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IN THIS ISSUE
1. When the rules become redundant
2. Palau registry
3. KR chairman
4. Rights on board
5. IMO rules
6. Breaking iced
7. ITIC warning
8. DCS rules rethink?
9. Sea rescue
Notices & Miscellany
Readers’ responses to our articles are very welcome and, where suitable, will be reproduced. Write to: contactus@themaritimeadvocate.com
1. When the rules become redundant
By Michael Grey
“Is it legal?” This was a question asked by a friend when we learned of the news that President Trump’s agile forces had seized a large tanker off Venezuela and several of us, including a distinguished maritime lawyer, were rather stumped for an answer. But a week later when this is being written, he had grabbed another four, including the vessel that refused to stop and high-tailed for Murmansk. That surely was purely performative, as the ship was old and empty and in financial terms, the exercise, involving warships and fleet auxiliaries, refuelling aircraft, helicopters, desperate experts in rappelling and probably submarines beneath the surface, must have cost many times what the rusting VLCC was worth.
But if you are trying to make the political point that “you can run, but you can’t hide”, it was probably worth the effort and will surely be registered by all those other “dark” tanker operators. Just do what the man with a gun says and save the fuel. But as for the legality of it all, one might consider this purely academic, as sure as hell he is not going to be giving them back. A rather better question might be “never mind the legality, but was it wise?” On one hand, there can be nothing but admiration for somebody who has had the courage to confront the scandal of the dark fleet of badly maintained, out of class and probably dangerous ships, which themselves are floating advertisements for bad practice and thoroughly illegal operations.
It has gone on for too long and other than words condemning these practices, which have made nonsense of a raft of international conventions, nobody has hitherto shown willing to step out of line and do anything positive. Putting them on a sanctions list? That was a tremendous deterrent, was it not, as the AIS signals went dark, identities changed at the drop of a hat and in recent weeks, even the bother of finding some convenient African dictatorship or microstate appeared a bit pointless, when you just invented a completely fictional flag state, at no cost whatsoever. So, if the muscular US action does act as a real deterrent to blatant illegality and make the operators of these ships think twice about their actions, it will have done every law-abiding ship operator, and marine safety in general, a service. But, bearing in mind the sort of people who are behind the sanction busters, is there not a risk that by stretching the law to breaking point and beyond, President Trump is showing that might, rather than law, reigns supreme?
Just look at which governments have in the past been happily engaged in grabbing other people’s ships; does the US wish to be listed alongside the Houthis, or the Iranians, who have a similar cavalier attitude to what we used to describe as piracy? Might this not offer some encouragement to those who have both low morals and gunboats? Doubtless there are plenty of huge legal brains available to justify the US action, mostly of a Republican shade, who will give the doubters short shrift. Being out of office, what Democrat experts might say is largely irrelevant. In practical terms, one might wonder what the US intends to do with the ships they have captured, once they have given up their cargoes. And while they have a flotilla as this is being written, by publication date, there may be a whole fleet at their disposal, if the rappellers remain active for another week.
Vessels in what might charitably be described as in the autumn of their lives, one cannot imagine them as additions to the US Strategic Reserve, or Sealift Command, where there is already a manpower crisis. Maybe they should just be scrapped, while their owners try and agree on the terms of a class action for compensation. Fat chance. And what might be next on the Trump agenda, as he maintains his grip on global headlines? We knew that he would like the Panama Canal handed back and a free passage for US ships – now he is after the same fee-free passage through Suez. Around the world, people will be anxiously scanning their Truth Social websites to discern the next emanations from the brain that seldom, if ever, sleeps.
Michael Grey is former editor of Lloyd’s List.
2. Palau Registry
The Ministry of Public Infrastructure and Industries (MPII) has reaffirmed that the Palau Open Ship Registry continues to operate normally under the authority of the Government of the Republic of Palau, with all registry services being delivered without interruption through the Bureau of Marine Transportation.
