TT to reiterate its long standing fervent message for shippers and those facilitating the supply chain to be more diligent over how their cargoes are classified, packaged, packed, declared and handled.
The sad list of both explosions and fires extends from ‘Northern Juvenile’ in the South China Sea in May, to ‘Maersk Frankfurt’ in the Indian Ocean to more recent incidents in quick succession, which involved ‘MSC Cape Town III’ in Colombo and ‘YM Mobility’ in Ningbo. “The causes remain under investigation,” says TT’s Peregrine Storrs-Fox. “However, there are strong indications that potentially explosive chemicals and fire accelerators, such as lithium-ion batteries, may be involved in at least two of the cases. As with historic incidents, it is likely that various errors occurred as the shipments were initiated and the exact nature of the cargoes was communicated to supply chain counterparties, giving rise again to ‘perfect storms’. Every participant in the process needs to act in the best interests of safety at every point in these cargoes’ journeys.”
This spike in serious container ship fires is reminiscent of the spate in 2019, although the 30 year average frequency may remain one every 60 days – but any life-threatening event is one too many. Of the recent four, unusually two took place while the ship was berthed and shore-side emergency services responded quickly to minimise damage and loss of life – although pollution and potential berth blockage risks emerged. When incidents occur at sea much more serious consequences can develop, as exemplified by ‘Maersk Frankfurt’, where one crewman lost his life, the fire burnt for several days and the ship remains with salvors at sea.
The exact number of containers carrying dangerous goods that are shipped annually is difficult to estimate due to mis- and non-declaration. Partly in response to the issues around inaccurate declaration, the IMO amended the ‘Guidelines for the implementation of the inspection programmes for cargo transport units’[1] in 2022 to urge governments to inspect all types of unit, regardless of the declared cargo. The recently released consolidated results, from just eight countries (or 5% of the signatory states), for 2023 evidence continuing safety concerns.
Although, from the minute sample size of about 0.03% of containerised traffic, ‘placarding and marking’ shows some improvement, this deficiency, being for first visual alert for many stakeholders and particularly emergency responders, remains stubbornly above 40%. Further, reports noting deficiencies in ‘Stowage and Securing’ (within units) – a core CTU Code issue – indicates a rapidly worsening trend over the last five years and the worst position since reports began in 2001. Also of note is the five year worsening trend relating to errors found in documentation, another key risk indicator. Care of every shipment requires good communication along the supply chain, due diligence undertaken by every player and a culture of ‘know your customer and operating partner’.
“In this regard, we applaud the recent statement by China’s Maritime Safety Administration (MSA) that underlined shippers’ responsibilities, in addition to those of the carriers’[2]. Such warnings and encouragements by regulatory authorities are to be welcomed. However, TT would reiterate the statement that regulations merely set the baseline,” concluded TT’s Storrs-Fox
[1] MSC.1/Circ.1649
[2] Quote from the MSA statement as per a translation provided by Lloyd’s List.
Shippers are required to take safety measures including proper packaging and temperature control, and promptly notify carriers of correct dangerous goods names, quantities, hazards, emergency temperatures (if needed), and emergency response measures.
5. Sounion statement
Arsenio Dominguez, secretary general of the International Maritime Organization, made a statement on the Sounion case recently.
“I am extremely concerned about the situation regarding the tanker MV Sounion which was targeted while transiting the Southern Red Sea. The tanker is carrying some 150,000 tonnes of oil on board, that is approximately one million barrels of crude oil.
This is yet another unacceptable attack on international shipping, putting the lives of innocent seafarers at risk. I am grateful to all those involved in the rescue efforts for ensuring the seafarers have now all been safely evacuated.
The risk of an oil spill, posing an extremely serious environmental hazard, remains high and there is widespread concern about the damage such a spill would cause within the region.
IMO is in communication with national, regional and UN entities, as well as other stakeholders regarding the ongoing incident and we are ready to offer support with any technical assistance to address the ongoing safety, security and environmental challenges posed by the stricken vessel.
I continue to monitor the situation closely and reiterate my call for an immediate end to the illegal, cowardly and unjustifiable attacks on international shipping in the Red Sea area. Merchant ships trading essential supplies and the seafarers serving on them should be free to navigate worldwide, unhindered by geopolitical tensions.”
6. Women in shipping
The Seafarers’ Hospital Society (SHS), a maritime charity dedicated to meeting the health and welfare needs of all seafarers working in the UK, has launched a pilot project to provide women working at sea with free feminine hygiene products. The pilot project is intended to address a gap in many existing facilities and welfare provisions onboard vessels and in ports, which are often designed with the needs of male seafarers in mind and therefore fail to account for the specific healthcare requirements of women.
