1. Our modern heroes
2. Lithium dangers
4. Chilean freight crime
5. Duel fuel training
6. Recycling convention
7. Seafarer welfare
8. Life at sea
9. Learning from accidents
10. Energy debate
11. Supreme Court decision
12. Chartering training
13. Ocean conservation
14. Adventurous spirit
15. Decarbonisation effects
16. Scrubber concerns
Notices & Miscellany
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1. Our modern heroes
By Michael Grey
I had just finished re-reading an old biography of Edward Wilson; doctor, scientist, naturalist, artist and Antarctic explorer, who died with Captain Scott and fellow members of the south polar party, in March 1912. Even across all these years, it is impossible to remain unmoved, reading his final letter to his wife, written when frozen and starving, immured in the blizzard blown tent that would become his tomb. The tale of this doomed journey epitomises the heroic age of exploration and adventure, which defies modern attempts to reinterpret our history.
The connection may seem somewhat perilous to make, but it was just a few days after the polar party had died, their fate unknown for another eight months, that the maiden voyage of the Titanic came to a tragic end; a shipwreck that we have seemingly been unable to forget. And of course, it has all come flooding back again this month, with the search for the Titan submersible and its five occupants monopolising the headlines while their fate in the dark Atlantic depths remained uncertain.
We have now, with the wreckage of the tiny craft now discovered, close to the remains of the liner, moved onwards to the investigation and recriminations phase, with plenty of food over which the media can chew. It is probably best to leave the forensic analysis to the experts, who may, or may not, be able to derive conclusive reasons for the fatal implosion from any shards of carbon fibre reclaimed from the depths. The apparent doubts about the wisdom of its experimental design and whether it should have been used for fare-paying passengers will surely be considered at length by the accident investigators.
We read that there is now a sizeable Titanic “community” and a niche industry active in providing expeditions to view the remains of the liner and the artefacts scattered on the ocean floor around the wreck site. One should not be too judgemental, but is there not something distinctly ghoulish about wishing to take part in such “adventures”, just as it is akin to grave-robbing, as such has taken place on numerous occasions, with items removed by clever submersibles.
The “community” will be quick to defend itself, but it seems to me that there is precious little scientific discovery to be gained from this bit of grim ocean floor. If we can range around the depths, surely there are better things to do with the technology than to indulge rich adventurers wishing to tick the Titanic off their bucket lists, although, as with the amateurs being shot into space, I suppose the money helps to defray the expenses and fare-paying passengers provide some PR value. You would hesitate to suggest that there is, in these adventures, much public accessibility, either in space or in the depths.
You might insist that these people are willing to take risks and that is what counts as heroic these days. But it is all a bit pointless when innumerable tasks are undertaken at extreme depths by ROVs with all their clever tools and scientific sensors. If you are looking for real heroes, it is worth thinking about salvors, or saturation divers, although they are of course professionals and undertake their risky roles for gain, rather than merely spending it. The frontiers of deep ocean exploration are being ranged around these days by oceanographic scientists who tell us that there remains a huge amount to learn about the seas that wash our planet and its inter-connected nature. You might argue that these are the true inheritors of those who lived in a far more dangerous, but heroic age, of exploration.
While vaguely on the subject, it is sad to report that of one of my all-time shipping heroes, the Dutch shipowner Piet Vroon has died at the age of 93. He was the very model of a traditional owner, who lived overlooking the great river Scheldt at Breskens, from where he had built a sizeable fleet from a single small coaster in the 1950s. There were few sectors of shipping that he had not involved the company in over the years and he was always on the lookout for opportunities in niche, long-term business. Unlike so many modern operators, who tend towards tunnel vision, when it comes to their trade sector, Piet Vroon was astonishingly well-informed about every aspect of ships and shipping and always free with kindly advice. The shipping world, and that of yacht racing that was his passion, will miss him
Michael Grey is former editor of Lloyd’s List.
2. Lithium dangers
Industry awareness of the dangers of battery fires remains dangerously low, according to Stream Marine Technical (SMT). Standardised training and regulations should come into force sooner rather than later to reduce the significant safety risks electric car batteries pose to vessels and crews, a panel of industry-leading speakers discussed at a recent webinar held by the alternative fuel consultancy service .
Part of the Stream Marine Group, SMT held the webinar in conjunction with Ship Management International to discuss how the industry can work together to deal with the huge fire risks that batteries in electric cars pose to both life and ship.
Speakers at the webinar included, Tony Int’ Hout, Director at Stream Marine Technical. Tim Springett, Policy Director, UK Chamber of Shipping, Jan Polderman, Founding Member BlueTack, specialists in marine incident management, and Kelly Malynn, ESG strategy lead for marine insurers Beazley.
Tim Springett told delegates that corners of the industry are becoming increasingly concerned over the dangerous fire risks of Lithium-Ion Batteries (LIBs) as the proportion of vehicles powered by LIBs, being carried on Ro-Ro ferries increases. As the vehicles begin to age and the batteries deteriorate, the risk of dangerous fires steadily increases, he explained.
Tony Int’ Hout explained battery fires are normally created from two initiating causes, such as damage to the battery caused by a collision, incorrect charging regime or wrong charging, incorrect installation, a battery being incorrectly stored, or a malfunction of the battery.
Talking about the current training requirements for crews, Int’ Hout, said: “The regulations are not really robust enough yet. Even if you have 85 firefighters onboard, similar to a standard cruise ship, they can respond to the fire very quickly, but the challenge lies with dealing with a battery fire, they are very hard to put out. We do not have enough training in fire safety with any of the alternative fuels that are coming into the industry.”
There have been 387 LIBs fires since 2012, Springett reported. “While this figure is relatively low when you take into account there are 16million electric vehicles globally, there is little training or awareness to ensure crews know what to do when faced with a LIB fire,” he said.
Talking about the dangers, he explained: “When these fires do occur they are much more difficult to put out, compared to other types of fires crews have to put out. The triangle of fire – heat, fuel, oxygen – is the first thing one learns on a fire safety course. But with LIBs there is a tetrahedron of fire. There is an additional effect of a chemical chain reaction. Once the thermal runway starts, that fire is unstoppable. Flames in LIB fires will be pulled towards the nearest energy source.”
“STCW fire safety training is based on completely different types of fires and burning materials, so this is something that should be addressed. The industry should look at what the appropriate requirements for training are going forward.”
The IMO is to begin a review of the STCW fire safety training in 2025, but even then it will take two years to complete and then seven years to adopt, warned Springett. The UK Chamber of Shipping is treating the dangers of LIB fires as a priority, he added, and it will be looking at setting out a number of proposals and guidelines that can be turned into legislation, and eventually adopted by the IMO.
Jan Polderman highlighted the added dangers of toxic fumes and vapours that come from a battery fire, along with the added risk of electrocution.
He said: “We believe the way forward for the industry is to collect data, analyse it, develop new systems or re-develop existing systems, test new ideas – and this is important, test, re-test and test again, develop training for responders and build further on experience.”
To see the webinar in full click here
Brian Perrott and Colin Chen of HFW have drawn to our attention a recent case1 which has shed light on representations in the context of a claim concerning deceit and unlawful means conspiracy.
The first claimant co-founded a company, IBSL, in 2006. In 2016, relationships between senior management became tense. The shareholders ultimately entered into a divestment transaction, pursuant to which shares in IBSL were sold to a new company, IBSHL. In 2019, the first claimant ceased to be the CFO, and was eventually dismissed from his employment by IBSHL.
Broadly speaking, it was alleged that the defendants had made a number of misrepresentations, which had induced the first claimant and his partner to enter into the transaction. There were allegedly eight occasions on which the defendants’ words or conduct gave rise to implied misrepresentations regarding the first claimant’s employment after the transaction. For example, one of the defendants had written to say “I have nothing personal against you and I would continue to benefit from you as the CFO…”, whereas another had said “it sounds good” at the end of a meeting.
Mr Justice Butcher held, amongst other things, that none of the misrepresentations had been made. He was not persuaded by the claimants’ evidence. For example, meeting notes generally did not seem to have been kept.
In dismissing the claim, Mr Justice Butcher clarified that whether a representation of intention has a ‘continuing’ effect (in the sense that it can ‘continue’ after it is made and so be capable of being relied upon) depends on the precise nature and circumstances of the representation. However, “in relation to many representations of intention, it may well be that they should not be regarded as having any continuing effect”.
Mr Justice Butcher also clarified that, in the context of a claim for deceit, it is a necessary requirement for the person making a representation to have intended the representation to have been passed on to the representee. A mere expectation that a representation would be passed on to a representee (e.g. to the first claimant’s partner) will not suffice, although it may be good evidence of such an intention.
The case highlights some of the difficulties that might arise in relation to a claim based on implied misrepresentations. It also reminds us of the importance of keeping contemporaneous records.
1 Goyal and another v BGF Investment Management Ltd  EWHC 1180.
4. Chilean freight crime
The latest analysis from international freight insurer, TT Club and business improvement consultants BSI SCREEN, reports dramatic 2022 year-on-year increases in freight crime in Chile with incidents of theft estimated to be up 27% on pre-pandemic levels.
The report highlights: a 450% increase in the frequency of insurance claims in 2022, an increased value of claims over the same period of 820%, and over half of cargo crime incidents involve hijacking. Most common commodities targeted were electronics (25%) and foodstuffs (20%)
TT Club has once more come together with BSI SCREEN, this time with the Logistics Association of Chile (ALOG) and the crime investigation unit, Signum Services (an associate of TT within the Thomas Miller Group), to focus on a worryingly dramatic trend in the Chilean freight transport sector. The extensive report, based on the wide-reaching data resources of the four organisations, has recently been published. Entitled ‘Freight crime in Chilean supply chains’ it is available for download HERE.
In an introduction to the risk landscape, the report notes that pandemic-induced measures such as quarantine, restrictions in movements and curfews, had the effect of reducing the incidence of cargo theft for much of 2020 and 2021. However, last year, with such limitations lifted, levels of crime sprang back with a vengeance to 27% higher than pre-pandemic levels, according to ALOG data.
“The underlying factors that seem prevalent in explaining the alarming statistics seem to be predominantly social and economic in nature,” comments TT’s Managing Director of Loss Prevention, Mike Yarwood. “Inflation, increases in the cost of living and social unrest have motivated individuals to turn to crime. These circumstances, which also encourage a larger black market, particularly in foodstuffs, instil heightened criminality in the population.”
Indeed, the report found that criminal organisations that are behind much of the theft have exploited to a greater degree than in the past those employed in the supply chain, to provide valuable data and information on cargo flows, nature of loads and an ability to falsify delivery instructions. Labour strikes, also common in a recession, create pinch points in the usual smooth flow of goods. Such locations become a focal point for crime. The reported statistics show that second to hijacking as a mode of theft (57%), is the combined activity of stealing from a facility or of a vehicle itself, when cargo is at rest, contributing to 32% of all incidents.
5. Duel fuel training
Newly-appointed member of the Methanol Institute, multi-disciplinary methanol consultancy Green Marine, has recently finalised a specialist training programme for crews on methanol dual-fuel vessels, supplementing baseline regulatory training requirements with practical, experience-based learning.
The scale of the crew training challenge presented by the fuels required for decarbonisation is at least as great as the technology hurdles the industry faces. A recent report commissioned by the Maritime Just Transition Task Force Secretariat predicts a rise in the number of seafarers needing training on alternative fuel technologies in the 2040s to between 310,000 and 750,000 people.
Green Marine’s Asia team is participating in the development of rules and standards for methanol bunkering in Singapore, including taking part in a panel of experts to establish policy and training. Stakeholders include local regulators and academics, industry associations and classification societies, in addition to bunker operators.
The crew training programme was created based on practical knowledge gathered over a decade of experience working on methanol dual fuel vessels with services from design consultancy to newbuilding construction supervision, technical management and operations.
The curriculum, which can be delivered onboard, in a classroom or online, was developed to address the knowledge gaps between theoretical regulation and practical experience in the use of methanol as marine fuel. Green Marine is able to supplement regulatory baselines with real life experiences based on operational experience, emergency troubleshooting and the application of historical data.