Since 15 December 2025, the Bureau of Marine Transportation has ensured the uninterrupted provision of vessel registration, statutory certification, regulatory oversight, and flag-state administration services. The Government emphasised that all functions of the Registry remain fully in place and compliant with Palau’s legal and international obligations.
The recent amendments to the Maritime and Admiralty Act will allow the Ministry of Public Infrastructure and Industries to take the necessary steps to ensure a gradual and orderly transition, so that the efficient provision of registry services is not unduly interrupted during this period. By taking these measures, the Government has addressed issues arising from the Registry’s previous corporate operating structure while ensuring that proven professional expertise and institutional knowledge continue to support the Palau Flag.
This approach reflects the Government’s commitment to strengthening governance and oversight, whilst maintaining continuity, experience, and confidence in the Registry’s operations. In this context, the Government of the Republic of Palau wishes to clarify that its recent administrative actions relate to corporate and governance matters associated with the former registry operating structure and do not reflect on the professional integrity or experience of Mr Panos Kirnidis, former CEO of Palau International Ship Registry.
3. KR chairman
KR (Korean Register) has announced that Lee Yongsok has been appointed as the 26th Chairman and CEO of KR, following an election held recently during an extraordinary meeting of KR’s General Assembly.
Since joining KR in 1995, Lee has built extensive experience across a wide range of technical and management roles, including General Manager of the Copenhagen Office and General Manager of the Domestic Business Development Team. Most recently, he has served as Executive Vice President in charge of KR’s Business Division since 2020.
Upon his appointment, Lee stated, “I feel a strong sense of responsibility in assuming the role of Chairman at a critical time when the maritime industry is undergoing structural changes driven by decarbonisation and digital transformation. Through leadership grounded in open communication, I will work to further strengthen KR’s role and responsibilities, and contribute to the sustainable development of the global maritime industry.” Lee’s three-year term commenced on 23 December 2025 and will run through to 22 December 2028.
4. Rights on board
The Delivering of Seafarers’ Rights 2025 Progress Report, published by the Sustainable Shipping Initiative (SSI) and the Institute for Human Rights and Business (IHRB), draws on welfare data from 710 companies covering more than 13,000 vessels, alongside input from seafarers and welfare organisations.
The report finds that welfare outcomes are shaped by how clearly responsibility is defined and embedded into governance and commercial decision-making. Key findings include:
• Evidence across the report reinforces the link between seafarer welfare, safety and operational resilience, with fatigue, isolation and psychological stress posing direct risks to safe shipping
• Stronger outcomes where expectations and accountability are clear, including in safe manning and medical cover
• The findings highlight the influence of charterers and cargo owners in driving welfare outcomes when expectations are built into commercial relationships, weaker performance where responsibility is fragmented, notably in onboard connectivity, family support, and recruitment related debt
• A continuing gap between policy commitments and lived experience on board, underlining the need for greater alignment across the shipping value chain
• Wide variation in welfare performance between vessels, including within the same company, underlining the limits of company-level commitments without ship-specific visibility
• Evidence from seafarers and welfare organisations shows that illegal recruitment fees remain a systemic risk, with enforcement gaps allowing exploitative practices to persist across recruitment chains
• Growing recognition of seafarer welfare as a safety, liability and risk issue, with insurers, P&I clubs and assurance providers emerging as important leverage points in driving higher standards
Ellie Besley-Gould, Chief Executive Officer of SSI, said: “Outcomes improve when welfare is embedded into commercial decision-making. When it is not, the cost is borne by seafarers. Closing this gap now requires coordinated action across the value chain.”
The report tracks uptake of the Delivering on Seafarers’ Rights Code of Conduct and associated tools, highlighting where further alignment is needed to support more consistent welfare outcomes across owners, operators, charterers and other industry actors.
Francesca Fairbairn, Institute for Human Rights and Business, added: “We continue to work for improved seafarer rights and welfare through the Code of Conduct and issue specific initiatives with our collaborators and through collective action with industry and government.”
