Editor: Sandra Speares | Email: contactus@themaritimeadvocate.com
The Maritime Advocate is free to readers and is entirely supported by advertisers and sponsors. A banner advertisement represents excellent value so please consider using us whenever you have a commercial message to place. We have banner opportunities on our website https://themaritimeadvocate.com and are also on the lookout for new sponsors. If you wish to get a quote please email us at contactus@themaritimeadvocate.com for details.
IN THIS ISSUE
1. Treating key workers better
2. Seafarers issues
3. FuelEU
4. Cargo theft
5. Risk modelling
6. Infectious diseases
7. Port debacle
8. Cyber cruise security
9. Trade restrictions
10. Emission control area
11. Ammonium nitrate shipments
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. Treating key workers better
By Michael Grey
The evolution of the Maritime Labour Convention over its relatively short existence might be thought of as one of a series of steps, punctuated by the frightfulness of COVID. Its implementation, effective in some administrations, hesitant in others and hopeless in some more useless states, was always bound to be patchy. Let us be frank, some maritime administrations could not be trusted to run a bath, let alone supervise ships and those employed on them. Others have found it difficult to match their ambitions and publicity with actions and things have gone on much as before under their slow-moving aegis.
But despite the general awfulness of the pandemic, when the treatment of seafarers was, with a few exceptions, generally appalling, the implementation of the MLC has been mostly positive. It is, after all, a living convention, with an obligation for review and improvement as and where it is found necessary. There was another positive step in April, with the conclusion of a fifth meeting of the Special Tripartite Committee of the MLC and the adoption of a range of useful measures and improvements. One of the most significant amendments is the recognition of seafarers as “key workers” , in respect of whole range of measures such as their safe travel, repatriation, crew changes etc.
This is a step that has been advocated for years, but with its need demonstrated in harsh perspectives with the pandemic, when seafarers were expected to feed and fuel the world, but could not get home, join their ships, or get ashore. That awful period might have been an exception, (or so it was explained), but both before and since seafarers have often been required to jump through all sorts of nonsensical and bureaucratic hoops over their simple need to travel to and from their places of employment. Visa hurdles, immigration restrictions, unnecessary fees and duties, and a bloody-minded refusal to recognise the requirements of international seafarers as in any way special, have all been the lot of members of this workforce.
The MLC has sought to address these problems and the implementation of these latest moves, if people get round to positive action,will be an important part of this improvement of the seafarers’ lot. Other accepted amendments take in the important issues around repatriation, access to medical care, and fair treatment. This last item hopefully strengthens the requirement for seafarers caught up in the aftermath of marine casualty, or involved in alleged crimes, to be decently treated. And, goodness knows, there have been enough awful cases where the immediate reaction of the authorities has been to throw casualty survivors into gaol, or treat senior officers of ships where narcotics have been discovered as automatically responsible and condemn them to disgraceful treatment and to ridiculous and cruel gaol sentences.
So, there has been some progress, although its significance will depend very much on implementation, which will surely be incremental and probably too slow for the seafaring “customers” of all this important activity. Authorities which are currently oblivious to the special needs of international seafarers will need to be persuaded, cajoled or perhaps shamed into changing their attitudes, whether or not seafarers turn up announcing their status as key workers. Will ports and terminals which would much rather seafarers were confined to their ships change their unco-operative stance, and facilitate shore leave? Will ship owners and managers recognise that all work and no play make Jack (and Jill) dull and probably be reluctant to sign on again? As always, the good will see the light, while the rest need to be dragged out of the darkness. And there are some heroes in this hopeful change for the better, in the participants from both the ITF and the maritime employers who have been able to reach consensus and recognise that good working practices are to everyone’s advantage.