“Green Marine’s team members have played a significant role in the evolution of methanol as a marine fuel – and in particular bunkering and onboard handling – since its earliest days,” said MI CEO Gregory Dolan. “We are very happy to have Green Marine as a member and we look forward to working together in future to share its operational expertise and practical knowledge as the industry continues its transition to cleaner operations.”
“Our methanol specialists are captains and chief engineers with first-hand knowledge of working with methanol as a fuel and how to ensure these dual fuel ships operate safely,” said Morten Jacobsen, CEO of Green Marine. “Theoretical knowledge is little use in real life situations when you need to know what to do; we bridge that gap and provide practical knowledge to support crews in adopting this methanol dual fuel technology.”
6. Recycling convention
The Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships (the Hong Kong Convention) is set to enter into force within 24 months, after Bangladesh and Liberia became Contracting States to the Convention.
The Hong Kong Convention is aimed at ensuring that ships, when being recycled after reaching the end of their operational lives, do not pose any unnecessary risks to human health, safety and to the environment.
The Hong Kong Convention will enter into force 24 months after the following required criteria have been met:
- not less than 15 States;
- not less than 40% of the world’s merchant shipping by gross tonnage; and
- ship recycling capacity of not less than 3% of the gross tonnage of the combined merchant shipping of those States mentioned above.
These conditions have now been met and the Convention will enter into force on 26 June 2025. Bangladesh is one of the world’s largest ship recycling countries by capacity. Liberia is one of the world’s largest flag States by tonnage.
IMO Secretary-General Kitack Lim commended Bangladesh and Liberia for the accessions.“I congratulate Bangladesh and Liberia for depositing their instruments of accession, triggering within 24 months the entry into force of the Hong Kong Convention, and the global regime for safe and environmentally sound recycling of ships. This is a momentous day for the IMO, for the international shipping industry, for the marine environment, and specially for workers and local communities in ship recycling countries globally.”
“Bangladesh has made huge strides in recent years in improving its ship recycling regulation and standards to meet the Hong Kong Convention requirements. I take this opportunity to also thank the Government of Norway for their continued support to the IMO-implemented project on Safe and Environmentally Sound Ship Recycling in Bangladesh (SENSREC), which has helped make this accession possible. I would also like to express my deepest appreciation to Liberia. As a prominent flag state, their accession to the Hong Kong Convention will provide a major advancement to Liberia’s regulatory framework and would enable the tonnage criteria to be met,” Mr. Lim said.
“I invite other Member States, who have not yet become a party to the Hong Kong Convention, to do so as soon as possible, “he added.
The Hong Kong Convention was adopted at a diplomatic conference held in Hong Kong, China, in 2009.
It embraces the “cradle to grave” concept, addressing all environmental and safety aspects relating to ship recycling, from the ship design stage through to the end of the ship’s life, including also the responsible management and disposal of associated waste streams in a safe and environmentally sound manner.
The Convention places responsibilities and obligations on all parties concerned – including shipowners, ship building yards, ship recycling facilities, flag States, port States, recycling States.
Upon entry into force of the Hong Kong Convention, ships to be sent for recycling will be required to carry onboard an Inventory of Hazardous Materials. Ship recycling facilities authorized by Competent Authorities will be required to provide a Ship Recycling Plan, specific to each individual vessel to be recycled. Additionally, Governments will be required to ensure that recycling facilities under their jurisdiction comply with the Convention.
7. Seafarer welfare
The Mission to Seafarers has published an industry report containing the preliminary outcomes from the Executive Roundtable event held during Singapore Maritime Week 2023. The results highlight the breadth of opportunities to improve seafarer welfare.
The aim of this forum was to identify effective solutions to the challenges faced by seafarers and drive meaningful change in seafarer welfare. Building upon data from the Seafarers Happiness Index, with supporting insights from sponsors Standard Club part of NorthStandard, Idwal, and Inmarsat, The Mission to Seafarers facilitated the roundtable event to address five crucial areas that significantly impact the lives of seafarers:
- Access to shore leave and connection with loved ones
- Mental health and wellbeing
- Package, security, diversity, career progression
- Living and working conditions
- Support and management on board and ashore
Over 100 solutions were identified during the event, organised into the five main areas explored. These solutions cover a wide range of areas, from standardising shore leave policies and advancing communication technologies to providing mental health resources and fostering a supportive work environment. They also address issues of fair treatment, career progression, living conditions, and effective support and management on board and ashore.
Ben Bailey, Director of Programme at The Mission to Seafarers, said: “It was truly inspiring to witness the diverse range of ideas and opportunities that were put forward to help address and bridge the gaps in seafarers’ needs to enhance the experience of working at sea. When confronted with the immense challenges that seafarers encounter, it can often seem daunting to identify what more can be done to make a difference. However, our report from the roundtable held at Singapore Maritime Week is brimming with innovative ideas and actionable steps that can be taken. Whether by The Mission to Seafarers or others, there are ideas present in this report that every organisation can contribute towards and embrace, fostering a collective effort to better support the dedicated men and women who work tirelessly at sea.”
Steven Jones, founder of the Seafarers Happiness Index commented: “As we celebrate International Day of the Seafarer, we are seeing change driven by Environmental, Social and Governance (ESG) frameworks. This means every part of the industry is compelled to make improvements. The focus of the Executive Roundtable on Crew Welfare and the follow-up activities are focused on solutions. Finding the answers to the questions that seafarers are asking and finding the ways of making every aspect of life at sea better. This initiative is about having the imagination, vision and determination to fix the ills which are so damaging to seafarers, and we thank all those who have shared their insights, experience and enthusiasm.”
George Haysom, CCO at Idwal, added: “Idwal was delighted to play a part in this highly productive session with top industry executives taking time out of a very hectic week to workshop ideas for solutions to some of the main seafarer wellbeing issues facing the industry. We are keen to keep momentum going and excited to share our own data to bring more transparency of on-board welfare conditions to the debate. We look forward to our involvement in the next developments as they reach a more action-focused stage.”
The Mission to Seafarers is committed to assessing each solution and determining its feasibility. While some ideas may already be in progress, others may require further exploration and collaboration. The Mission’s focus will be to translate the findings into actionable work streams, underpinned by an effective action plan, strong partnerships, and targeted goals, which will give us the best possible chance of delivering the tangible outcomes that will improve the lives of seafarers.
In the coming weeks, the proposed solutions will undergo careful review to determine the most suitable approaches for addressing the identified issues. A position document will be developed to evaluate these proposed fixes, and individuals interested in specific areas will be invited to participate in the implementation process.
To access a comprehensive document containing the proposed solutions, please visit: https://www.missiontoseafarers.org/wp-content/uploads/Seafarer-Welfare-Exec-Roundtable-Review-Singapore-2023.pdf
8. Life at sea
Global maritime network Stella Maris has launched the latest version of its Life at Sea report, which focuses on the work its port chaplains have done and continue to do to support seafarers and families impacted by the war in Ukraine.
The Stella Maris Life at Sea report 2022: Kindness amid conflict contains stories of how Stella Maris’ chaplains have made a vital difference to many seafarers and families facing hardship and desperation. Stella Maris offered safe housing for Ukrainian refugees, deliver humanitarian relief, and reunite families.
Stella Maris, working in partnership with the shipping industry, has so far provided £150,000 in grants to 300 Ukrainian seafarers and their families over the last year.
Stella Maris CEO Tim Hill said, “From the day war broke out, Stella Maris has been on the ground supporting seafarers and their families facing an unprecedented crisis. Today, our team remain in the port city of Odesa, doing everything possible to stand with those who need help.”
Stella Maris said in the coming year, funds will be needed to:
• Continue providing financial support to out-of-work Ukrainian seafarers and their families facing economic hardship, and;
• Grow the mental health counselling service it established in 2022, to provide relief for the increasing numbers of men, women and children suffering trauma and poor mental health because of the war.
The Centenary Emergency Fund also needs support to provide crisis help to seafarers of all nationalities and backgrounds, around the world, in cases of abandonment, hospitalisation, death at sea and piracy.
9. Learning from accidents
In an exclusive interview to SAFETY4SEA, Oessur Hilduberg, Head of the Danish Maritime Accident Board (DMAIB), explains that the investigation bodies now use a variety of new data collection strategies and analytical frameworks. This methodological shift is based on the recognition that marine operations are complex in nature, and has a substantial effect on what can be learned from accidents. See the Safety4Sea website for more information.
10. Energy debate
The British Ports Association (BPA) has called on ministers to reverse a decision to remove the industry from a Government support scheme designed to provide relief to businesses from high energy prices.
The Energy Bills Discount Scheme (EBDS) is the successor to the Energy Bill Relief Scheme, which provided support to businesses from October 2022.
Some ports now say that energy is a higher cost than wages – traditionally a port’s highest cost base. As inflation shows no sign of abating in the near future, ports are warning that the move to exclude ports from the new scheme could add direct costs to supply chains. It could also destabilise tentative moves towards further port electrification and the supply of electricity to port users.
Richard Ballantyne, Chief Executive at the British Ports Association said: “It is disappointing that ministers have cut ports out of the new energy support scheme and it is likely that this will add direct cost to supply chains.
Ports’ immediate options for reducing fuel consumption are extremely limited and this decision piles additional cost pressure on the industry at a difficult time. We hope Ministers will reconsider.
The previous energy bill support scheme was welcomed by ports at a time when ports’ primary cost bases – wages and energy – were soaring. Also our ports compete internationally so keeping costs down is good for encouraging trade and inward investment into the country.
Whilst the new EBDS is more modest, our sector is still feeling the strain from high energy costs. This has been exasperated by the Government’s 2022 removal of red diesel tax benefits for landside port operations. The red diesel tax change alone added significant cost to operations without any support for port electrification. Including ports in the EBDS would make the Government’s aim of supporting moves to electrification – where feasible – more realistic.”
11. Supreme Court decision
Hill Dickinson has drawn to our attention the recent Supreme Court decision upholding Buchanan -v- Babco.
The Supreme Court has issued its judgment in the case of JTI Polska Sp Z o.o. and Ors -v- Jakubowski & Ors  UKSC 19, affirming the House of Lords’ decision in James Buchanan & Co. Ltd -v- Babco Forwarding & Shipping (UK) Ltd.  AC 141.
The appellant road carrier had pursued a leapfrog appeal to the Supreme Court against the first instance decision holding the carrier liable under Art 23.4 of CMR for the excise duty payable on 289 cases of cigarettes stolen during a CMR transit.
In Buchanan -v- Babco, the House of Lords held that excise duty payable in respect of excisable goods lost or stolen during transit is recoverable in full from the carrier (in addition to the market value of the goods), as ‘other charges’ under Article 23.4 of CMR).
In the present appeal, whilst the carrier accepted that in light of Buchanan the first instance court was bound to hold the carrier liable for the excise duty, it submitted that the House of Lords’ decision was wrong and should be departed from, and applied for a certificate enabling a direct appeal to the Supreme Court. The appeal was accepted on the basis of criticism of Buchanan by academics and the Court of Appeal in the case of Sandeman Coprimar SA -v- Transitos y Transportes Integrales SL  EWCA Civ 113;  QB 1270.
Article 23.4 of the CMR Convention provides:
‘In addition, the carriage charges, Customs duties and other charges incurred in respect of the carriage of the goods shall be refunded in full in case of total loss and in proportion to the loss sustained in case of partial loss, but no further damages shall be payable.’
Courts in other jurisdictions have either adopted a ‘broad interpretation’ of Article 23.4 (as per Buchanan) in which charges incurred due to a loss in transit are recoverable from the carrier, or a ‘narrow interpretation’ in which recovery is limited to those charges which would have been incurred if the carriage had been performed without incident, thus excluding excise duty levied as a result of loss or theft.
The Supreme Court acknowledged that there were powerful arguments in favour of the narrow interpretation, in particular those based on the object and purpose of Chapter IV of CMR and the structure of the compensation scheme for the loss of goods. However, the Court determined that the travaux préparatoires, which the appellant had sought to cite in support of the narrow interpretation, was unable to demonstrate a definitive legislative intent in relation to the wording of Article 23.4.