5. IMO rules
Amendments to key IMO treaties include reporting lost containers and mandatory training on preventing harassment and bullying at sea have been introduced.
The amendments entered into force on 1 January 2026. They include the following:
Preventing and responding to bullying, harassment and sexual assault;
Amendments to the Seafarers’ Training, Certification and Watchkeeping Code (STCW Code) aim to prevent and respond to violence and harassment in the maritime sector, including sexual harassment, bullying and sexual assault.
The amendments are included in table A-VI/1-4 (Specification of minimum standard of competence in personal safety and social responsibilities) of the STCW Code. They outline new mandatory minimum requirements for basic training and instruction for seafarers.
These will equip seafarers with knowledge and understanding of violence and harassment, including sexual harassment, bullying and sexual assault, and information on how to prevent and respond to incidents.
Amendments to the International Convention on Standards of Training, Certification and Watchkeeping for Fishing Vessel Personnel, 1995 (STCW-F Convention), together with the newly established mandatory Code on Standards of Training, Certification and Watchkeeping for Fishing Vessel Personnel (STCW-F Code), entered into force on 1 January 2026.
These amendments follow a comprehensive review of this treaty in order to respond to the evolving needs of the fishing industry by introducing harmonized qualification standards and establishing a minimum level of competence for personnel serving on fishing vessels covered by the Convention. The revised annex to the STCW-F Convention provides the legal framework within which the mandatory technical standards set out in part A of the STCW-F Code are applied. Part B of the Code offers guidance to support the uniform implementation of the Convention’s requirements, particularly for those involved in the education, training, certification, and assessment of fishing vessel personnel.
Amendments to the MARPOL and SOLAS Conventions on mandatory reporting of lost containers entered into force on 1 January. Containers lost overboard can be a serious hazard to navigation and safety at sea as well as to the marine environment.
MARPOL: The amendments to article V of Protocol I of the MARPOL Convention (Provisions concerning reports on incidents involving harmful substances) add a new paragraph to say that “In case of the loss of freight container(s), the report required by article II (1) (b) shall be made in accordance with the provisions of SOLAS regulations V/31 and V/32”.
SOLAS: The amendments to SOLAS chapter V (Safety of navigation), address in particular regulation 31 (Danger messages) and require the master of every ship involved in the loss of freight container(s) to communicate the particulars of such an incident to ships in the vicinity, to the nearest coastal State, and also to the flag State which is required to report the incident to IMO. The amendments also address regulation 32 (Information required in danger messages), specifying the information to be reported, including position, number of containers lost, etc.
Safety of onboard lifting appliances and anchor handling winches
A new SOLAS regulation II-1/3-13 covers requirements for the application, design and construction, operation, inspection, testing and maintenance of onboard lifting appliances and anchor handling winches.
Two related sets of guidelines for lifting appliances and anchor handling winches support the implementation of the new SOLAS regulation (MSC.1/Circ.1662 on Guidelines for anchor handling winches and MSC.1/Circ.1663 on Guidelines for lifting appliances).
Enhancing the safety of ships using oil fuel
Amendments to SOLAS chapter II-2 are intended to prevent the supply of oil fuel not complying with SOLAS flashpoint requirements (60°C).
The amendments add new definitions and provisions to SOLAS regulation II-2/4 (Probability of ignition), including requiring that ships carrying oil fuel shall, prior to bunkering, be provided with a declaration signed and certified by the fuel oil supplier’s representative that the oil fuel supplied is in conformity with regulation SOLAS II.2/4.2.1 and with the test method used for determining the flashpoint.
Safety measures for non-SOLAS ships operating in polar waters – Polar Code and SOLAS
Amendments to the Polar Code, together with associated amendments to the SOLAS Convention, extend the requirements concerning safety of navigation and voyage planning to fishing vessels of 24 m in length overall and above, pleasure yachts of 300 GT and above not engaged in trade and cargo ships of 300 GT and above but below 500 GT, operating in polar waters.