A special mention must go to the observer organisation Seafarers’ Rights International and its indefatigable CEO Deirdre Fitzpatrick, who, over the years, has never given up on the legal and social rights of this over- the-horizon workforce. She points out that there remains plenty more to do, seeing that the MLC, in terms of its enforcement is currently only 65% effective, and that states must “meaningfully implement and enforce these amendments”. Which, of course, in our contrasting industry of “good, the bad and the ugly” applies to the MLC in its entirety
Michael Grey is former editor of Lloyd’s List
2. Seafarers issues
The UK Chamber of Shipping’s Policy Director, Employment and Legal, Tim Springett led discussions on behalf of shipowners at the 5th Meeting of the ILOs Special Tripartite Committee (STC) in Geneva recently. The critical discussions covered a broad range of issues and adopted new requirements aimed at preventing violence and harassment on board ships, improving seafarers’ rights to shore leave, repatriation and fair treatment following a marine casualty. The session also called for a joint IMO-ILO meeting to review the requirements of the MLC and STCW conventions on hours of work and rest. The STC also secured crucial recognition from governments of the key worker status of seafarers.
Alongside the STC discussions, the International Chamber of Shipping convened seafarers’ unions and shipowners from around the world with the International Transport Workers Federation, for a meeting of the Subcommittee on Wages of Seafarers of the Joint Maritime Commission. The meeting agreed new minimum wage levels to be agreed by the ILO later this year, recognising the vital contribution of seafarers, whilst maintaining the commercial sustainability of the global shipping industry. For more information, please contact Tim Springett.
3. FuelEU
FuelEU Maritime represents a strategic headache for shipping companies on the same level as its technical complexity. Senior management must evaluate the variables of different compliance options amid fluid economic parameters to make business-critical decisions – so an effective commercial strategy is vital to mitigate risk and manage outcomes, according to OceanScore.
“The fundamental novelty of FuelEU Maritime is not just its technical complexity, but the need for shipowners and managers to make multiple decisions, often based on unknown or changing parameters, and that these decisions can have significantly differing financial outcomes,” says OceanScore’s Managing Director Albrecht Grell.
This requires a proactive approach guided by a clear and well-informed strategy as decisions made today can have profound financial and operational consequences tomorrow.
According to the maritime data and technology firm, determining such a strategy depends on two intertwined considerations – selecting the most financially viable compliance route, and structuring fair and transparent contractual agreements between shipowners, managers and charterers.
Grell points out that paying the current FuelEU penalty of €2400 per ton of VLSFOe above the GHG intensity reduction threshold is “not a financially viable option”, both because it is three to four times more expensive than alternative compliance options and the penalty increases 10% annually with every consecutive year of payment, thus eroding thin operating margins.
Furthermore, the document of compliance holder – typically the technical manager – can be liable for heavy penalty payments due to a compliance deficit incurred by the charterer if these liabilities are not reimbursed under a worst-case scenario, given the ‘polluter pays’ principle does not apply with FuelEU.
OceanScore, with a team of 35 specialists focused solely on compliance and regulatory strategy, is seeing industry best practices emerge in terms of compliance strategy based on extensive analytics and interactions with leading shipping companies worldwide. These are based on three main strategic paths – compliance through bunkering of biofuels, procuring compliance surpluses through pooling, and banking surpluses for use in future years.
The use of biofuels has become the most prevalent strategy among companies with control over fuel bunkering, mainly using waste-based UCOME biofuels, according to the firm. When blended and procured in sufficient volumes, these fuels can ensure FuelEU compliance for a vessel or an entire fleet – assuming internal pooling – while also contributing to lower EU ETS costs.
Biofuel use has increased as concerns over technical compatibility in relation to engines and fuel tanks have diminished and availability at major bunkering ports has become less of a constraint.
However, Grell says: “A strategy based on simply procuring surpluses by pooling with other shipping companies is legally as well as commercially viable – and in many cases appears advantageous versus a biofuel-based approach.”
He claims this offers comparable or better cost-efficiency than biofuels as increased use of the latter on fleets to generate surpluses has reduced demand for pooled surpluses, thereby lowering the cost of this compliance method that also benefits from significant flexibility around pooling in the regulation.