The Supreme Court considered that the broad interpretation was tenable on the basis of the arguments heard by the House of Lords in Buchanan and similar findings made by the higher courts in other CMR jurisdictions (including Denmark, Belgium and Lithuania). As such, the Supreme Court found that the required threshold of the decision in Buchanan being shown to be untenable had not been met. As such, the Court ruled that Buchanan should be upheld and by doing so maintained the status quo.
12. Chartering training
Signal, the diversified shipping services group, whose activities include commercial ship management, software development and investments, has opened up access to its online Tanker Chartering Academy for all. The free to view 10-module programme has been created to explain the entire process of fixing a vessel as well as tanker operations, port disbursements and post-fixture activities. See www.thesignalgroup.com/academy for further details.
The Academy programme was initially created to help the fast-growing Signal train its shipping professionals, software engineers, and data scientists to ensure that they understand the fundamentals of the tanker shipping business. It is now being made available to Signal customers, partners and the wider shipping and trading community to provide entry level knowledge.
Signal founder Ioannis Martinos said: “Shipping companies have big digital ambitions, but to deliver on those, they need to attract onboard talent which often has little or no exposure to our industry. How can you build and deploy helpful solutions if your technologists don’t understand the shipping business? Having struggled with this in the past, we built a program based on what really happens in the tanker chartering setting. We’ve had great internal success with it, so we wanted to share with others.”
13. Ocean conservation
The government of Barbados is preparing to pour an extra US$50 million into ocean conservation efforts over the next fifteen years after replacing conventional debt with a Blue Bond we read on the ICS website. The innovative debt conversion will help the country to extend marine protected areas, supporting biodiversity, boosting climate resilience and safeguarding a key tourism resource.
Barbados Prime Minister Mia Mottley said: “This will allow Barbados to secure and protect our marine environment and also help us expand our blue economy, both of which are of critical importance to our people and our very way of life.”
The financing was developed in cooperation with The InterAmerican Development Bank (IDB) and The Nature Conservancy, with financing arranged by Credit Suisse and CIBC First Caribbean.
Among the conservation commitments attached to the bond are the development of a marine spatial plan (MSP) based on input from stakeholders including the maritime transport and fishing sectors alongside tourism and conservation experts. The outcome will provide a framework that balances development and conservation interests, while addressing the cumulative effects of human use of the 55,000sq km of coastal oceans around Barbados.
The Minister of the Environment and National Beautification of Barbados, Adrian Forde, said: “Having the full participation of all stakeholders is essential to this process. We need them to share information about our marine space to ensure that equitable consideration is given to all relevant sectors.”
The initial phase of planning, initiated in January, involves the creation of institutional, financial, legal and political frameworks to support the development of the marine spatial plan. One key ambition is to ensure that at least 30% of Barbados’ coastal waters are ultimately designated as protected areas.
The progress in Barbados echoes wider developments taking place to protect large swathes of Marine Protected Areas around the world. In late June the United Nations adopted the landmark High Seas Treaty. This follows the significant breakthrough in March 2023 when nearly 200 nation States took part in the discussions and came to an agreement in finalising the text of the treaty.
It builds on the requirements to protect the marine environment contained in the United Nations Convention on the Law of the Sea (UNCLOS). One of its important features is that it sets out a process to enable the establishment of cross-sectoral Marine Protected Areas and other area-based management tools in the high seas and the underlying seabed. This is of particular note as currently with just over 1% of the high seas region protected, the BBNJ will be a key tool in delivering agreed upon targets of 30% global MPAs.
14. Adventurous spirit
The International Chamber of Shipping (ICS) recently launched a video titled ‘An Adventurous Spirit’, signifying the start of a global campaign to address the seafarer shortage.
‘An Adventurous Spirit’ is the result of collaboration between ICS and its network of members to produce a resource that the whole shipping industry can use in its recruitment efforts. The 10-minute video was produced using first-party testimonials gathered from current seafarers who shared insight into what their roles entail, speaking openly about the benefits and challenges of working at sea.
An estimated 90,000 STCW (International Convention on Standards of Training, Certification and Watchkeeping for Seafarers) certified officers are needed by 2026 to operate the world merchant fleet. ‘An Adventurous Spirit’ has been created in response to this challenge to urgently recruit more people to the industry and keep global trade moving.
Nirmalesh Chandra Nirmal, 2nd Officer, Fleet Management Ltd, Hong Kong, SAR, who features in the film, said:“It was an honour to be involved with the making of ‘An Adventurous Spirit’. As a seafarer myself I know what a fantastic career this can be, and I am passionate about helping other people see this too. Seafaring is a challenging career, but the rewards are great. You will have opportunities for growth that can see you climb the career ladder, progressing to more senior roles at sea or transitioning to roles on land and making friends and memories that will last you a lifetime.”
Alongside the full-length 10-minute 45 seconds video is a 2-minute version created for use on social media. Multiple formats have been created so that the video is a flexible resource and can be used by industry across different platforms, tailoring it to their own recruitment efforts.
Kathryn Neilson, Director, Merchant Navy Training Board, which is charged with promoting seafaring as a career in the UK, said: “Highlighting the numerous exciting opportunities open to all those considering a new career path is key if we are to attract more people into the Maritime industry. This video will be a hugely valuable resource in the promotion of seafaring careers and will showcase the excellent and unique benefits a career at sea provides, from experiencing life on board with international crew to travelling the world.”
Natalie Shaw, Director of Employment Affairs, International Chamber of Shipping, said:“The shipping industry, like many other industries, is facing a recruitment crisis. We wanted to set shipping apart from these other industries by showing what an attractive career seafaring is. What makes this video unique is that we are hearing from seafarers themselves, talking openly about their jobs, the challenges, and the opportunities.
“This video is a resource for the whole of the industry, and I encourage you to use it in your recruitment efforts when you are promoting a career at sea”.
Please click here to download the 10 minute 45 second video from Vimeo.
Please click here to download the 2 minute video from Vimeo.
15. Decarbonisation effects
Launched on the Day of the Seafarer, ISWAN’s new survey seeks to understand the impact that the rapid technological changes to decarbonise maritime are having on seafarers’ job satisfaction and wellbeing at sea.
In recent years, seafaring has undergone huge technological change, as the maritime sector begins to respond to the climate emergency and the urgent need to decarbonise shipping. Seafarers are at the heart of this transformation and are being called upon to rapidly adapt to operating new technological systems onboard and dealing with the challenges of working with new and often potentially hazardous fuels.
The drive to decarbonise brings with it the enormous challenges of ensuring that seafarers have the training and skills that they need to manage new technologies and fuels safely. A recent study commissioned by the Maritime Just Transition Task Force found that up to 800,000 seafarers could require additional training to handle alternative fuels and technologies by the mid-2030s.
It is, however, crucial that seafarers’ wellbeing is not overlooked amidst the urgent imperatives to upskill seafarers and to meet environmental targets. The rapid technological changes in maritime come at a time when seafarers have already faced unprecedented levels of challenge: the COVID-19 pandemic, the crew change crisis and the lack of shore leave have all added additional pressures to what was already a highly demanding and often stressful profession. These factors are already leaving some seafarers to seek alternative careers on shore, contributing to a growing recruitment and retention crisis in the shipping industry.
From contact with seafarers through its helplines and regional casework, the International Seafarers’ Welfare and Assistance Network (ISWAN) is concerned that the changes that the maritime sector is undergoing in order to achieve net zero carbon by 2050 could be placing additional stress on seafarers’ mental health and potentially further eroding their wellbeing at work. In response, ISWAN is launching a new survey that seeks to better understand the impact that the adoption of new decarbonising technologies and the associated inspection regimes are having on the welfare of both seafarers and onshore staff. As well as understanding the difference – whether positive or negative – that technological change is making to working in maritime, the survey also seeks to gain insight from seafarers and shore-based staff into how shipping companies and crewing agents can best support them to adapt to the rapid pace of change.
Chirag Bahri, ISWAN’s International Operations Manager, said: ‘This year, IMO’s Day of the Seafarer focuses on seafarers’ central role in protecting the marine environment. Nowhere is this more apparent than in the vital role seafarers play in implementing the wide-reaching changes that will be needed for the maritime industry to reach zero carbon. However, this cannot be at the expense of seafarers’ wellbeing. ISWAN’s new survey aims to shed light on how the shipping industry can give seafarers the support they need to put into practice the technological changes that will be needed to meet international decarbonisation goals. This will be crucial in ensuring that the maritime industry can recruit and retain the skilled and motivated crew that they will need to operate the zero-carbon global fleet of the future.’
ISWAN’s survey can be accessed here, and is open to all seafarers and shore-based staff.
16. Scrubber concerns
In a recently published study from Chalmers University of Technology, Sweden, the researchers used four different types of port environments to investigate the levels of contaminants emitted from five different sources. They found that the combined emissions of metals and environmentally hazardous substances is putting the marine environment at risk. Ninety per cent of the harmful emissions came from ships fitted with scrubbers, whose purpose is to clean their exhaust gases.
“The results speak for themselves. Stricter regulation of discharge water from scrubbers is crucial to reduce the deterioration of the marine environment,” says Anna Lunde Hermansson, a doctoral student at the Department of Mechanics and Maritime Sciences at Chalmers.
Actual data from Copenhagen and Gdynia were used for two of the ports covered. They were selected due to high volumes of shipping traffic, and a substantial proportion of these ships having scrubbers.
The results showed that the cumulative risk levels in the ports were, respectively, five and thirteen times higher than the limit that defines acceptable risk.
Notices & Miscellany
Reader comments on COLREGS
Bogdan Grabowski (Capt., retired) writes:
As in the past I read your article in the Maritime Advocate, issue 832 with interest and amusement. Especially close to my heart (and my experience) was the section about COLREGS. I used to study the subject and was always wondering who was behind the most recent edition (1972).
Almost all previous versions (starting from the 12-th century Rules d’Oleron until 1929) made sense and were prompted by real needs of the maritime world (e.g. the 1905 disaster forced the establishment of fishing boats’ lights). The two subsequent versions (1948 and 1960) slightly modified the above and addressed contemporary navigational tools. None were perfect but the 1972 edition ….well, you nailed it in your second paragraph – I couldn’t express it better.
For my own sake I formulated an explanation:
Until 1960 the Rules of the Road were conceived and worded
BY THE MARINERS FOR THE MARINERS
The 1972 version was devised and worded
BY THE LAWYERS FOR THE LAWYERS!
And, lest we forget, legal minds are still working and probably concocting something new – God help all the future seamen.
Manjit Handa writes
If the IMO is going to attempt a comprehensive review of COLREGS, the only way to ensure a wider acceptance and understanding of the new version would be the provision of a translation into the native languages of the ethnic groups that contribute the most officers to the maritime community i.e. India, China, Philippines, Indonesia etc
As an example to support my argument, I would like you to attempt to translate Rule 8f of COLREGS into Hindi or Mandarin. A painful bout of migraine will ensue.
Compliance with COLREGS is more of a cultural issue than merely a rule-based order. In some cultures, giving way at sea (which is what it is, even if COLREGS has abandoned that term) is worse than surrendering to an enemy in a battle. You ought to hear the vehemence of the VHF exchange when neither of the two ships in a crossing situation want to give it up. The motto is “ME? NO WAY.”