Amendments to the 2011 ESP Code
New amendments to the International code on the enhanced programme of inspections during surveys of bulk carriers and oil tankers (ESP Code) relate to the role of an Administration in relation to firms conducting thickness measurements of the hull structure of bulk carriers and oil tankers under the 2011 ESP Code, including audits of such firms by the Administration in order to ascertain that the firm is duly organized and managed.
Electronic inclinometers on new containerships and bulk carriers
Amendments to SOLAS Regulation V/19 require containerships and bulk carriers of 3,000 gross tonnage and upwards constructed on or after 1 January 2026 to be fitted with an electronic inclinometer, or other means, to determine, display and record the ship’s roll motion.
Fire extinguishing – PFOS ban
Amendments to SOLAS Chapter II-2 (Construction – Fire Protection, Fire Detection and Fire Extinction), as well as the 1994 and 2000 International Code of Safety for High-Speed Craft (HSC Code) prohibit the use or storage of extinguishing media containing perfluorooctane sulfonic acid (PFOS). The amendments aim to protect persons on board against exposure to dangerous substances used in fire fighting, as well as to minimize the impact of fire-extinguishing media that are deemed detrimental to the environment.
The prohibition applies to ships/high-speed craft constructed on or after 1 January 2026; and all ships constructed before 1 January 2026 shall comply with the ban not later than the date of the first survey on or after 1 January 2026.
Fire safety for vehicle, special category and ro-ro spaces
Amendments to SOLAS Chapter II-2 introduce new requirements to adequately protect ships from the fire hazards in vehicle, special category and ro-ro spaces, and weather decks intended for the carriage of vehicles. They include requirements for a fixed fire detection and fire alarm system; an efficient fire patrol system in special category spaces; and an effective video monitoring system in vehicle, special category and ro-ro spaces for continuous monitoring of these spaces, to allow for quick identification of a fire, with cameras to be installed to cover the whole space, high enough to see over cargo and vehicles after loading. Associated amendments introduced to the FSS Code supplement the engineering and installation aspects of fire protection systems in such spaces.
International Maritime Dangerous Goods Code (IMDG)
The revised and updated consolidated International Maritime Dangerous Goods Code (IMDG), incorporating amendment 42-24, entered into force from 1 January 2026.
The requirements apply to all ships carrying dangerous goods in packaged form.
Grain Code
Amendments to the International Code for the Safe Carriage of Grain in Bulk (Grain Code) introduce a new class of loading conditions for special compartments.
IGF Code amendments to enhance safety
Amendments to the International Code of Safety for Ship Using Gases or Other Low-flashpoint Fuels (IGF Code), were adopted at MSC 108. They aim to enhance safety by regulating a variety of issues, such as pump suction wells, safety relief valve discharge, fuel preparation rooms, structural fire protection and hazardous zones.
Application of high manganese austenitic steel for cryogenic service
Amendments to the International Code of the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code) and IGF Code, adopted at MSC 106, concern application of high manganese austenitic steel for cryogenic service.
Life-saving Appliance (LSA) Code
The amendments introduced to the LSA Code provide new requirements on ventilation for totally enclosed lifeboats (installed on or after 1 January 2029).
6. Breaking ice
Patrik Rautaheimo, is chairman at Elomatic and author of a new whitepaper, ‘Breaking Ice, Building Power: Securing US Arctic Leadership Through Collaboration and Innovation’. The whitepaper addresses the challenges that the US faces in its efforts to enhance its current icebreaker capability, and the role that a modern approach to vessel design and project management will have in supporting US icebreaker fleet ambitions.
The current geopolitical landscape is beset by volatility, conflict, and uncertainty, which is further intensifying the great-power competition between the United States, China, and Russia. It is within this context that modern icebreakers are emerging as a critical focus in maintaining Arctic sovereignty.