With current low prices for pooling, companies operating in the LNG and LPG trades that generate surpluses may view banking of these surpluses as the most viable option in anticipation of rising prices with higher pooling demand as thresholds tighten towards 2030.
Grell points out though that there are different variables and trade-offs that need to be considered in evaluating compliance strategies, based on factors such as the GHG intensity of specific biofuels, biofuel premiums, currency exchange rates, EU ETS phase-in dynamics and vessel deployment patterns.
“All these effects need to be understood and constantly monitored. Already complex decisions also need to be made under fluctuating price conditions and uncertainty. Any solid strategy should therefore be reviewed by senior management at least quarterly and adapted accordingly,” he says.
The commercial ship management agreement SHIPMAN or charterparties are though not just about passing on costs and must also account for surpluses and deficits, while factoring in various pooling, trading and cash settlement options, according to Grell.
“Each generate risks for the involved parties and require careful simulation of possible scenarios and financial implications. Poorly drafted clauses could lead to unexpected losses,” he says, adding that leading players now employ detailed regulatory and financial modelling, as well as legal expertise, to navigate these regulatory challenges.
OceanScore is supporting over 70 clients across five countries with its ETS Manager. In addition, the FuelEU suite launched last September incorporates the FuelEU Planner that simulates exposure under different operating patterns and compliance strategies, as well as the financial impact of charter party clauses, to precisely determine risks and opportunities and assess the optimal route.
Another element of this suite is the FuelEU Manager that has now been combined with the ETS Manager in the newly launched Compliance Manager, an integrated solution that enables shipowners, managers, and charterers to simulate, implement and manage compliance strategies across both the EU ETS and FuelEU Maritime. The soon-to-be launched FuelEU Marketplace tool matches demand and supply for compliance surpluses with no intermediary fees.
Grell concludes: “Every shipping company engaged in European trade needs to define its compliance strategy as the cost of not doing so is too high. There is a clear need for action in line with evolving regulation and, with pending global carbon intensity rules now on the horizon after the recent MEPC83 agreement at the IMO, OceanScore is staying tuned to regulatory changes to quickly adapt its solutions accordingly.”
4. Cargo theft
The BSI Consulting and TT Club 2024 Cargo Theft Report gives a detailed analysis of targeted commodities, prime locations for theft, regional hotspots and evolving strategies employed across the world. Detailed case studies are outlined and risk mitigation advice provided.
- Of incidents analysed:
- Food and beverages were most frequently stolen – 22%
- 76% involved trucks, including 21% hijackings and 20% theft of vehicles
- Nearly half occurred when cargo was in transit
- Theft from facilities was down from a quarter in 2023 to 18%
- Hotspots included Brazil, Mexico, India, USA, Germany, Chile and South Africa
- ‘Strategic’ theft was the standout growth trend
- Internet-enabled crime also continues as a significant facilitator.
While the report’s statistical analysis of cargo theft types and top commodities stolen year on year is revealing, it is the qualitative information and insight into the methods used by criminals that is most useful in combatting theft.
As Tony Pelli, Global Practice Director for Security & Resilience at BSI Consulting, said “The growth in strategic crime, defined as that utilizing deception, fraud, and advanced planning, is the most remarkable finding in our report. This weapon in the criminals’ ever-evolving armory now involves impersonation and document forgery as well as leveraging AI technologies to manipulate bills of lading and orchestrate remote operations. The degree of sophistication employed shows that organised crime’s knowledge of supply chain vulnerabilities is deepening.”
This strategic methodology was particularly noted in the US where 18% of all incidents were identified as strategically planned thefts. Indeed, one of the report’s detailed case studies itemises an organised crime’s campaign of theft from railcars in California and Arizona using such tactics. Elsewhere case studies help cargo owners and transport operators put real-life flesh on the statistical bones; including metal theft in South Africa, pharmaceuticals targeted in India, violent hijackings in South America and theft from trucks on the move (so-called ‘rollover’ theft’) prevalent in Europe.