Sandra Welch, CEO of the Seafarers’ Hospital Society, said, “We are very proud to have launched this pilot project, designed by women and created to support the health and welfare of women working at sea. Although maritime stakeholders often discuss the visible challenges women in our workforce may face — such as harassment (including sexual harassment), bullying, and discrimination in terms of pay, training and opportunities — the more subtle hurdles of a lack of access to menstrual hygiene products and the significant impact on a female seafarer’s ability to perform her duties tends to be left unremarked. This must change. I hope this innovative project makes visible this gap and paves the way for similar projects to be created across other ports in the UK.”
The project is funded by a £25,000 grant provided by the TK Foundation and The Seafarers’ Charity, and will allow for the creation and provision of 1030 feminine hygiene kits for women seafarers. Over the next 12 months, SHS will provide 1000 discreet bags of sanitary products, containing a mixture of sanitary towels, tampons, period pants, at the London International Cruise Terminal. SHS will also work with the Port of Tilbury, in partnership with the QVSR London Tilbury Seafarer Centre, to provide 30 discreet bags of sanitary products (sanitary towels and period pants only) to be distributed via the Port Chaplain to women seafarers from cargo ships.
Deborah Layde, Chief Executive of The Seafarers’ Charity said “This project emerged from research we funded into the welfare needs of women on cargo ships, conducted by Seafarers’ International Research Centre at Cardiff University. It is our hope that this pilot will help shipping companies reflect on how they can best assist their female crew on board with their wellbeing, as well as improving rates of retention and attracting more women to the industry”.
Dennis Treleaven, Maritime Program Officer at The TK Foundation said: “We’re delighted to support a project that seeks to address the absence of feminine hygiene products onboard vessels during what might be substantial periods at sea, where access to such items might not be easily facilitated. We recognise that women seafarers have an increasingly important role at all levels onboard, and we hope that this project will encourage ship owners and managers to consider the needs of all their seafarers.”
7. Supply chain safety
The Cargo Integrity Group (CIG) commends the recent circular issued by the China Maritime Safety Administration (MSA) following the explosion incident involving the vessel YM Mobility on August 9, 2024, at Ningbo-Zhoushan Port. This incident, along with other recent fires aboard container vessels, underscores the critical need for enhanced safety measures and vigilance in the transport of dangerous goods by sea.
In its circular, the MSA reiterated the need for all shipping-related enterprises to implement comprehensive safety protocols, particularly during high-temperature seasons. This includes the rigorous management of dangerous goods, adherence to safety regulations, and thorough education and safety training for employees and crew members to handle potential risks effectively.
The Cargo Integrity Group echoes these sentiments. It is imperative that all parties involved in the supply chain – including shippers, freight forwarders, carriers, and port operators – recognize their roles and responsibilities in ensuring the safe transport of containers, both in compliance with dangerous goods regulations and in adopting sound industry practice, such as the CTU Code. Each party must contribute to a culture of safety that prioritizes the well-being of supply chain employees and vessel crews.
Key Responsibilities for Safe Container Transport:
1. Shippers: Must ensure that all cargo is correctly classified, packaged, and labelled according to the International Maritime Dangerous Goods (IMDG) Code. Accurate and timely provision of emergency information to carriers is not just a regulatory requirement but a critical component in mitigating risks associated with the transport of dangerous goods.
2. Carriers and Shipping Companies: Must maintain robust safety management systems and conduct regular training and emergency drills to enhance the preparedness of crews. Proper stowage, segregation, and isolation of dangerous goods, along with diligent inspection protocols, are essential to prevent incidents.
3. Freight Forwarders and Port Operators: Should work closely with carriers and shippers to verify cargo documentation and ensure the accurate declaration of dangerous goods. They should also be vigilant in inspecting containers for any potential hazards.
The Cargo Integrity Group also stresses the importance of immediate communication and coordination among all parties to address any discrepancies or emergencies swiftly. As noted in the MSA circular, the proper management of dangerous goods, including temperature-sensitive materials and those with lower flash points, requires stringent adherence to safety guidelines.
“We must all work together to uphold the highest standards of safety in the transport of containers,” said the Cargo Integrity Group. “The recent incidents serve as a stark reminder that there is no room for complacency. We urge all parties to renew their commitment to safety, ensuring that the tragic events we have witnessed are not repeated.”