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1. Uwe na mtazamo wa kweli Mashujaa wetu wa kisasa 2. Hatari za Lithium Uhalifu wa usafirishaji wa mizigo nchini Chile Duel Fuel Training Mkataba wa Kurudisha 7. Usalama wa baharini 8. Maisha ya Bahari 9. Kujifunza kutokana na ajali Mjadala wa Nishati 11. Uamuzi wa Mahakama Kuu 12. Mafunzo ya kuajiri 13. Uhifadhi wa Bahari 14. Roho ya Ujasiri 15. Mabadiliko ya Decarbonization Scrubber wasiwasi Taarifa na Miscellany Majibu ya wasomaji kwa makala zetu ni kuwakaribishwa sana na, ambapo inafaa, itakuwa reproduced. "Kumbuka: ""Kupitia barua pepe, barua pepe, au barua pepe, barua pepe, barua pepe, barua pepe, barua pepe, barua pepe, barua pepe, barua pepe, barua pepe, barua pepe, barua pepe, barua pepe, barua pepe, barua pepe, barua pepe, barua pepe, barua pepe, barua pepe, barua pepe, barua pepe, barua pepe, barua pepe, barua pepe, barua pepe, barua pepe, barua pepe, barua pepe, barua pepe, barua pepe.""" "Mwanzoni mwa mwaka wa 1912, mwandishi wa kitabu cha ""The History of the Antarctic Exploration"" Michael Grey alisoma kitabu cha Edward Wilson, mtaalamu wa sayansi, mchoraji, mchoraji na mvumbuzi wa Antaktika, ambaye alikufa pamoja na Kapteni Scott na wenzake katika safari ya kwenda kwenye Nchi ya Kusini." Hata baada ya miaka mingi, haiwezekani kubaki bila kuvutiwa, kusoma barua yake ya mwisho kwa mkewe, iliyoandikwa wakati akiwa amezama baridi kali na njaa, akiwa amefungwa katika hema lililopigwa na dhoruba ya theluji ambalo lingekuwa kaburi lake. Hadithi ya safari hii iliyohukumiwa huwakilisha enzi ya ushujaa ya uvumbuzi na adventure, ambayo inashindana na majaribio ya kisasa ya kutafsiri upya historia yetu. "Hii inaweza kuonekana kuwa hatari kufanya, lakini ilikuwa ni siku chache tu baada ya kundi la polar kufa, hatima yao haijulikani kwa miezi mingine minane, kwamba safari ya kwanza ya Titanic ilifikia mwisho wa kusikitisha; meli iliyozama ambayo inaonekana hatuwezi kusahau. """ "Kama ilivyoelezwa hapo juu, ""utafutaji wa Titan Submersible na abiria wake watano unashikilia vichwa vya habari wakati hatima yao katika kina cha giza cha Atlantiki ilibaki isiyojulikana.""" """Tuna sasa, na mabaki ya chombo kidogo sasa kupatikana, karibu na mabaki ya liner, wakiongozwa mbele kwa awamu ya uchunguzi na recriminations, na chakula mengi juu ya ambayo vyombo vya habari inaweza kutafuna." "Huenda ikawa bora kuacha uchunguzi wa kitiba kwa wataalamu, ambao wanaweza au hawawezi kugundua sababu za kutisha za mlipuko huo mbaya kutokana na vipande vyovyote vya nyuzi za kaboni vilivyopatikana kutoka kwa kina kirefu cha bahari.""" Mashaka ya wazi juu ya hekima ya muundo wake wa majaribio na ikiwa inapaswa kutumika kwa abiria wanaolipa ada hakika itafikiriwa kwa urefu na wachunguzi wa ajali. "Tunaona kwamba sasa kuna ""jamii"" kubwa ya Titanic na sekta ya niche inayofanya kazi katika kutoa safari za kuona mabaki ya meli na vitu vya kale vilivyotawanyika kwenye sakafu ya bahari karibu na eneo la kuanguka kwa meli hiyo." Mtu hapaswi kuwa na hukumu sana, lakini je, hakuna kitu wazi ghulish kuhusu kutaka kushiriki katika "adventures" kama, kama ni sawa na kaburi-kuiba, kama vile imekuwa kutokea katika hafla nyingi, na vitu kuondolewa na smart submarines. "Jumuiya" itakuwa haraka kujilinda, lakini inaonekana kwangu kwamba kuna thamani kidogo ya utafiti wa kisayansi kupata kutoka hii kidogo ya chini ya bahari ya giza. "Ikiwa tunaweza kuzunguka kina, hakika kuna mambo bora ya kufanya na teknolojia kuliko kufurahisha wavumbuzi matajiri wanaotaka ""kufuta"" Titanic kwenye orodha zao za ndoo, ingawa, kama na wapenzi wanaopigwa risasi angani, nadhani pesa husaidia kulipia gharama na abiria wanaolipa ada hutoa thamani ya PR." Unaweza kusita kupendekeza kwamba kuna, katika adventures hizi, mengi ya upatikanaji wa umma, ama katika nafasi au katika kina. Unaweza kusisitiza kwamba watu hawa wako tayari kuchukua hatari na hiyo ndiyo inayohesabiwa kama shujaa siku hizi. Lakini yote ni kidogo bila maana wakati kazi isiyohesabika ni uliofanywa katika kina cha juu na ROVs na zana zao zote smart na sensorer kisayansi. Ikiwa unatafuta mashujaa wa kweli, inafaa kufikiria waokoaji, au wavuvi wa saturation, ingawa wao ni wataalamu na hufanya kazi zao za hatari kwa faida, badala ya kuitumia tu. """Mipaka ya uchunguzi wa bahari ya kina kina inaendelea siku hizi na wanasayansi wa bahari ambao wanatuambia kwamba bado kuna kiasi kikubwa cha kujifunza kuhusu bahari ambazo zinaosha sayari yetu na asili yake iliyounganishwa." Unaweza kusema kwamba hawa ni warithi wa kweli wa wale waliokaa katika enzi hatari zaidi, lakini ya ushujaa, ya uvumbuzi. "Kama ni kweli, ni jambo la kusikitisha kwamba mmoja wa mashujaa wangu wa usafirishaji wa wakati wote, mmiliki wa meli wa Uholanzi Piet Vroon, amekufa akiwa na umri wa miaka 93.""" Mfano wa mwekezaji wa kawaida, ambaye aliishi karibu na Mto Scheldt huko Breskens, ambapo alikuwa amejenga meli kubwa kutoka kwa coaster moja ndogo katika miaka ya 1950. Kulikuwa na sekta chache za usafirishaji ambazo hakuwa amehusisha kampuni kwa miaka mingi na alikuwa daima akitafuta fursa katika biashara ya niche, ya muda mrefu. Tofauti na waendeshaji wengi wa kisasa, ambao huwa na mwelekeo wa kuona tunnel, linapokuja sekta yao ya biashara, Piet Vroon alikuwa na habari nzuri sana juu ya kila kipengele cha meli na usafirishaji na daima bila malipo na ushauri wa fadhili. Ulimwengu wa usafirishaji, na ule wa mashindano ya mashua ambayo ilikuwa shauku yake, utamkosa Michael Grey ni mhariri wa zamani wa Orodha ya Lloyd. 2. Uwezekano wa kupata Uwezo wa sekta ya sekta ya moto wa betri bado ni mdogo sana, kulingana na Stream Marine Technical. "Mafunzo ya kawaida na kanuni zinapaswa kuingia katika nguvu mapema kuliko baadaye ili kupunguza hatari kubwa za usalama ambazo betri za magari ya umeme zinawaweka kwa meli na wafanyakazi, jopo la wasemaji wa sekta inayoongoza ilizungumzia katika webinar ya hivi karibuni iliyofanyika na huduma ya ushauri wa mafuta mbadala. """ Kampuni ya Stream Marine Group, iliyounganishwa na Ship Management International, imefanya mkutano wa wavuti ili kujadili jinsi sekta inaweza kufanya kazi pamoja ili kukabiliana na hatari kubwa ya moto ambayo betri za magari ya umeme zinawaathiri watu na meli. Wasemaji katika webinar ni pamoja na, Tony Int <unk> Hout, Mkurugenzi katika Stream Marine Ufundi. Tim Spriggett, Mkurugenzi wa Sera, Chama cha Usafiri wa Uingereza, na Jan Polderman, Mwanachama Mwanzilishi wa BlueTac, wataalamu wa usimamizi wa ajali za baharini, na Kelly Malin, kiongozi wa mkakati wa ESG kwa wawekezaji wa baharini Beazley. "Wakili wa Usalama wa Dunia, Tim Spriggs, alisema: ""Watu wengi wana wasiwasi juu ya hatari ya moto wa betri za lithiamu-ion (LIBs) wakati uwiano wa magari yanayotumiwa na LIBs, ambayo hubeba meli za Ro-Ro, unaongezeka." """Wakati magari yanaanza kuzeeka na betri zinapoanza kuharibika, hatari ya moto hatari inaongezeka,"" alisema." Tony Hout alielezea moto wa betri kwa kawaida hutokana na sababu mbili za kuanzisha, kama vile uharibifu wa betri inayosababishwa na mgongano, mfumo usio sahihi wa kuchaji au kuchaji vibaya, usakinishaji usio sahihi, betri iliyohifadhiwa vibaya, au kasoro ya betri. Akizungumza juu ya mahitaji ya sasa ya mafunzo kwa wafanyakazi, Int <unk> Hout, alisema: <unk>Masharti hayajaimarika vya kutosha bado. Hata kama una wazima moto 85 ndani ya meli, sawa na meli ya kawaida ya kusafiri, wanaweza kujibu moto haraka sana, lakini changamoto iko katika kushughulikia moto wa betri, ni vigumu sana kuzima. "Hakuna taarifa yoyote ya ""moto wa moto"" katika sekta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta ya mafuta." "Wakati takwimu hii ni ya chini kwa kulinganisha wakati unafikiria kuna magari ya umeme milioni 16 ulimwenguni, kuna mafunzo machache au ufahamu ili kuhakikisha wafanyakazi wanajua nini cha kufanya wakati wanakabiliwa na moto wa LIB. """ Akizungumza juu ya hatari, alielezea: <unk>Wakati moto huu unatokea ni ngumu sana kuzima, ikilinganishwa na aina zingine za moto ambazo wafanyakazi wanapaswa kuzima. Mstatili wa moto - joto, mafuta, oksijeni - ni jambo la kwanza mtu hujifunza katika kozi ya usalama wa moto. Lakini kwa LIBs kuna tetrahedron ya moto. Kuna athari ya ziada ya mfululizo wa kemikali. Mara tu njia ya joto inapozinduliwa, moto huo hauwezi kukomeshwa. Moto katika moto wa LIB utachukuliwa kuelekea chanzo cha nishati cha karibu. mafunzo ya usalama wa moto ya STCW inategemea aina tofauti kabisa za moto na vifaa vya kuchoma, kwa hivyo hii ni kitu ambacho kinapaswa kushughulikiwa. "Springett alisema: ""Tunaona kuwa ni muhimu sana kwamba tunafanya kazi kwa bidii ili kuhakikisha kwamba tunafanya vizuri katika mchakato wa STCW, na kwamba tunafanya kazi kwa bidii ili kuhakikisha kwamba tunafanya vizuri katika mchakato wa STCW." Chama cha Usafiri cha Uingereza (UK Chamber of Shipping) kinashughulikia hatari za moto wa LIB kama kipaumbele, na itaangalia kuweka idadi ya mapendekezo na miongozo ambayo inaweza kubadilishwa kuwa sheria na hatimaye kupitishwa na IMO. "Jan Polderman alisema: ""Hatari ya moto wa betri ni hatari zaidi, pamoja na hatari ya kuanguka kwa umeme." "Kama ilivyoelezwa hapo juu, ""Tunaamini njia ya mbele kwa sekta ni kukusanya data, kuchambua, kuendeleza mifumo mpya au kuendeleza mifumo iliyopo, kujaribu mawazo mapya, na hii ni muhimu, mtihani, mtihani upya na mtihani tena, kuendeleza mafunzo kwa wajibuji na kujenga