On behalf of TT, Mike Yarwood, Managing Director, Loss Prevention comments, “Our prime focus is to inform, providing actionable insight to assist with risk mitigation. In this regard, it is vital to track current trends in criminal activity. The burgeoning use of the internet, though available for nefarious action for some years, is constantly spawning new technologies and should not be overlooked. Techniques such as harnessing AI to create phishing emails, deep fakes, and malware aimed at accessing sensitive freight information and reports of attacks targeting cloud-based storage services are becoming more common.”
“If it is too good to be true, then it probably is” – is the essence of the sound advice offered by BSI Consulting and TT to those in the supply chain open to the risk of theft. In a concluding section of the report there is a comprehensive list of strategies to employ in risk mitigation, in particular to protect assets from theft. They range from care over the security of email and other electronic communication to screening and vetting of third-party contractors; also from monitoring and response through reliable tracking services to keen awareness of alterations to regular delivery and pick-up locations.
“Above all,” emphasises Yarwood, “An overarching strategy to protect against cargo loss must be based on robust due diligence. To know and trust as much as possible customers, carriers and contractors alike and to be cognisant of the criminals’ intent and level of cunning.”
The BSI Consulting and TT Club 2024 Cargo Theft Report is available for download free of charge BSI Consulting and TT Club 2024 Cargo Theft Report – TT Club
5. Risk modelling
The Insurance Development Forum (IDF) Risk Modelling Steering Group (RMSG) has launched a new IDF web page housing a powerful suite of free, open-access risk modelling tools. Designed to advance climate and disaster risk understanding and quantification of disaster risk globally, open access to these tools responds to the needs expressed by private sector and vulnerable nations alike, for greater open access to risk information. Greater risk understanding enables nations to better manage their risks and make more informed decisions to prioritize risk management measures, which in turn facilitates the flow of investment where it is needed most, fueling progress to more stable economies.
In addition to these tools, the IDF RMSG has curated a collection of Parametric Insurance Case Studies, showcasing real-world applications of parametric solutions in regions vulnerable to climate and other disaster risks. These case studies highlight how innovative insurance structures are helping to protect infrastructure, financial systems, and communities—ranging from drought protection for hydropower in South Africa to rapid disaster response for the Mesoamerican Reef.
The development of the tools was funded by IDF insurance industry members AIG, Aon, AXA, Convex Insurance, Guy Carpenter, Howden, RenaissanceRe, SCOR and WTW. IDF has partnered in developing several of the tools with Oasis and with Maximum Information. This launch is proof of the power of collaboration among IDF partners across the public and private sectors, including major (re)insurers, modelling firms, development banks, and global risk initiatives.
Jeff Manson, Member of IDF Operating Committee and Co-Chair of the IDF Risk Modelling Steering Group said: “The launch of these tools, which are founded on re/insurance expertise, marks a major milestone in the Insurance Development Forum’s commitment to making high-quality risk analytics and data accessible to all. By ensuring these capabilities are open and freely available, we lower the financial barrier to entry and enable governments, businesses, and communities to better understand and manage their risks, ultimately leading to more resilient societies. The addition of parametric insurance case studies demonstrates how risk understanding translates into real-world solutions, helping to build financial resilience for vulnerable communities and accelerate disaster recovery. This is the culmination of collaborative efforts across public and private sector members of the IDF and we look forward to continued progress in closing the risk knowledge gap.”
6. Infectious diseases
In a recent news round-up in its shipping case digest Hill Dickinson considered a case regarding the meaning of “Affected Area” under BIMCO Infectious or Contagious Diseases Clause – Bunge S.A. -v- Pan Ocean Co., Ltd (Sagar Ratan) [2025] EWHC 193 (Admty).
“This is an important decision which provides valuable feedback on the application of the BIMCO Infectious or Contagious Diseases Clause in time charterparties. In particular, it clearly defines the meaning of the phrase “Affected Area” which provides some clarity for the parties incorporating such clauses. It also reaffirms the English courts’ willingness to define a quarantine in substance and not just form,” the law firm said. For more details see their website.