By adhering to international safety regulations and best practices, everyone can help prevent future incidents and protect the lives of those working within the global supply chain.
8. SIRE changes
The Oil Companies International Marine Forum (OCIMF) has successfully transitioned the marine industry to its digitalised version of the Ship Inspection Report Programme (SIRE 2.0). Vessel operators are now only able to request tanker inspections that use the SIRE 2.0 Compiled Vessel Inspection Questionnaire (CVIQ) which are completed on a tablet device by accredited SIRE 2.0 inspectors.
The move to the digitalised inspection programme means that every tanker inspection will be tailored to the individual vessel and its risk-profile. These inspections will require vessel operators and their crew to be prepared to respond to any potential inspection questions from the SIRE 2.0 Question Library. SIRE 2.0 inspection reports contain marine assurance data and provide feedback on all aspects of vessel safety including hardware, processes and human factors. As a result, these inspection reports will enable marine assurance teams to conduct more in-depth assessments of the quality of a vessel and its crew.
Karen Davis, Managing Director, OCIMF, commented:“SIRE 2.0 is a more comprehensive and robust inspection regime and OCIMF appreciates that switching to it is a significant undertaking for all programme users. This is a necessary and exciting step forward in our collective ability to reduce risk and harm to people and the environment.
“I want to express my immense gratitude to the SIRE 2.0 project team, VIP Steering Group and Working Group who have worked tirelessly to bring SIRE 2.0 to life and of course to thank our members, programme users, industry partners, and everyone involved in this project over the past few years for their hard work and dedication in achieving this significant milestone.”
Now that SIRE 2.0 has permanently replaced VIQ7 and has become OCIMF’s only available tanker inspection tool, no further VIQ7 inspection requests will be permitted. Submitted VIQ7 reports will remain available for download for 12 months from their dates of publication.
Aaron Cooper, Programmes Director, OCIMF, comments:“We are proud of the robust framework that SIRE 2.0 introduces, designed to enhance the quality and consistency of tanker inspections worldwide. This program not only reflects our commitment to advancing the safety of our industry but also our dedication to fostering a culture of continuous improvement and excellence.
“OCIMF recognises that there may be a period of adjustment as personnel at sea and onshore become more routinely engaged with the programme and OCIMF will continue to support all programme users as they undertake their vessel inspections. As we move forward, we will incorporate industry feedback and update the programme to address evolving risks to ensure SIRE 2.0 readily adapts as industry evolves.”
The full catalogue of SIRE 2.0 reference materials including all documentation, factsheets, training videos and FAQs is available here: https://www.ocimf.org/programmes/sire-2-0.
9. Mpox
The rapid spread of a new strain of the mpox virus has led the World Heath Organisation to declare the virus a public health emergency of international concern. In response, some authorities have begun screening travellers and ships arriving from affected nations. The WHO is providing advice to travellers and crews on ships on how to deal with the outbreak. For details see the WHO website.
In advice on its website, P&I Club Gard says that in order to avoid unnecessary delays when entering a port or conducting crew changes, ship operators and their masters should make frequent checks with local sources of information, e.g. vessel’s agent and/or Gard’s correspondents, to obtain the most up to date travel and port entry requirements available at any given time.
The Club said it is also important to keep ship personnel informed about mpox through risk communication, e.g., by displaying posters, videos, and message boards. Promotion of personal protective measures and risk-reducing behaviour is important, particularly before shoreside visits or crew changes. Key messages should include information about:
Symptoms: Common symptoms of mpox include a rash lasting for two to four weeks, which may be started with or followed by fever, headache, muscle aches, back pain, low energy and swollen lymph nodes. The rash looks like blisters and can affect the face, palms of the hands, soles of the feet, groin, genital and/or anal regions, mouth, throat or the eyes. The number of sores can range from one to several thousand.
Transmission: Mpox can spread from person to person through:
Direct contact with the infectious rash, scabs, or body fluids; respiratory secretions during prolonged, face-to-face contact, or during intimate physical contact, such as kissing or sex; and
Touching items (such as clothing or linens) that have been in contact with the infectious rash or body fluids. It is also possible for people to get mpox from infected animals, either by being scratched or bitten by the animal or by preparing or eating meat or using products from an infected animal.
Prevention: Personal hygiene is paramount. Self-protection steps include avoiding skin-to-skin or face-to-face contact with anyone with symptoms, practisng safer sex, cleaning hands with water and soap or alcohol-based hand rub, and respiratory etiquette. There are vaccines recommended by WHO for use against mpox. However, mass vaccination is not currently recommended and only people who are at risk of exposure to mpox should be considered for vaccination, according to WHO. Checking with a medical doctor mpox vaccination is available for and needed for seafarers is recommended.