zaidi juu ya uzoefu"" - Brian Perroth na Colin Chen wa HFW wamevutia uangalifu wetu kwa kesi ya hivi karibuni ambayo imeweka mwanga juu ya uwakilishi katika muktadha wa madai kuhusu udanganyifu na njia haramu." Madai ya kwanza yalianzishwa na kampuni ya IBSL mnamo 2006. Katika mwaka wa 2016, uhusiano kati ya viongozi wa juu ulizidi kuwa mgumu. Mshirika wa IBSL aliamua kuachana na kampuni hiyo na kuifanya IBSL kuwa kampuni mpya. Mnamo mwaka wa 2019, mwombaji wa kwanza aliacha kuwa CFO, na hatimaye alifutwa kazi na IBSHL. Kwa ujumla, ilidaiwa kwamba washtakiwa walikuwa wamefanya taarifa kadhaa zisizo za kweli, ambazo zilimchochea mwombaji wa kwanza na mwenzake kuingia katika shughuli hiyo. Kuna madai kwamba kulikuwa na matukio manane ambapo maneno au mwenendo wa washtakiwa ulisababisha taarifa zisizo za kweli kuhusu ajira ya mwombaji wa kwanza baada ya shughuli. "Kwa mfano, mmoja wa washtakiwa aliandika kusema ""Sina chochote binafsi dhidi yenu na nitaendelea kufaidika kutoka kwenu kama CFO"" wakati mwingine alisema ""inaonekana nzuri"" mwishoni mwa mkutano." Jaji Butcher alisisitiza, miongoni mwa mambo mengine, kwamba hakuna taarifa yoyote isiyo sahihi iliyotolewa. Yeye hakuwa na kushawishiwa na ushahidi wa walalamikaji. Kwa mfano, kwa kawaida ilionekana kwamba maelezo ya mikutano hayakuhifadhiwa. Katika kukataa madai, Jaji Butcher alifafanua kwamba ikiwa uwakilishi wa nia una athari ya "kuendelea" (kwa maana kwamba inaweza "kuendelea" baada ya kufanywa na hivyo kuweza kutegemea) inategemea asili sahihi na hali ya uwakilishi. Hata hivyo, <unk>kwa uhusiano na maonyesho mengi ya nia, inaweza kuwa vizuri kwamba hawapaswi kuchukuliwa kama kuwa na athari yoyote ya kuendelea<unk>. "Muheshimiwa Butcher pia alieleza kuwa katika kesi ya kudai udanganyifu, ni lazima mtu anayetoa taarifa kuwa na nia ya kutoa taarifa hiyo kwa mwakilishi.""" Matarajio tu kwamba uwakilishi ungepitishwa kwa mwakilishi (kwa mfano Mshirika wa mwombaji wa kwanza (kwa mfano, mwenzi wa mwombaji wa kwanza) haitoshi, ingawa inaweza kuwa ushahidi mzuri wa nia kama hiyo. Kesi hiyo inaangazia baadhi ya matatizo ambayo yanaweza kutokea kuhusiana na madai kulingana na taarifa zisizo sahihi. Pia inatukumbusha umuhimu wa kuweka rekodi za wakati huohuo. 1 Goyal na wengine dhidi ya BGF Investment Management Ltd EWHC 1180 4. Uwe na uhakika Uchambuzi wa hivi karibuni kutoka kwa mhasibu wa kimataifa wa usafirishaji wa mizigo, TT Club na washauri wa uboreshaji wa biashara BSI Screen, inaripoti ongezeko kubwa la mwaka kwa mwaka la uhalifu wa usafirishaji nchini Chile na matukio ya wizi yanakadiriwa kuwa juu ya 27% juu ya viwango vya kabla ya janga. Ripoti hiyo ilionyesha ongezeko la asilimia 450 la mara kwa mara ya madai ya bima mnamo 2022, kuongezeka kwa thamani ya madai katika kipindi hicho cha asilimia 820, na zaidi ya nusu ya matukio ya uhalifu wa mizigo yanahusisha utekaji nyara. "Kama ""mfano wa biashara"" wa bidhaa za umeme, vifaa vya umeme na vifaa vya chakula, kampuni ya TCL imeshirikiana na shirika la ""Logistics Association of Chile"" (ALOG) na kampuni ya ""Signum Services"" (mshirika wa TCL katika Thomas Miller Group) katika utafiti wa hali ya hewa ya Chile." Ripoti kubwa, kulingana na rasilimali za data za kina za mashirika manne, imechapishwa hivi karibuni. Kichwa <unk>Uhalifu wa mizigo katika minyororo ya usambazaji wa Chile<unk> inapatikana kwa kupakuliwa hapa. Katika utangulizi wa mazingira ya hatari, ripoti hiyo inabainisha kuwa hatua zinazosababishwa na janga kama vile karantini, vizuizi vya harakati na vizuizi vya kutembea, zilikuwa na athari ya kupunguza matukio ya wizi wa mizigo kwa sehemu kubwa ya 2020 na 2021. Hata hivyo, mwaka jana, na vizuizi hivyo kuondolewa, viwango vya uhalifu vilirudi kwa nguvu hadi 27% juu kuliko viwango vya kabla ya janga, kulingana na data ya ALOG. "Vitu vya msingi ambavyo vinaonekana kuenea katika kuelezea takwimu za kutisha vinaonekana kuwa hasa kijamii na kiuchumi kwa asili", anasema Mkurugenzi Mtendaji wa Kuzuia Uharibifu wa TT, Mike Yarwood. Inflation, ongezeko la gharama za maisha na machafuko ya kijamii yamechochea watu kugeukia uhalifu. "Hatua hiyo ilisababisha ongezeko la uhalifu katika jamii, na ripoti hiyo iligundua kwamba mashirika ya uhalifu ambayo yamesababisha wizi huo, yametumia kwa kiwango kikubwa zaidi kuliko hapo awali wale waliofanya kazi katika mlolongo wa usambazaji kutoa data na habari muhimu juu ya mtiririko wa mizigo, asili ya mizigo na uwezo wa kudanganya maagizo ya utoaji.""" Mgomo wa wafanyakazi, ambao pia ni wa kawaida wakati wa mvurugo wa kiuchumi, hutokeza matatizo katika mtiririko wa kawaida wa bidhaa. Maeneo hayo huwa mahali pa uhalifu. Takwimu zinaonyesha kuwa baada ya utekaji nyara, aina ya pili ya wizi ni ule wa kuiba kutoka kwenye kituo au gari lenyewe wakati mizigo iko kimya, na ni sehemu ya 32% ya matukio yote. 5. Uwe na mtazamo mzuri. Mtaalamu wa mafuta ya methanoli, Green Marine, ametoa mafunzo kwa wafanyakazi wa meli za mafuta ya methanoli, na kuongeza mahitaji ya msingi ya mafunzo ya kisheria na kujifunza kwa msingi wa uzoefu. """Ukubwa wa changamoto ya mafunzo ya wafanyakazi iliyotolewa na mafuta yanayohitajika kwa decarbonization ni angalau kubwa kama vizuizi vya teknolojia ambavyo sekta inakabiliwa nazo." Ripoti ya hivi karibuni iliyoagizwa na Katibu wa Kikosi cha Kazi cha Maritime Just Transition inatarajia kuongezeka kwa idadi ya baharia wanaohitaji mafunzo juu ya teknolojia za mafuta mbadala katika miaka ya 2040, hadi kati ya watu 310,000 na 750,000. Green Marine Asia timu inashiriki katika maendeleo ya sheria na viwango kwa ajili ya methanol bunkering katika Singapore, ikiwa ni pamoja na kushiriki katika jopo la wataalamu kuanzisha sera na mafunzo. Washiriki ni pamoja na wasimamizi wa ndani na wasomi, vyama vya sekta na vyama vya uainishaji, pamoja na waendeshaji wa bunker. Programu ya mafunzo ya wafanyakazi iliundwa kulingana na maarifa ya vitendo yaliyokusanywa zaidi ya miaka kumi ya uzoefu wa kufanya kazi kwenye meli za mafuta ya methanol na huduma kutoka kwa ushauri wa kubuni hadi usimamizi wa ujenzi wa ujenzi mpya, usimamizi wa kiufundi na shughuli. Mtaala huu, ambao unaweza kutolewa ndani ya meli, katika darasa au mtandaoni, ulitengenezwa ili kushughulikia mapungufu ya maarifa kati ya kanuni za nadharia na uzoefu wa vitendo katika matumizi ya methanol kama mafuta ya baharini. Green Marine inaweza kuongeza kanuni za msingi na uzoefu wa maisha halisi kulingana na uzoefu wa uendeshaji, matatizo ya dharura na matumizi ya data ya kihistoria. "Wanachama wa timu ya Green Marine wamecheza jukumu muhimu katika mageuzi ya methanol kama mafuta ya baharini - na haswa bunkering na usafirishaji wa ndani ya meli - tangu siku zake za mapema", alisema Mkurugenzi Mtendaji wa MI Gregory Dolan. "Tunafurahi sana kuwa na Green Marine kama mwanachama na tunatarajia kufanya kazi pamoja katika siku zijazo kushiriki utaalam wake wa uendeshaji na maarifa ya vitendo wakati tasnia inaendelea na mabadiliko yake kwa shughuli safi, ""alisema Morten Jacobsen, Mkurugenzi Mtendaji wa Green Marine." "Ujuzi wa nadharia ni wa matumizi kidogo katika hali halisi ya maisha wakati unahitaji kujua nini cha kufanya; sisi daraja pengo hilo na kutoa maarifa ya vitendo kusaidia wafanyakazi katika kupitisha hii methanol dual mafuta teknolojia. """ Mkataba wa Hong Kong wa Kimataifa wa Urejeshaji salama na wa Mazingira wa Meli (Hong Kong Convention) unatarajiwa kuanza kutumika ndani ya miezi 24, baada ya Bangladesh na Liberia kuwa nchi wanachama wa Mkataba huo. Mkataba wa Hong Kong unakusudia kuhakikisha kwamba meli, wakati zinaporudishwa baada ya kufikia mwisho wa maisha yao ya uendeshaji, hazisababishi hatari yoyote isiyo ya lazima kwa afya ya binadamu, usalama na mazingira. Mkataba wa Hong Kong utaingia katika nguvu miezi 24 baada ya vigezo vifuatavyo: (a) si chini ya nchi 15; (b) si chini ya asilimia 40 ya usafirishaji wa kibiashara wa ulimwengu kwa jumla ya uzito; na (c) uwezo wa kuchakata meli wa chini ya asilimia 3 ya jumla ya uzito wa usafirishaji wa kibiashara wa pamoja wa nchi zilizotajwa hapo juu. Masharti hayo yametimizwa na mkataba utaingia katika nguvu tarehe 26 Juni 2025. Bangladesh ni moja ya nchi kubwa duniani ya kuondoa meli kwa uwezo. Liberia ni moja ya nchi kubwa zaidi duniani kwa meli za meli. Katibu Mkuu wa IMO Kitake Lim alisifu Bangladesh na Liberia kwa kujiunga na Mkataba wa Hong Kong na kuanzisha mfumo wa kimataifa wa kuokoa na kuhifadhi meli. "Hii ni siku muhimu kwa IMO, kwa sekta ya usafirishaji wa kimataifa, kwa mazingira ya baharini, na hasa kwa wafanyakazi na jamii za mitaa katika nchi za kuondoa meli ulimwenguni kote. ""Bangladesh imefanya hatua kubwa katika miaka ya hivi karibuni katika kuboresha kanuni na viwango vya kuondoa meli ili kukidhi mahitaji ya Mkataba wa Hong Kong." "Ninatumia fursa hii pia kumshukuru Serikali ya Norway kwa msaada wao wa kuendelea kwa mradi wa IMO uliotekelezwa juu ya ""Urejeshaji wa meli salama na mazingira ya mazingira katika Bangladesh"" (SENSREC), ambayo imesaidia kuwezesha ujumuishaji huu." Ningependa pia kuelezea uthamini wangu wa kina kwa Liberia. Kama nchi maarufu ya bendera, kujiunga kwao na Mkataba wa Hong Kong kutatoa maendeleo makubwa kwa mfumo wa udhibiti wa Liberia na itawezesha vigezo vya tonnage kukidhiwa, "Alisema Bw Lim. "Ninawaalika nchi nyingine wanachama, ambazo bado hazijawa sehemu ya Mkataba wa Hong Kong, kufanya hivyo haraka iwezekanavyo", aliongeza. Mkataba