7. Port debacle
The softening of proposed port fees on China-built and operated ships importing goods into the US has reduced the risk of severe congestion and upward pressure on freight rates.
The announcement by the Trump Administration on 17 April, saw changes to the original proposal. Significantly, the fees will now be levied on a net tonnage basis per US voyage, rather than cumulative fees for every port the ship calls at.
The new proposals will not come into effect for 180 days and the full notice can be read here.
Emily Stausbøll, Xeneta Senior Shipping Analyst, said: “We must look carefully at the potential impact of the revised port fees, but changes will be welcomed by the ocean container shipping industry given the significant criticism levelled at the initial proposal during the public hearing.
“The fact fees will not be imposed on every port call is particularly important because it lowers the risk of congestion had carriers decided to cut the number of calls on each service into the US. This port congestion had the potential to cause severe disruption and upward pressure on freight rates.
“Despite the softer approach in the revised proposal, costs could still be very high for Chinese carriers and carriers operating Chinese-built vessels – particularly for ships with the largest capacity.
“The 180 days before fees become effective is an opportunity for these carriers to revise how fleet is used across alliance partners. If they can avoid using the largest China-built ships on US services, they could minimize the impact greatly.
“The latest announcement should still be viewed in the context of the original proposal, which offered dire consequences. The situation has changed for the better, but it isn’t a great victory for the ocean container shipping industry because these fees still add further pressure at a time when businesses are already trying to navigate the spiraling tariffs announced by the Trump Administration.”
8. Cruise cyber security
As the cruise industry navigates the complexities of a rapidly evolving digital landscape, the necessity for robust maritime cybersecurity has never been more pressing. With increasing reliance on interconnected systems and the growing sophistication of cyber threats, cruise operators must prioritize the operational readiness of their cybersecurity measures.
Operationalizing Maritime Cybersecurity: A Strategic Approach for the Cruise Industry, is the second in an industry leading series on maritime cybersecurity that builds on ABS Consulting’s work supporting maritime vessel owners and operators’ safety commitment, cybersecurity resilience and sustainability reporting journeys.
The paper details the importance of operationalizing cybersecurity as a core component of maritime readiness and outlines a recommended approach to align cybersecurity initiatives with eight key operational principles, including human safety, marine resilience, guest services and regulatory compliance.
Explore key operational readiness principles:
• Prioritizing Human Safety
• Enhancing Marine Safety and Resilience
• Safeguarding Environmental Safety
• Supporting Guest Services and Experience
Cybersecurity is just one aspect of the risk management portfolio of services that ABS Consulting offers to the cruise industry. With digital transformation taking centre stage for cruise operators, integrating advanced technologies to enhance operational efficiency and improve guest experiences is crucial. In addition to third party operational technology (OT) cybersecurity assurance, ABS Consulting’s established body of work within the cruise industry includes risk assessments, safety management systems program development, feasibility studies and training, regulatory compliance, sustainability and asset lifecycle strategies, project due diligence and HAZOP/HAZID workshops.
9. Trade restrictions
The international shipping community became a direct target of US measures on 17 April 2025 when the United States Trade Representative (USTR) formally announced the adoption of a suite of fees and trade restrictions under Section 301 of the Trade Act of 1974, HFW says in an opinion piece.
Some of these measures target Chinese maritime and shipbuilding sectors, while others, in respect of vehicle carriers, apply to all foreign-built vessels on a non-discriminatory basis. This is a significant development and should be considered by owners and operators of Chinese built, owned or operated vessels, including those on bareboat charter or lease financed, and all owners and operators of car and LNG carriers.
The briefing summarises the measures adopted along with their potential implications for charterparties and contracts of affreightment (COAs).
The newly adopted actions comprise four annexes, each governing different categories of vessels or services. Importantly, the measures are not cumulative, meaning only one fee will apply. A vessel will be subject to only one of the actions, determined in the following order:
Annex IV – LNG transport restrictions;
Annex III – Vehicle carriers;
Annex I – Chinese operators/owners; and
Annex II – Chinese-built vessels.