Reporting: Any rash-like illness should be immediately reported to a medic, including information about all recent travel and potential contact with infected persons. The ill person should remain isolated.
10. Seafarer assistance
ISWAN is launching its global campaign: ‘Safe at sea…it takes all of us!’, focusing on the role that men seafarers can take as allies in support of women colleagues.
In 2023, women were more than three times as likely to contact ISWAN’s helplines about an issue of abuse, bullying, harassment, discrimination and violence than men. They were also more than twice as likely to raise a mental health issue.
‘Through our helplines SeafarerHelp and YachtCrewHelp, and our networks across the international maritime sector, we hear first-hand about the challenges of being a woman seafarer,’ said ISWAN’s Projects and Relationships Manager and Campaign Lead Georgia Allen.
‘Although there is a significant focus across maritime to encourage more women seafarers to enter the workforce, which is really positive, as a welfare organisation we also want to highlight the sector’s responsibility for ensuring the environments they are being invited into are safe and that they will be treated equitably. Rather than putting the responsibility on women themselves to advocate for their fair and inclusive treatment, we felt that opening up a discussion about the benefits of allyship and collective responsibility was a more positive and hopefully effective approach to encouraging widespread awareness of these issues and long-term behavioural change. Let’s create onboard environments where all are safe and all can thrive.’
ISWAN, with support from co-funders The Seafarers’ Charity and UK P&I Club, will be rolling out the campaign online, at sea and ashore in industry hubs around the world over the coming months. The campaign can be followed on social media using the hashtags #CrewAllySHIP and #WeAllBelong.
Behind the scenes, ISWAN has spoken with seafarers and maritime stakeholders around the world and from across the shipping, cruise and superyacht industries to build the campaign and capture seafarers’ lived experiences. Many women seafarers shared the challenges that they had faced at sea and the impact on their health and wellbeing:
‘I would try to hide my gender, to wear men’s clothes and avoid clothes that were too fitted on my body. That was my way of trying to avoid abuse and unwanted attention.’
‘I have faced racism, misogyny, harassment, and threats more times than I can count, from both superiors and colleagues. While I often managed to counteract these behaviours, it was exhausting and soul-draining to always remain vigilant and alert when my primary focus should have been on my work.’
The campaign also foregrounds seafarers’ experiences of good allyship and gives practical examples of what men seafarers can do to make life at sea safer for all:
‘A first officer I worked with built trust by being observant and curious. He created a safe environment for the female crew to talk to him about any onboard issues.’
Allen continued: ‘It is very important to ISWAN that all of our work is centred around the real voices and experiences of seafarers themselves, and that we consult seafarers on what they feel is actually needed, rather than making decisions on their behalf. The result is a campaign that has the global voices of seafarers at its heart.
‘We hope the campaign will have a noticeable impact and will represent the start of a much longer-term movement and commitment from across the sector to make seafaring truly safe and inclusive for all.’
Find out more about the ‘Safe at sea…it takes all of us!’ campaign and how to get involved on ISWAN’s website here.
11. Enclosed spaces
Leading maritime organisations gathered for the second Enclosed Space Entry – Joint Industry Workshop on 8 July 2024 at the Oil Companies International Marine Forum (OCIMF) office to discuss the ongoing challenge of reducing or eliminating deaths in enclosed spaces.
Despite the ongoing incidents and fatalities in enclosed spaces, the shipping industry has not been complacent. It has responded to the challenge with a united front, with many industry, governmental and intergovernmental bodies issuing rules, regulations, and guidance. The collective efforts, such as the review of IMO guidelines on entry to enclosed spaces and the update of the United Kingdom’s Code of Safe Working Practices (COSWP), have been complemented by several individual industry initiatives. This collective action has led to the formation of a pan-maritime industry group and Enclosed Space Entry – Joint Industry Workshop meetings, demonstrating the industry’s commitment to addressing this issue.
OCIMF hosted two Enclosed Space Entry—Joint Industry Workshop meetings this year. These brought leading organisations, governmental departments, and specialists together to undertake a root-and-branch review of this challenging issue. More in-person and virtual meetings are planned for later this year and beyond.