Elomatic’s whitepaper explores these shifting global dynamics and examines how next-generation icebreakers are vital in securing ongoing Arctic operations. Using detailed case studies of live Elomatic icebreaker projects, the Canadian Coastguard’s Polar project and the new Polarstern, the paper highlights how modern, collaborative design and project-management approaches can accelerate ship development, whilst reducing cost and improving shipyard capability. For details see the company website.
7. ITIC warning
P&I correspondents are being urged to strengthen their payment verification procedures after a fraudster intercepted email communications during a sensitive crew claim and diverted a US$200,000 settlement, according to International Transport Intermediaries Club (ITIC).
In a case cited in ITIC’s most recent Claims Review, a P&I correspondent was managing a sensitive crew-claim settlement when a third party intercepted email communications and began impersonating several individuals involved in the process, including members of the deceased’s family.
Mark Brattman, Claims Director at ITIC, said: “This case is a stark reminder of how sophisticated payment-interception fraud has become. Email interception is a well-known method of fraud and it often targets high value payments, particularly where the correspondence is sensitive or time pressured. In this case, the fraudster took advantage of a complex and emotional situation and relied on the apparent credibility of the forged documentation.
“The quality of fraudulent emails is constantly improving and it is becoming almost impossible to tell if it is fraudulent just from reading it. Checks need to be made to verify if the emails are real. Any changes to bank details should be seen as a huge red flag. Similarly, if bank details appear to be in a different country to where the real payee is located, or if the account name differs from the real payee’s name, this should set alarm bells ringing,” Brattman added.
Using fake email addresses and fabricated documents, the fraudster supplied false bank details and fraudulent settlement authorities.
Believing the communications to be genuine, the correspondent transferred the US$200,000 settlement to the fraudulent account provided.
The fraud only came to light when the actual family contacted the correspondent to ask why they had not received the payment. By that point, the funds had already been withdrawn by the fraudster and could not be recovered.
The correspondent notified the P&I Club immediately. Legal counsel was appointed to verify the claimant’s identity and finalise the settlement correctly. The member paid the full settlement again from their own funds and also had to cover the additional legal costs to ensure the family received what they were owed.
The correspondent was covered by ITIC, which assessed the incident as a failure to identify fraudulent communications and verify new bank details before authorising payment. ITIC also reimbursed the correspondent for the additional legal costs.
“We highly encourage correspondents to take extra care to verify identities and payment instructions through secure, multi-channel communication. Bank details should always be checked by calling a publicly available telephone number, such as one listed on an official website, rather than any number supplied in an email. We strongly encourage members to put robust fraud prevention measures in place and to maintain strong internal control systems, especially when managing settlements or any other critical payments,” Brattman concluded.
Further fraud-prevention guidance is available on the ITIC website
8. DCS rules rethink?
Shipowers and managers are being reminded to review on board fuel measurement and data capture practices following the entry into force of amendments to MARPOL Annex VI an article on Hellenic Shipping News highlights.
Ships of 5,000 gt and above engaged on international voyages must now begin collecting more detailed international data under the IMO Data Collection System (DCS). This includes information on how much fuel needed by different onboard systems, as well as information on distances sailed and time underway to allow consumption to be assessed against the work the ship performs. While the official entry into force date was August 1, 2025, data collection is based on a full calendar year.
Although information using the enhanced dataset does not have to be submitted until early 2027, the obligation to generate compliant data starts now,” said Uwe Krüger, Joint Managing Director of Germany’s CM Technologies (CMT). “Separating data collection from reporting is essential, as information that is not captured onboard during 2026 cannot be produced later.”
The amendment, adopted at MEPC 81 in March 2024, does not change the established IMO DCS reporting cycle. Fuel-oil consumption data for a given calendar year must still be verified by the Flag State or a recognised organisation, typically a classification society, with a Statement of Compliance issued by 31 May of the following year. What has changed is the scope, structure and traceability of the data that must now exist to support that process.