Although effective from 17 April 2025, there is a 180-day grace period until 14 October 2025. Thereafter, phased fees will be introduced and increase incrementally over three years. Vessel operators must self-report and pay accumulated fees in advance of the call as determined by U.S. Customs and Border Protection (CBP), providing documentation upon request.
10. Emission control area
The Mediterranean Sea officially became an Emission Control Area for Sulphur Oxides and Particulate Matter (Med SOx ECA) under MARPOL Annex VI on 1 May 2025. The sulphur content in fuel oil for ships operating in the area is now limited to 0.1%, significantly reducing air pollution and delivering major benefits to both human health and the marine environment.
Ships operating in Emission Control Areas for Sulphur Oxides and Particulate Matter, such as the Mediterranean Sea, are subject to strict mandatory measures to prevent, reduce and control air pollution. This new ECA must comply with stricter sulphur content limits than those set by the global standard (0.10% mass by mass (m/m), compared with 0.50% m/m allowed outside SOx ECAs).
Decreasing SOx emissions from shipping improves human health by lowering rates of lung cancer, cardiovascular disease, strokes and childhood asthma. The environment also benefits significantly, as reduced acidification helps protect crops, forests, and aquatic species. Finally, this measure is expected to reduce haze caused by ships, increasing visibility and decreasing the risk of maritime accidents.
The Mediterranean Sea is home to some of the busiest maritime routes in the world, supporting 20% of seaborne trade. It is estimated that more than 17% of worldwide cruises and 24% of the world fleet navigate the Mediterranean Sea.
The Med SOx ECA is the fifth designated Emission Control Area under MARPOL Annex VI, alongside the Baltic Sea area; the North Sea area; the North American area (covering designated coastal areas off the United States and Canada); and the United States Caribbean Sea ECA (around Puerto Rico and the United States Virgin Islands). In 2024, IMO designated two further ECAs: the Canadian Arctic and the Norwegian Sea. In April 2025, MEPC 83 approved a proposal to designate the North-East Atlantic as an Emission Control Area.
On 1 January 2020, new limits on sulphur content in fuel oil led to a 70% reduction in total sulphur oxide emissions from shipping by setting a maximum sulphur content of 0.5% outside the emission control areas.
11. Ammonium nitrate shipments
The global cargo handling association ICHCA International (ICHCA) welcomes the recent IMO decision to amend a key aspect of the IMDG Code governing ammonium nitrate shipments to significantly improve safe transportation by sea and highlights its importance as part of the association’s Dangerous Goods Awareness campaign.
The International Maritime Organization (IMO) has approved changes to its maritime safety regulations in the form of the International Maritime Dangerous Goods (IMDG) Code to improve the safety of ammonium nitrate transport by sea. ICHCA is drawing attention to the move, as well as other changes to the IMDG Code designed to improve safety when shipping, handling and carrying dangerous goods via its awareness campaign throughout 2025.
This particular change affects Clause 7.6.2.8.4 and reinforces that carriage of UN 1942 Ammonium Nitrate and UN 2067 Ammonium Nitrate Based Fertilizer under deck is only permitted if hatches including tween deck hatches are capable of being opened up in an emergency so that effective firefighting through maximum ventilation and boundary cooling can be undertaken.
The amendment follows an ICHCA prepared White Paper* on the subject lodged with IMO in 2022, which recommended clarification of the relevant IMDG Clause. “Although not mandatory until 1st January 2026 it can be applied on a voluntary basis from January 2025. ICHCA is urging all those involved in the maritime transport of ammonium nitrate to abide by the new regulation immediately,” says CEO Richard Steele. “The work by our Technical Panel over several months made the case for amending the IMDG Code very clear, backed by thorough understanding of the properties of these compounds and by detailed guidance on how such risks could be mitigated.”
The risks posed by poor conditions of storage of ammonium nitrate, which is used extensively in the fertilisers and explosives industries, had been well documented but awareness of the dangers of fire during transportation by sea was less well recognised until the ICHCA White Paper showed the risks on vessels chartered to ship these compounds through ports around the world.