The group undertook a holistic review of all contributory factors across operational, commercial, technical, and training functions with all parties involved in the decision-making process across the two workshops. The initial workshop helped to build a deeper appreciation of the issue, and during the second one, Intermanager provided data and analytics on enclosed space accidents and fatalities. It was also noted that unintended pressure on seafarers, including third-party contractors, could be detrimental from a human factors perspective on how they might react and perform.
Several break-out sessions were held to brainstorm causal factors and to think about how they might be addressed, possibly through a greater understanding and clarity on the expectations of those with a say on safe operation, commercial voyage performance and the functioning of a ship. Discussions covered the need for practical and comprehensive enclosed space entry training, review of existing guidance and regulations, design of enclosed spaces, human factors, psychological drivers, and other initiatives. Consistent leadership from the CEO, owner, manager and operator at the very top through the organisation to the seafarer remains critical. This is a key component to set expectations and ensure that everyone knows that safety is a key priority, alongside managing seafarers’ care and wellbeing.
The output of these two workshops has not just been a set of actions, but a roadmap for the future of the maritime industry enclosed space issue. The industry group has agreed to meet again in Q4 to review progress and continue to develop specific outputs. Involvement is crucial to the success of these actions.
To undertake this work more inclusively, the group is interested in gathering information on accidents that have occurred within enclosed spaces, to find effective solutions for the well-being of seafarers and third-party contractors. Information can be sent to enclosedspaceaccidents@intermanager.org along with the approximate date, the ship’s name and a brief description of the accident. Accurate data gathering is essential, and the ship’s name is needed to reduce the possibility of counting an accident several times. The name of the ship will NOT be disclosed publicly.
12. New BIMCO contract
BIMCO has started work to develop a new time charterparty specifically designed for the maritime transportation of carbon dioxide (CO2) – an “industry first” which will be particularly relevant for the carbon capture and storage (CCS) market that is emerging as part of global efforts to combat climate change. The target date for adoption of the charterparty – CO2TIME – is late 2025/early 2026, in time for the first commercial projects expected to be launched in 2028-2030.
A specialist drafting team with representatives of owners, charterers, brokers and P&I Clubs as well as technical and legal experts, who are all currently engaged in the CCS supply chain or have plans to become involved in the coming years, has been meeting regularly since April and continued its work on the new form at an online meeting on 27 and 28 August. The team expects to have a draft ready for wider industry consultation early next year.
“Shipping has a key role to play in CCS and we want to develop a standard form that addresses the unique characteristics of the transport of CO2 whilst fairly allocating the rights and responsibilities of the parties,” says Marcus Dodds of Capital Gas who leads the drafting team.
The form will address technical aspects as well as commercial, insurance and any relevant regulatory considerations associated with CO2 transport.
In addition to Capital Gas, the expert team developing the new form includes representatives from Navigator Gas (John Reay), Ineos (Jocelyn Harriman), Orlen Trading (Marceli Marczyński), Babcock (Martin Halcrow), Clarksons (Tommy Baggio and Elwin Taylor), Wikborg Rein (Andreas Fjærvoll-Larsen), Skuld P&I Club (Krester K. Kjær and Peter Hazell) and UK P&I Club (Mark Rudd).
CO2 project contracts are expected to be established on a long-term basis and the drafting team is therefore keen to develop a standard which is sufficiently broad to enable commercial flexibility for the parties.
“Our aim is to develop a form which also caters for the transport of other gases such as liquefied petroleum gases and petrochemical gases, given that the ship’s specifications will typically permit such transport,” adds Dodds.
If you want to be part of the industry sounding board that will receive the draft form once prepared by the drafting team, contact the Contracts & Clauses team at contracts@bimco.org.
13. Safe bunkering
The Maritime Technologies Forum (MTF) has released a new report offering guidelines and key safety considerations for developing liquefied hydrogen bunkering systems and procedures.
The report underlines the potential use of hydrogen as a zero-emission fuel to meet the IMO Strategy on Reduction of GHG Emissions from Ships by 2050. It acknowledges the challenges associated with bunkering hydrogen as marine fuel and as a maritime cargo, identifying design and functional implications and limitations.
Based on the findings of the publication, MTF has outlined the following key observations:
• The properties of hydrogen, and in particular the very low temperature of liquified hydrogen, mean that experience gained from bunkering arrangements for liquid natural gas, LNG, cannot be re-used directly.
• The bunkering process will be more complex than it is for LNG, since no nitrogen can be present inside the piping systems when liquified hydrogen is introduced, as this will freeze and clog the systems.
• The material choices and need for more insulated components and piping will also be slightly different.
• The development of vessel-specific procedures for bunkering operations, such as more automated bunkering procedures, will be necessary.