“Ships are now required to collect more granular information than under the original 2016 framework, moving beyond aggregated fuel figures towards continuous measurement that can demonstrate how fuel is consumed across different onboard systems and operating conditions. For many fleets, this represents a practical shift from estimation and reconciliation towards direct measurement,” said Krüger.
According to CMT, a common source of uncertainty is the assumption that the expanded DCS can be addressed primarily through revised reporting procedures, rather than through changes to how operational data is generated onboard. “It is important for shipowners to understand that expanded IMO DCS separates when data is collected from when it is reported,” said joint managing director David Fuhlbrügge. “The first reports will be submitted in 2027, but the quality of those submissions depends entirely on what is measured and logged onboard throughout 2026, and the quality of that data.”
He added that ensuring the right tools are in place early reduces both compliance risk and verification effort later. “If fuel consumption by consumer and operating data are being generated continuously, owners place themselves in a much stronger position when the data is audited and reviewed.
“The expanded DCS places greater emphasis on how data is generated, making onboard monitoring capability a compliance issue rather than an optimisation choice. Continuous measurement of fuel consumption by the consumer, supported by engine performance data, gives owners a far stronger audit trail,” he said.
“Effective monitoring reduces reliance on estimation and reconciliation and puts operators in a much better position when the data is verified, since incomplete or inconsistent datasets can result in a SoC being withheld. There could also be greater interest during port State control inspections, and increased scrutiny from charterers.”
Krüger said that many operators still associate DCS with end-of-year paperwork, “but it is now very much an operational issue. It depends on what happens in the engine room and on the bridge every day, not on how figures are assembled twelve months later.”
CMT says its engine-performance and fuel-monitoring systems are designed to align with how the expanded IMO DCS dataset must be generated in practice. By capturing fuel consumption at the level of individual engines and other consumers, and linking that data to operating conditions, such systems provide a structured, auditable foundation that supports expanded DCS requirements alongside existing regulatory schemes.
“The objective is not simply to report more data, but to create reliable data in the first place,” Krüger said. “Operators that focus on measurement and data integrity will find their 2027 submission processes far more straightforward. Frequent and effective engine monitoring and data capture also helps crews optimise and reduce fuel consumption, emissions and costs.”
With expanded IMO DCS data collection now underway, CMT is advising shipowners and technical managers to treat 2026 as a preparation and validation year, ensuring that onboard systems, procedures and verification pathways are aligned well in advance of the first submissions under the enhanced framework.
9. Sea rescue
NAVTOR is helping Redningsselskapet (Norwegian Society for Sea Rescue) increase both efficiency and cost savings by making its fleet management solution, NavFleet, available free of charge, while also providing ongoing systems delivery and support. The partnership will help empower optimal operations for the society’s fleet of currently 59 vessels, with intelligent planning and monitoring, more efficient vessel utilisation, greater predictability, and the potential for meaningful cost savings through smarter decision-making and deployment.
Redningsselskapet has been safeguarding people and assets in Norwegian waters since 1891. With a focus on saving lives and helping those in need, the charitable organisation – which is completely dependent on its team, volunteers, members, donors, and corporate partners – is an institution in Norway, with its instantly recognisable red and white vessels undertaking close to 10,000 missions a year (9,674 in 2024).
Navtor is providing a comprehensive mix of services. NavFleet connects ship and shore with seamless sharing of information, such as passage plans, routes, layers, documents, and certificates between platforms – and official electronic navigational charts from Kartverket (Norwegian Mapping Authority), delivered through NAVTOR’s digital ecosystem. Many RS vessels already utilise NavBox for automated updates, and full rollout across the fleet is planned during the year to ensure continuous access to the latest official charts.
Notices and Miscellany
Ocean Score move
OceanScore has announced the official opening of its Japan office, representing the next step in strengthening its presence in the Asia-Pacific region. The opening reflects OceanScore’s focus on providing proximity and structured support for Japanese shipowners and managers as the commercial implications of EU ETS and FuelEU Maritime grow.