Ammonium Nitrate (NH₄NO₃), a white to grey odourless chemical has a melting point of 169 degrees C and decomposes at 210 degrees C. While it does not burn by itself, it will significantly accelerate burning of combustible material. “These properties in particular demand careful consideration of how and where ammonium nitrate is stowed on board vessels,” says the paper’s lead author Brian Devaraj, who is a member of ICHCA’s Technical Panel. “Ammonium nitrate fires can escalate out of control very rapidly. To help prevent consequential loss of life and damage, the new provisions laid out in the IMDG Code, in particular clause 7.6.2.8.4 should be complied with at all times.”
“This seemingly unremarkable clause is in fact crucial to safe shipping of ammonium nitrate,” explains Devaraj. “7.6.2.8.4 states that certain products with specified UN Numbers may be stowed under deck in a clean cargo space capable of being opened in an emergency, including the need to open hatches in case of fire to provide maximum ventilation and to apply water. This of course precludes a hold containing ammonium nitrate to be over-stowed with another cargo.”
The intention of the amendment is to avoid any misunderstanding on this point, clarifying that all vessel hatches – including tween decks and any other compartments- should be openable in case of an ammonium nitrate fire. “Of particular concern is where this product is carried in multi-layered compartments of conventional reefer vessels, wherein compliance to this clause is next to impossible. Several jurisdictions, that handle the product in significant quantities, have already taken heed of this risk. Countries including Australia, South Africa and Chile have specific regulatory requirements. This newly worded clause in the IMDG will eliminate any ambiguity on its application to all types of ships including bulk, multipurpose tween deckers, conventional reefer vessels etc.” Devaraj concluded.
“The guidance of these authorities as well as the in-depth explanation of the significance of Clause 7.6.2.8.4 wording is contained within our White Paper and we at ICHCA are enthusiastically promoting the amendment and its immediate application by all involved in the ammonium nitrate trade,” concludes Steele.
*The white paper, ‘Ammonium Nitrate Fire Risk on Board Ships’ is available for free download Here
Notices & Miscellany
Master mariner Manjit Handa has commented on the recent opinion piece in MA 880 ‘When confusion reigns’.
“The root cause leading to the collision of USS John McCain was strikingly similar…i.e.; Bridge Team lack of proficiency with the steering controls.
“There is no reason to blame the complex digital controls. It is simply important to learn how to operate the controls and be thoroughly familiar with the alarms and indicators.
“Any Captain or Master should not accept a crew training certificate at face value. Onboard testing of crew proficiency is necessary as an insurance against operational confusion.
RINA Annual Dinner 2025
Date: Thursday, 22nd May 2025
Time: 18:30–01:00
Venue: De Vere Grand Connaught Rooms, London, United Kingdom
Tickets from £100 + VAT
Book Your Ticket Here
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)
What Store Employees Really Mean
1. “Can I help you get a size?”
(Don’t touch that, I just spent an hour folding it and I don’t need your hands messing it up again.)
2. “Do you need help with anything?”
(Quick, my manager is coming around the corner and I need to look busy.)
3. “Welcome to (Store Name Here)”
(Good, another customer to mess up my entire store just to buy a pair of socks.)
4. “Have a nice day!”
(Now that you ruined mine.)
5. “Thank you for shopping at (Store Name Here)”
(Thanks for emptying your wallet with us!)
6. “Do you need a shopping cart to help you carry your items?”
(The more you can carry, the more you can buy!)
7. “I love your shirt! Where did you get it?”
(Your shirt is much nicer than the clothes we sell here. Why are you even shopping here?)
8. “Can I help you get something down?”
(I’ll get a ladder and put it up for you since this other nice customer put in the absolute wrong place.)
9. “Don’t worry about folding it, I can do it”
(You would just mess it up again if you folded it.)
10. “No, we don’t have any more in the back”
(I just don’t want to check.)
Thank you 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 week 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.