wa Hong Kong ulikubaliwa na nchi za Umoja wa Mataifa na Umoja wa Mataifa katika mkutano wa kidiplomasia uliofanyika Hong Kong, China, mwaka 2009. "Kutokana na ""kizazi hadi kaburi"" dhana, inashughulikia masuala yote ya mazingira na usalama yanayohusiana na kuondoa meli, kutoka hatua ya kubuni meli hadi mwisho wa maisha ya meli, ikiwa ni pamoja na usimamizi wa wajibu na kuondoa mtiririko wa taka zinazohusiana kwa njia salama na mazingira." Mkataba huo unaweka majukumu na majukumu kwa pande zote zinazohusika - ikiwa ni pamoja na wamiliki wa meli, viwanda vya ujenzi wa meli, vifaa vya kuchakata meli, nchi za bendera, nchi za bandari, nchi za kuchakata meli. Baada ya kuingia katika nguvu ya Mkataba wa Hong Kong, meli kutumwa kwa ajili ya kuchakata itahitajika kubeba juu ya bodi Inventory ya Vifaa Hatari. Vifaa vya kuondoa meli vilivyopewa idhini na Mamlaka za Uwezo vinapaswa kutoa Mpango wa Kuondoa Meli, maalum kwa kila chombo cha kibinafsi kinachoweza kuondolewa. Kwa kuongezea, serikali zitahitaji kuhakikisha kwamba vifaa vya kuchakata chini ya mamlaka yao vinatii Mkataba huo. 7. Uwe na mtazamo gani? Misheni ya Bahari ya Singapore ilitoa ripoti ya tasnia inayojumuisha matokeo ya awali kutoka kwa tukio la Meza ya Mzunguko ya Mtendaji iliyofanyika wakati wa Wiki ya Bahari ya Singapore 2023. Matokeo hayo yanaonyesha fursa nyingi za kuboresha hali njema ya mabaharia. Lengo la mkutano huo ni kugundua suluhisho bora kwa changamoto zinazowakabili baharia na kuendeleza mabadiliko muhimu katika ustawi wa baharia. Kwa kuzingatia takwimu kutoka kwa Kiwango cha Furaha ya Bahari, na maoni ya msaada kutoka kwa wadhamini wa Standard Club, Idwal, na Inmarsat, The Mission to Seafarers ilisaidia tukio la meza ya mviringo kushughulikia maeneo matano muhimu ambayo yanaathiri sana maisha ya baharia: Upatikanaji wa likizo ya pwani na uhusiano na wapendwa - Afya ya akili na ustawi - Pakiti, usalama, utofauti, maendeleo ya kazi - Hali ya kuishi na kazi - Msaada na usimamizi kwenye meli na pwani. Suluhisho hizi zinashughulikia maeneo mbalimbali, kutoka kwa kuimarisha sera za likizo ya pwani na maendeleo ya teknolojia za mawasiliano kwa kutoa rasilimali za afya ya akili na kukuza mazingira ya kazi ya msaada. Pia zinashughulikia masuala ya matibabu ya haki, maendeleo ya kazi, hali ya maisha, na msaada na usimamizi mzuri kwenye bodi na pwani. "Ben Bailey, Mkurugenzi wa Programu katika The Mission to Seafarers, alisema: ""Ilikuwa ya kuvutia sana kuona aina mbalimbali za mawazo na fursa ambazo zilitolewa kusaidia kushughulikia na kuziba mapungufu katika mahitaji ya baharini ili kuboresha uzoefu wa kufanya kazi baharini." Wakati wa kukabiliwa na changamoto kubwa ambazo baharia hukutana nazo, mara nyingi inaweza kuonekana kuwa ya kutisha kutambua nini zaidi kinachoweza kufanywa ili kufanya tofauti. "Hata hivyo, ripoti yetu kutoka kwa meza ya mviringo iliyofanyika katika Wiki ya Bahari ya Singapore ina mawazo ya ubunifu na hatua zinazoweza kuchukuliwa. """ "Kama ilivyoelezwa katika ripoti ya ""Mission to Seafarers,"" ""Mission to Seafarers"" na ""Mission to Seafarers"" ni mawazo ambayo kila shirika linaweza kuchangia na kuwakumbatia, kukuza juhudi za pamoja za kusaidia wanaume na wanawake waliojitolea ambao hufanya kazi bila kuchoka baharini,"" alisema Steven Jones, mwanzilishi wa Seafarers Happiness Index." Hii inamaanisha kila sehemu ya sekta ni kulazimishwa kufanya maboresho. Lengo la Meza ya Mzunguko ya Utekelezaji juu ya Ustawi wa Wafanyakazi na shughuli za ufuatiliaji zimezingatia suluhisho. Kupata majibu ya maswali ambayo baharia wanauliza na kutafuta njia za kufanya kila kipengele cha maisha baharini kuwa bora. "Hii ni kuhusu kuwa na mawazo, maono na azimio la kurekebisha matatizo ambayo ni mbaya sana kwa baharini, na tunashukuru wale wote ambao wamegawana maoni yao, uzoefu na shauku. ""George Haysom, CCO katika Idwal, aliongeza: ""Idwal alifurahi kuchukua sehemu katika kikao hiki cha uzalishaji na watendaji wa juu wa sekta kuchukua muda kutoka wiki ya shughuli nyingi ya kufanya kazi ya mawazo kwa ajili ya ufumbuzi wa baadhi ya masuala kuu ya baharini." """Tunataka kuweka kasi na tunafurahi kushiriki data zetu wenyewe ili kuleta uwazi zaidi wa hali ya ustawi wa ndani ya mjadala." "Tunatarajia ushiriki wetu katika maendeleo ya baadaye wakati wanafikia hatua ya hatua zaidi. ""Ujumbe kwa baharia ni kujitolea kutathmini kila suluhisho na kuamua uwezekano wake." Wakati baadhi ya mawazo inaweza kuwa tayari katika maendeleo, wengine inaweza kuhitaji uchunguzi zaidi na ushirikiano. """Lengo la ujumbe huo litakuwa kutafsiri matokeo katika miradi inayoweza kutekelezwa, iliyoungwa mkono na mpango mzuri wa vitendo, ushirikiano wenye nguvu na malengo yaliyokusudiwa, ambayo yatatupa nafasi bora ya kutoa matokeo halisi ambayo yataboresha maisha ya baharia." Katika wiki zijazo, suluhisho zilizopendekezwa zitachunguzwa kwa uangalifu ili kuamua mbinu zinazofaa zaidi za kushughulikia masuala yaliyoainishwa. Hati ya msimamo itaandaliwa ili kutathmini marekebisho haya yaliyopendekezwa, na watu wanaopendezwa na maeneo maalum wataalikwa kushiriki katika mchakato wa utekelezaji. Kwa maelezo zaidi kuhusu mpango huu, tafadhali tembelea tovuti ya www.seafarers.org, na kwa maelezo zaidi, tembelea tovuti ya www.seafarers.org, na kwa maelezo zaidi, tembelea tovuti ya www.seafarers.org, na kwa maelezo zaidi, tembelea tovuti ya www.seafarers.org. Mfumo wa kimataifa wa usafiri wa baharini wa Stella Maris umetoa ripoti ya Life at Sea, ambayo inazungumzia kazi ambayo maafisa wa bandari wamefanya na wanaendelea kufanya ili kusaidia baharia na familia zilizoathiriwa na vita vya Ukraine. Ripoti ya Stella Maris Life at Sea 2022: Kindness Amid Conflict ina hadithi za jinsi wahudumu wa Stella Maris wamefanya tofauti muhimu kwa baharia wengi na familia zinazokabiliwa na ugumu na kukata tamaa. Stella Maris aliwapa wakimbizi wa Ukrainia makao salama, akatoa misaada ya kibinadamu, na kuunganisha familia. Stella Maris, inayofanya kazi kwa kushirikiana na tasnia ya usafirishaji, hadi sasa imetoa £ 150,000 katika ruzuku kwa baharia 300 wa Ukraine na familia zao katika mwaka uliopita. Mkurugenzi Mtendaji wa Stella Maris Tim Hill alisema, "Kuanzia siku ambayo vita vilianza, Stella Maris imekuwa ardhini ikiunga mkono baharia na familia zao wakikabiliwa na mgogoro usio na kifani. """Tunaendelea kufanya kazi katika mji wa bandari wa Odessa, tukifanya kila kitu kinachowezekana kusimama na wale wanaohitaji msaada,"" alisema Stella Maris, ""Katika mwaka ujao, fedha zitahitajika ili kuendelea kutoa msaada wa kifedha kwa baharia wa Ukraine wasio na kazi na familia zao wanaokabiliwa na shida za kiuchumi, na kukuza huduma ya ushauri wa afya ya akili iliyoanzishwa mnamo 2022 ili kutoa misaada kwa idadi inayoongezeka ya wanaume, wanawake na watoto wanaopatwa na majeraha ya kiakili." Mfuko wa dharura wa karne pia unahitaji msaada ili kutoa msaada wa dharura kwa baharia wa kitaifa na asili zote, ulimwenguni kote, katika kesi za kuachwa, kulazwa hospitalini, kifo baharini na uharamia. 9. (a) Kwa nini? Katika mahojiano ya kipekee na SAFETY4SEA, Ossur Hildberg, Mkuu wa Bodi ya Aksidenti ya Bahari ya Denmark (DMAIB), anaelezea kwamba vyombo vya uchunguzi sasa hutumia mikakati mpya ya ukusanyaji wa data na mifumo ya uchambuzi. Mabadiliko haya ya mbinu yanategemea utambuzi kwamba shughuli za baharini ni tata kwa asili, na ina athari kubwa juu ya kile kinachoweza kujifunza kutoka kwa ajali. Angalia tovuti ya Safety4Sea kwa habari zaidi. Kumi. Shirika la Bandari la Uingereza (BPA) limewataka mawaziri wa nchi hiyo kuondoa sekta hiyo katika mpango wa serikali wa kusaidia biashara kutokana na bei ya nishati. Mpango wa Punguzo la Bili za Nishati (EBDS) ni mrithi wa Mpango wa Msaada wa Bili za Nishati, ambao ulitoa msaada kwa wafanyabiashara kuanzia Oktoba 2022. Baadhi ya bandari sasa kusema kwamba nishati ni gharama ya juu kuliko mishahara - jadi bandari ya juu gharama ya msingi. Kwa kuwa mfumuko wa bei haujitokezi dalili za kupungua katika siku zijazo, bandari zinaonya kwamba hatua ya kuondoa bandari kutoka kwa mpango mpya inaweza kuongeza gharama za moja kwa moja kwa minyororo ya usambazaji. Pia inaweza kusababisha kutokuwa na utulivu kwa hatua za awali kuelekea umeme zaidi wa bandari na usambazaji wa umeme kwa watumiaji wa bandari. "Richard Ballantine, Mkurugenzi Mtendaji wa Chama cha Bandari cha Uingereza alisema: ""Ni ya kukatisha tamaa kwamba mawaziri wameondoa bandari kutoka kwa mpango mpya wa msaada wa nishati na inawezekana kwamba hii itaongeza gharama ya moja kwa moja kwa minyororo ya usambazaji." """Chaguzi za haraka za bandari za kupunguza matumizi ya mafuta ni ndogo sana na uamuzi huu unaongeza shinikizo la gharama kwa sekta katika wakati mgumu." Tunatumaini Mawaziri watafikiria tena. Mpango wa awali wa msaada wa muswada wa nishati ulikaribishwa na bandari wakati ambapo bandari za msingi za gharama za msingi - mishahara na nishati - zilikuwa zikiongezeka. Pia bandari zetu zinashindana kimataifa kwa hivyo kuweka gharama chini ni nzuri kwa kuhamasisha biashara na uwekezaji wa ndani ndani ya nchi. Ingawa EBDS mpya ni ya kiasi zaidi, sekta yetu bado inahisi mkazo kutoka kwa gharama za juu za nishati. Hii imesababisha wasiwasi mkubwa baada ya serikali kuondoa faida za ushuru wa dizeli nyekundu kwa shughuli za bandari za nchi kavu mnamo 2022. Mabadiliko ya kodi nyekundu ya dizeli peke yake yaliongeza gharama kubwa kwa