• The added complexities will mean that the need for crew training and certification is of even higher importance than for other bunkering processes.
The Safety Management Systems should be updated to cater for the additional safety aspects with liquified hydrogen bunkering, as outlined in another work carried out by MTF, ‘Guidelines to develop and implement Safety Management System for alternative fuels onboard ships’.
Commenting on the guidelines and the planned submission to the International Maritime Organization (IMO), Alf Tore Sørheim, Acting Director General of Shipping and Navigation at the Norwegian Maritime Authority said:“With the current lack of international standards covering bunkering of liquefied hydrogen, these guidelines are especially important to help industry develop and advance safer bunkering operations. This is why the Flag state members of MTF are jointly submitting this report to the IMO to provide recommendations and offer a framework to consider when developing liquefied hydrogen bunkering requirements.”
Further commenting on the report, Knut Ørbeck-Nilssen, CEO, DNV Maritime, said:“Hydrogen is going to continue to play an important role in the energy transition, both as a marine fuel and as a cargo, which is why it is critical to develop standards to support its safe bunkering. The introduction of these guidelines and their submission to IMO are key steps in addressing the challenges around liquefied hydrogen bunkering.”
View the full report by downloading here.
14. Crew welfare
Reported in Safety for Sea, the Financial Times says leading banks are taking steps to limit financing for shipowners who neglect crew welfare, prompted by recent attacks on vessels in the Red Sea and scandals highlighting poor conditions for seafarers.
Executives from eight banks, including ING and Citigroup, will meet in October to establish new measures for monitoring and enforcing safety commitments, the Financial Times reports. This move builds on previous agreements to assess the environmental impact of shipowners, though results have been mixed.Reportedly, the new banking measures could include requiring shipowners to provide data on crew injuries, mental health support, and internet access, and could offer better loan terms to those meeting these standards.
The banks will also consider other factors such as biodiversity, ethical recycling, and gender equality, addressing issues like the low percentage of female seafarers and recent allegations of sexual assault.
Notices and Miscellany
Commodities calling
Brian Perrott of Holman Fenwick Willan has given a brief “shout out” for Jonathan Kingsman’s new book ‘Commodity Professionals’, just published.
Jonathan interviewed over 50 professionals supporting the commodity world and each tells their story. Brian says he was delighted to be included in this publication and it remains a privilege to play a small part in the world of Commodities.
Terminal developments
On Tuesday 5 November, AKD’s Rotterdam office will host a seminar on the recent legal developments in the field of terminals and logistics.
Comment
I always read Michael Gray’s column with great anticipation. A man with a great wealth of maritime knowledge and experience and usually spot on with his analysis.
I am sure his evaluation of today’s seafarers mind set is equally relevant in 1. Seafaring’s false prospectus . It is therefore rather striking that article 3. Crewless ships features in the same edition of the Maritime Advocate. Are ship owners, who may see seafarers as an inconvenient necessity, just marking time until autonomous ships rule the waves?
Paul Dixon’s musings always raise as smile as every ship I have ever sailed on the byword was “ If you’ve not got a sense of humour your shouldn’t have joined”
Keep up the good work
Yours sincerely
Russ Garbutt
Retired ships master.
WISTA conference
The WISTA conference takes place from the 09 – 11 October 2024 in Limassol, Cyprus, which will convene industry leaders, innovators, and advocates from across the globe to engage in meaningful discussions, share insights, and forge partnerships aimed at advancing collective goals.
Reserve a place here – WISTA2024
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.
Contact Phil or Beth
More Information
Spectator Tickets
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
SOME TEXAS WISDOM
1. Never slap a man who’s chewing tobacco.
2. Good judgment comes from experience, and a lot of that comes from bad judgment.
3. Letting the cat out of the bag is a whole lot easier than putting it back in.
4. If you’re riding ahead of the herd, take a look back every now and then to make sure it’s still there.
5. If you get to thinking you’re a person of some influence, try ordering somebody else’s dog around.
6. Never kick a cow chip on a hot day.
7. There are two theories on arguing with a woman. Neither one works.
8. If you find yourself in a hole, the first thing to do is stop digging.
9. Don’t squat with your spurs on.
10. It doesn’t take a genius to spot a goat in a flock of sheep.
11. Always drink upstream from the herd.
12. Never miss a good chance to shut up.
13. There are three kinds of people:
The ones who learn by reading;
The few who learn by observation;
The rest of them who have to touch the fire to see for themselves if it’s really hot.
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.