Capital Link forum
The 16th Annual Capital Link Greek Shipping Forum will take place on Thursday, February 5, 2026, at the Athenaeum Intercontinental Athens in Greece. The Forum is held in partnership with DNV and in cooperation with NASDAQ and NYSE. Featuring the institutional and industry leadership of global shipping, this forum will explore the sector’s most significant trends, challenges, and emerging opportunities.
For more information, please contact: Eleni Bej at ebej@capitallink.com or call 212.661.7566.
LSLC seminar
LSLC, in association with 36 Stone and Stewarts is holding a seminar/webinar to discuss Third Party Funding in International Commercial Arbitration and Litigation on 27th January 2026
Time: 6.00pm – 7.30pm. Venue: The IDRC, 1 Paternoster Lane, London, EC4M 7BQ
For details contact shipping@shippinglbc.com,
Inchcape office
Inchcape Shipping Services (ISS), a global leader in port agency and marine services, has announced the opening of its newest office in Mollendo, Peru. This expansion reinforces ISS’s commitment to supporting customers in key regional markets and delivering world-class shipping solutions across South America.
Located in Mollendo, Arequipa, the branch is ideally positioned to serve both the Mollendo Terminal and the adjacent Matarani Port, operated by TISU. These facilities are vital gateways for Peru’s import and export trade, handling a diverse range of commodities including ultra-low sulphur diesel oil (ULSDO), gasolines, grains, general cargo, containers, and copper concentrates.
Safe ship inspection
A Maritime Technologies Forum webinar entitled Guidelines for Safe Inspection of Methanol Dual-fuel Ships will take place on 5 February 2026, 09:00 CEST to discuss a recent report on the topic. Download the report from the MTF website: 202509_MTF_SIM report_20250919_rev2.pdf
Global ambassador
Mintra, a global leader in digital learning and workforce management solutions for the maritime and energy industries, has announced the appointment of Vassilios Demetriades as Global Ambassador, with a strategic focus on the Greek market. The appointment follows Mintra’s recent acquisition of SQLearn and marks a key step in strengthening SQLearn’s position within the Mintra group and in the global maritime training landscape.
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 HANDY TIPS
Before attempting to remove stubborn stains from a garment always circle the stain in permanent pen so that when you remove the garment from the washing machine you can easily locate the area of the stain and check that it has gone.
High blood pressure sufferers: Simply cut yourself and bleed for a while, thus reducing the pressure in your veins.
Olympic athletes. Conceal the fact that you have taken performance enhancing drugs by simply running a little slower and letting someone else win.
Heavy smokers: Don’t throw away those filters from the end of your cigarettes. Save them up and within a few years you’ll have enough to insulate your attic.
Create instant designer stubble by sucking a magnet and dipping your chin in a bowl of iron fillings.
X File fans: Create the effect of being abducted be aliens by drinking two bottles of vodka. You’ll invariably wake up in a strange place the following morning, having had your memory mysteriously ‘erased’.
A sheet of sandpaper makes a cheap and effective substitute for costly maps when visiting the Sahara desert.
Convince neighbors that you have invented a ‘SHRINKING’ device by ruffling your hair, wearing a white laboratory coats and parking an articulated lorry outside your house for a few days. Then dim and flicker the lights in your house during the night and replace the articulated lorryunseen, with a Tonka toy of the same description. Watch their faces in the morning!
Nissan Micra drivers: Attach a lighted sparkler to the roof of your car before starting a long journey. You drive the things like dodgem cars anyway, so it may as well look like one.
Tape a chocolate bar to the outside of your microwave. If the chocolate melts you will know that the microwaves are escaping and it is time to have the oven serviced.
A mouse trap, placed on top on of your alarm clock will prevent you from hitting the snooze button, rolling over and going back to sleep.
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.