shughuli bila msaada wowote kwa umeme wa bandari. Kujumuisha bandari katika EBDS ingefanya lengo la Serikali la kuunga mkono hatua za umeme <unk> ambapo inawezekana <unk> kuwa ya kweli zaidi. <unk> 11. Uamuzi wa Mahakama Kuu Hill Dickinson umevutia uangalifu wetu uamuzi wa hivi karibuni wa Mahakama Kuu unaounga mkono Buchanan -v- Babco. Mahakama ya Juu ya Poland imetoa uamuzi wake katika kesi ya JTI Polska Sp. z o.o. Na Ors - dhidi ya Jakubowski & Ors UKSC 19, kuthibitisha uamuzi wa House of Lords katika James Buchanan & Co. Ltd - dhidi ya Babco Forwarding & Shipping (UK) Ltd. AC 141. "Mmoja wa waendesha mashtaka aliomba mahakama ya juu ya Marekani kuamua kwamba kampuni hiyo ya usafirishaji ilikuwa na hatia ya kulipa kodi ya kulevya kwa masanduku 289 ya sigara yaliyoibiwa wakati wa usafirishaji wa ""CMR.""" Katika kesi ya Buchanan v. Babco, Baraza la Mabwana lilihukumu kwamba ushuru wa matumizi ya bidhaa zinazopaswa kulipwa kwa bidhaa zilizopotea au kuibiwa wakati wa usafirishaji unastahili kulipwa kikamilifu kutoka kwa msafiri (zaidi ya thamani ya soko ya bidhaa) kama "mazoezi mengine" chini ya kifungu cha 23.4 cha CMR. Katika rufaa hii, wakati msafiri alikubali kwamba kwa kuzingatia Buchanan mahakama ya kwanza ilikuwa na wajibu wa kuweka msafiri kuwajibika kwa ushuru wa bidhaa, alidai kwamba uamuzi wa House of Lords ulikuwa na makosa na inapaswa kuachwa, na kuomba cheti cha kuruhusu rufaa ya moja kwa moja kwa Mahakama Kuu. Kesi hiyo ilikubaliwa kwa msingi wa ukosoaji wa Buchanan na wasomi na Mahakama ya Rufaa katika kesi ya Sandeman Coprimar SA - v. Transitos y Transportes Integrales SL (EWCA CIV 113) QB 1270. "Kama ilivyoelezwa katika kifungu cha 23 (4) cha Mkataba wa CMR, ""zaidi ya hayo, ada za usafirishaji, ushuru wa forodha na ushuru mwingine unaotokana na usafirishaji wa bidhaa zinarudishwa kikamilifu katika kesi ya hasara kamili na kwa uwiano wa hasara iliyopatikana katika kesi ya hasara ya sehemu, lakini hakuna hasara zaidi inayopaswa kulipwa."" - Makala ya 23 (4) ya Mkataba wa CMR, ambayo inatoa ""maelezo ya kina"" ambayo inazuia malipo ambayo yangetokea ikiwa usafirishaji ungefanywa bila ajali." Mahakama ya Juu ilikiri kuwa kulikuwa na hoja zenye nguvu kwa niaba ya tafsiri nyembamba, haswa zile zilizotegemea lengo na kusudi la Sura ya IV ya CMR na muundo wa mpango wa fidia kwa hasara ya bidhaa. Hata hivyo, mahakama iliamua kwamba kazi za maandalizi, ambazo mwombaji alikuwa amejaribu kutaja ili kuunga mkono tafsiri nyembamba, hazikuweza kuonyesha nia ya kisheria ya mwisho kuhusiana na maneno ya kifungu cha 23.4. Mahakama ya Juu iliona tafsiri hiyo ya jumla kuwa ya kuaminika kwa msingi wa hoja zilizosikilizwa na Baraza la Mabwana katika kesi ya Buchanan na matokeo kama hayo yaliyotolewa na mahakama za juu katika mamlaka nyingine za CMR (ikiwa ni pamoja na Denmark, Ubelgiji na Lithuania). Kama vile, Mahakama Kuu iligundua kwamba kizingiti kinachohitajika cha uamuzi katika Buchanan kuonyeshwa kuwa haiwezi kudumishwa hakikutimizwa. Kwa hiyo, Mahakama iliamua kwamba Buchanan anapaswa kuungwa mkono na kwa kufanya hivyo kudumisha hali ya sasa. 12. (a) Kwa nini? Signal, kampuni ya huduma za usafirishaji, ambayo shughuli zake ni pamoja na usimamizi wa meli za kibiashara, maendeleo ya programu na uwekezaji, imefungua upatikanaji wa Chuo chake cha Online Tanker Chartering kwa wote. Programu ya bure ya kuona moduli 10 imeundwa kuelezea mchakato mzima wa kurekebisha meli, pamoja na shughuli za tanker, malipo ya bandari na shughuli za baada ya kurekebisha. Angalia www.thesignalgroup.com/academy kwa maelezo zaidi. Programu ya Academy ilianzishwa awali kusaidia Signal ya kukua kwa kasi ya mafunzo ya wataalamu wake wa usafirishaji, wahandisi wa programu, na wanasayansi wa data ili kuhakikisha kwamba wanaelewa misingi ya biashara ya usafirishaji wa tanker. Sasa inapatikana kwa wateja wa Signal, washirika na jamii pana ya usafirishaji na biashara ili kutoa maarifa ya kiwango cha kuingia. "Mwanzilishi wa Signal, Ioannis Martinos, alisema: ""Kampuni za usafirishaji zina matarajio makubwa ya dijiti, lakini ili kutimiza hayo, wanahitaji kuvutia talanta za ndani ambayo mara nyingi huwa na mwangaza mdogo au hakuna mwangaza kwa tasnia yetu." Jinsi gani unaweza kujenga na kupeleka ufumbuzi muhimu kama wataalamu wako wa teknolojia hawaelewi biashara ya usafirishaji? Baada ya kupambana na hili katika siku za nyuma, tulijenga programu kulingana na kile kinachotokea kweli katika mazingira ya kukodisha tanker. """Tumekuwa na mafanikio makubwa ndani ya kampuni, kwa hivyo tulitaka kushiriki na wengine." Serikali ya Barbados imepanga kutoa dola milioni 50 za Marekani kwa ajili ya kuhifadhi bahari baada ya kubadilisha deni la kawaida kwa dhamana ya bluu. Mabadiliko ya deni ya ubunifu yatasaidia nchi kupanua maeneo ya baharini yaliyohifadhiwa, kuunga mkono utofauti wa kibiolojia, kuongeza upinzani wa hali ya hewa na kulinda rasilimali muhimu ya utalii. "Barbados Waziri Mkuu Mia Mottley alisema: ""Hii itaruhusu Barbados kulinda na kulinda mazingira yetu ya baharini na pia kutusaidia kupanua uchumi wetu wa bluu, ambayo ni muhimu sana kwa watu wetu na njia yetu ya maisha.""Mali hiyo ilitengenezwa kwa ushirikiano na Benki ya Maendeleo ya Amerika (IDB) na The Nature Conservancy, na fedha iliyopangwa na Credit Suisse na CIBC." Miongoni mwa ahadi za uhifadhi zilizoambatanishwa na dhamana hiyo ni maendeleo ya mpango wa nafasi ya baharini (MSP) kulingana na pembejeo kutoka kwa wadau, pamoja na sekta za usafiri wa baharini na uvuvi pamoja na wataalam wa utalii na uhifadhi. Mkataba huo utatoa mfumo wa kusawazisha maslahi ya maendeleo na uhifadhi, wakati wa kushughulikia athari za jumla za matumizi ya binadamu ya bahari za pwani za kilomita 55,000 za mraba karibu na Barbados. Waziri wa Mazingira na Urembo wa Kitaifa wa Barbados, Adrian Forde, alisema: <unk>Kuwa na ushiriki kamili wa wadau wote ni muhimu kwa mchakato huu. "Tunahitaji kushiriki habari kuhusu nafasi yetu ya baharini ili kuhakikisha kuwa kuzingatia haki hutolewa kwa sekta zote zinazohusika. ""Hatua ya kwanza ya mipango, iliyoanzishwa Januari, inahusisha kuunda mifumo ya taasisi, kifedha, kisheria na kisiasa ili kusaidia maendeleo ya mpango wa nafasi ya baharini." "Mtazamo wa kwanza ni kuhakikisha kwamba angalau 30% ya maji ya pwani ya Barbados yatatambuliwa kama ""maeneo yaliyohifadhiwa.""" Maendeleo ya Barbados yanafanana na maendeleo makubwa yanayotokea kulinda maeneo makubwa ya maeneo ya baharini yaliyohifadhiwa ulimwenguni kote. Mwishoni mwa Juni, Umoja wa Mataifa ulipitisha mkataba wa Bahari Kuu. Hii inafuatia mafanikio makubwa mnamo Machi 2023 wakati karibu mataifa 200 yalishiriki katika majadiliano na kufikia makubaliano katika kumaliza maandishi ya mkataba. Mkataba huo unategemea mahitaji ya kulinda mazingira ya baharini yaliyo katika Mkataba wa Umoja wa Mataifa juu ya Sheria ya Bahari (UNCLOS). Mfumo huu unafafanua mchakato wa kuwezesha kuanzishwa kwa maeneo ya baharini yaliyohifadhiwa na vifaa vingine vya usimamizi wa eneo katika bahari ya juu na sakafu ya bahari. Kwa sasa, zaidi ya 1% ya eneo la bahari ya juu linalindwa, na BBNJ itakuwa chombo muhimu katika kutoa malengo yaliyokubaliwa ya 30% ya MPAs ya kimataifa. 14. (a) Kwa nini? "Chama cha Kimataifa cha Usafiri wa Bahari (ICSC) hivi karibuni kilizindua video inayoitwa ""An Adventurous Spirit"" inayoashiria mwanzo wa kampeni ya kimataifa ya kukabiliana na upungufu wa baharia." "An Adventurous Spirit"" ni matokeo ya ushirikiano kati ya ICS na mtandao wake wa wanachama ili kutengeneza rasilimali ambayo sekta nzima ya usafirishaji inaweza kutumia katika juhudi zake za kuajiri. Video hiyo ya dakika 10 ilitengenezwa kwa kutumia ushuhuda wa kwanza uliokusanywa kutoka kwa baharia wa sasa ambao walishiriki ufahamu juu ya nini majukumu yao yanahusisha, wakizungumza waziwazi juu ya faida na changamoto za kufanya kazi baharini. Inakadiriwa kuwa maafisa 90,000 waliohitimu kutoka Mkataba wa Kimataifa wa Mafunzo, Vyeti na Ulinzi wa Bahari (STCW) wanahitajika kufikia 2026 kuendesha meli za kibiashara ulimwenguni. "An Adventurous Spirit" imeundwa kwa kujibu changamoto hii ya kuajiri haraka watu zaidi kwa sekta na kuweka biashara ya kimataifa ikiendelea. "Nirmalesh Chandra Nirmal, afisa wa pili wa Fleet Management Ltd, Hong Kong, ambaye anaonekana katika filamu hiyo, alisema: ""Ilikuwa ni heshima kushiriki katika utengenezaji wa ""An Adventurous Spirit.""" Kama baharia mwenyewe najua jinsi hii inaweza kuwa kazi ya ajabu, na nina shauku ya kusaidia watu wengine kuona hii pia. Kuendesha meli ni kazi yenye changamoto, lakini ni yenye thawabu nyingi. "Utapata fursa za kukua ambazo zinaweza kukuona ukipanda ngazi ya kazi, ukiendelea hadi majukumu ya juu baharini au uhamisho wa majukumu ya nchi kavu na kufanya marafiki na kumbukumbu ambazo zitadumu maisha yako yote. ""Kujumuisha video kamili ya dakika 10 na sekunde 45 ni toleo la dakika 2 lililoundwa kwa matumizi kwenye media ya kijamii." Maonyesho ya video yameundwa kwa njia ambayo video ni rasilimali rahisi na inaweza kutumika na sekta katika majukwaa tofauti, kuibadilisha kwa juhudi zao za kuajiri. Kathryn Neilson, Mkurugenzi wa Bodi ya Mafunzo ya Merchant Navy, ambayo inashtakiwa kukuza usafiri wa baharini kama kazi nchini Uingereza, alisema: "Kuweka alama fursa nyingi za kusisimua zilizo wazi kwa wote wanaozingatia njia mpya ya kazi ni muhimu ikiwa tunataka kuvutia watu zaidi katika sekta ya baharini." "Video hii itakuwa rasilimali muhimu sana katika kukuza kazi ya baharini na itaonyesha faida bora na ya kipekee kazi baharini hutoa, kutoka uzoefu wa maisha juu ya meli na wafanyakazi wa kimataifa kusafiri duniani kote. ""Natalie Shaw, Mkurugenzi wa Masuala ya Ajira, Chama cha Kimataifa cha Usafiri, alisema: ""Sehemu ya usafirishaji, kama sekta nyingine nyingi, inakabiliwa na mgogoro wa kuajiri." Tulitaka kuweka usafirishaji mbali na viwanda vingine hivi kwa kuonyesha jinsi kazi ya baharini inavyovutia. "Kile kinachofanya video hii kuwa ya kipekee ni kwamba tunasikia kutoka kwa mabaharia wenyewe, wakizungumza waziwazi juu ya kazi zao, changamoto, na fursa. """ <unk>Video hii ni rasilimali kwa sekta nzima, na mimi kuhamasisha wewe kutumia katika juhudi zako za kuajiri wakati wewe ni kukuza kazi baharini<unk>. Tafadhali bonyeza hapa ili kupakua video ya dakika 10 na sekunde 45 kutoka Vimeo. Tafadhali bonyeza hapa ili kupakua video ya dakika 2 kutoka Vimeo. 15. (a) Kwa nini? Utafiti wa ISWAN, ulioanzishwa siku ya baharini, unatafuta kuelewa athari ambazo mabadiliko ya haraka ya kiteknolojia ya kuondoa kaboni baharini yanawaathiri baharini na kuridhika kwa kazi na ustawi baharini. Katika miaka ya hivi karibuni, usafiri wa baharini umepitia mabadiliko makubwa ya kiteknolojia, kwani sekta ya baharini inaanza kujibu dharura ya hali ya hewa na hitaji la haraka la kuondoa kaboni katika usafirishaji. Bahari ni kiini cha mabadiliko haya na wanahitajika kukabiliana haraka na mfumo mpya wa kiteknolojia na kushughulika na changamoto za kufanya kazi na mafuta mapya na hatari. "Kupunguza kiwango cha kaboni kwa baharini kunaweza kusababisha changamoto kubwa za kuhakikisha kwamba baharia wana mafunzo na ujuzi wanaohitaji kusimamia teknolojia mpya na mafuta kwa usalama. """ Kwa mujibu wa utafiti uliofanywa na Maritime Just Transition Task Force, watu 800,000 watahitaji mafunzo ya ziada ili waweze kutumia mafuta mbadala na teknolojia mbadala. Hata hivyo, ni muhimu kwamba ustawi wa baharia haupuuziwi katikati ya mahitaji ya haraka ya kuboresha ujuzi wa baharia na kukidhi malengo ya mazingira. Mabadiliko ya haraka ya kiteknolojia katika baharini yanakuja wakati ambapo baharia tayari wamekabiliwa na viwango vya changamoto visivyo na kifani: janga la COVID-19, mgogoro wa mabadiliko ya wafanyakazi na ukosefu wa likizo ya pwani yote yameongeza shinikizo la ziada kwa kile ambacho tayari kilikuwa kazi ya mahitaji ya juu na mara nyingi ya mkazo. "Vitu hivi tayari vinawafanya baadhi ya baharia kutafuta kazi mbadala pwani, na kuchangia mgogoro unaoongezeka wa kuajiri na kuhifadhi katika tasnia ya usafirishaji. """ Kwa mujibu wa taarifa ya shirika la International Seafarers Welfare and Assistance Network (ISWAN), mabadiliko ya hali ya hewa katika sekta ya baharini yanayohusu kufikia kiwango cha kaboni cha sifuri kufikia mwaka 2050 yanaweza kusababisha mkazo zaidi kwa afya ya akili ya baharini na kuharibu zaidi hali yao ya afya kazini. Kwa mujibu wa ripoti hiyo, ISWAN imeanzisha uchunguzi mpya ambao unatafuta kuelewa vizuri athari ambazo kupitishwa kwa teknolojia mpya za kuondoa kaboni na mifumo ya ukaguzi inayohusiana na hali ya afya ya baharia na wafanyakazi wa pwani. Pamoja na kuelewa tofauti - iwe chanya au hasi - ambayo mabadiliko ya kiteknolojia yanafanya kufanya kazi katika baharini, uchunguzi pia unatafuta kupata ufahamu kutoka kwa baharia na wafanyikazi wa pwani juu ya jinsi makampuni ya usafirishaji na mawakala wa wafanyakazi wanaweza kuwasaidia vizuri kukabiliana na kasi ya mabadiliko. "Chiraj Bahri, Mkurugenzi wa Uendeshaji wa Kimataifa wa ISWAN, alisema: ""Mwaka huu, Siku ya Bahari ya IMO inazingatia jukumu kuu la baharia katika kulinda mazingira ya baharini." Hii inaonekana zaidi katika jukumu muhimu la baharia katika kutekeleza mabadiliko makubwa ambayo yatahitajika kwa sekta ya baharini kufikia kaboni sifuri. Hata hivyo, hii haiwezi kuwa kwa gharama ya baharini'ustawi. Uchunguzi mpya wa ISWAN unakusudia kutoa mwangaza juu ya jinsi tasnia ya usafirishaji inaweza kuwapa baharia msaada wanaohitaji kutekeleza mabadiliko ya kiteknolojia ambayo yatahitajika kukidhi malengo ya kimataifa ya kuondoa kaboni. Hii itakuwa muhimu katika kuhakikisha kwamba sekta ya baharini inaweza kuajiri na kudumisha wafanyakazi wenye ujuzi na wenye kuhamasishwa ambao watahitaji kuendesha meli ya kimataifa ya kaboni ya siku zijazo. < ext> Uchunguzi wa ISWAN unaweza kupatikana hapa, na ni wazi kwa baharia wote na wafanyakazi wa pwani. 16. (a) Kwa nini? Katika utafiti uliochapishwa hivi karibuni kutoka Chuo Kikuu cha Teknolojia cha Chalmers, Sweden, watafiti walitumia aina nne tofauti za mazingira ya bandari kuchunguza viwango vya uchafuzi vilivyotolewa kutoka vyanzo vitano tofauti. Waligundua kwamba mchanganyiko wa uzalishaji wa metali na vitu vyenye hatari kwa mazingira unahatarisha mazingira ya baharini. Asilimia 90 ya uzalishaji mbaya ulitoka kwa meli zilizo na mashine za kusafisha, ambazo zinakusudiwa kusafisha gesi zao za kutolea nje. <unk> Matokeo yanajitetea yenyewe. "Utaratibu mkali wa maji ya kutolewa kutoka kwa washamba ni muhimu ili kupunguza uharibifu wa mazingira ya baharini, ""anasema Anna Lunde Hermansson, mwanafunzi wa udaktari katika Idara ya Mechanics na Sayansi ya Bahari huko Chalmers." Takwimu halisi kutoka Copenhagen na Gdynia zilitumiwa kwa bandari mbili zilizofunikwa. Wao walikuwa kuchaguliwa kutokana na kiasi kikubwa cha trafiki ya usafirishaji, na sehemu kubwa ya meli hizi kuwa scrubbers. Matokeo yalionyesha kuwa viwango vya hatari ya jumla katika bandari zilikuwa, kwa mtiririko huo, mara tano na kumi na tatu juu ya kikomo ambacho hufafanua hatari inayokubalika. "Mwandishi wa ""Maritime Advocate"" Bogdan Grabowski, ambaye ni Kapteni wa jeshi la jeshi la Marekani, aliandika hivi: ""Nimesoma makala yako katika gazeti la Maritime Advocate, toleo la 832 kwa shauku na furaha." Sehemu kuhusu COLREGS ilikuwa karibu sana na moyo wangu (na uzoefu wangu). Nilikuwa na uzoefu wa kusoma na kutafakari juu ya nini kilichotokea katika toleo la hivi karibuni la kitabu hiki. Karibu matoleo yote ya awali (kuanzia karne ya 12 ya Sheria ya Oleron hadi 1929) yalikuwa na maana na yalichochewa na mahitaji halisi ya ulimwengu wa baharini. Msiba wa 1905 ulilazimisha kuanzishwa kwa taa za mashua za uvuvi. Toleo la pili la mstari wa 16 na la 16 lilibadilisha kidogo na kuelekeza kwa vifaa vya kisasa vya urambazaji. Hakuna hata moja iliyokuwa kamilifu isipokuwa toleo la 1972... vizuri, ulifunga katika kifungu chako cha pili - sikuweza kuelezea vizuri zaidi. "Hata hivyo, kwa sababu ya hali hiyo, sheria za barabarani zilikuwa zimebuniwa na kuandikwa na mabaharia wa mwaka wa 1960 na kubuniwa na wanasheria wa mwaka wa 1972.""" Na, tusisahau, akili za kisheria bado zinafanya kazi na labda zinatengeneza kitu kipya <unk> Mungu awasaidie mabaharia wote wa siku zijazo. "Mwanamke Manjit Handa aliandika: ""Ikiwa IMO inataka kujaribu ukaguzi wa kina wa COLREGS, njia pekee ya kuhakikisha kukubalika na uelewa wa toleo jipya itakuwa utoaji wa tafsiri katika lugha za asili za makundi ya kikabila ambayo yanachangia maafisa wengi kwa jamii ya baharini." "Kama mfano wa kuunga mkono hoja yangu, ningependa kujaribu kutafsiri Kanuni 8f ya COLREGS katika Kihindi au Mandarin. """ Matatizo yenye kuumiza ya kichefuchefu yatatokea. Ufuatiliaji wa COLREGS ni suala la kitamaduni zaidi kuliko tu utaratibu wa msingi wa sheria. Katika tamaduni fulani, kuachana na jeshi la wanamaji (ambayo ni nini, hata kama COLREGS imeacha neno hilo) ni mbaya zaidi kuliko kujisalimisha kwa adui katika vita. Ni muhimu kujua jinsi ya kuwasiliana na VHF wakati hakuna meli yoyote ya msalaba inataka kuachana. Kauli mbiu ni <unk>ME? "Kama unajua, ""Kama unajua, ""mfano wa ""mfano"" ni ""mfano wa"" (na ""mfano"" ni ""mfano wa"" kwa ""mfano wa"" kwa ""mfano wa"" kwa ""mfano wa"" kwa ""mfano wa"" kwa ""mfano wa"" kwa ""mfano wa"" kwa ""mfano wa"" kwa ""mfano wa"" kwa ""mfano wa"" kwa ""mfano wa"" kwa ""mfano wa"" kwa ""mfano wa"" kwa ""mfano wa"" kwa ""mfano wa"" kwa ""mfano wa"" kwa ""mfano wa"" kwa ""mfano wa"" kwa ""mfano wa"" kwa ""mfano wa""" Kwa sasa niko mbali na dawati langu, nikipiga kichwa changu ukutani. Ujumbe wako utajibiwa mara tu nitakapofikia kiwango cha kuzimia cha kutosha kufunika maono yangu hadi hatua ambayo ninaweza kuunda jibu linalofaa kwa ombi lako. 2. Uwezekano wa kupata Kwa sasa niko kwenye mahojiano ya kazi na nitakujibu ikiwa sitapata nafasi hiyo. Jitayarishe kwa ajili ya hali yangu ya moyo. 3. Uwe na mtazamo wa kweli Unapokea taarifa hii ya moja kwa moja kwa sababu mimi ni nje ya ofisi. Kama ningekuwa ndani, uwezekano ni kwamba usingekuwa umepokea chochote kabisa. 4. Uwe na uhakika "Hata hivyo, siwezi kufuta barua pepe zote ambazo hamkuziandika mpaka nirudi kutoka likizo tarehe 4 Aprili.""" Tafadhali kuwa na subira na barua yako itafutwa katika utaratibu ulipopokelewa. Kwa mujibu wa Maritime Advocate Online, jarida la kila wiki la Maritime Advocate Online, kila wiki kuna habari na maoni kuhusu sekta ya baharini, hasa kuhusu masuala ya kisheria na utatuzi wa migogoro. Inapatikana kwa zaidi ya wanachama wa kibinafsi 20,000 kila toleo na kuchapishwa tena ndani ya makampuni na mashirika kote ulimwenguni. Ni kichapo kikubwa zaidi cha aina yake. Inakadiriwa kuwa ina wasomaji 60,000 katika nchi zaidi ya 120. Kwa sasa wewe ni wanachama wa martimeadvocate kama: email@example.com. 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