|The Wavy Line|
13 Dec 18
"Common sense is the collection of prejudices acquired by age eighteen."
BOW WAVE 65
news and views on trade, insurance and risk
In this issue:
The course of technology hardly ever seems to run smooth and last week's mail out using the automated system managed to confuse a number of people into unwillingly unsubscribing.
If you are on the current mailing list as a reader, you need do nothing. If you would like to leave the mailing list follow the directions at the foot of this message.
We hope this is clearer than last week's test message using the new Lyris-Dundee system.
This issue contains a good mixed bag of reports from around the world. Many thanks to our energetic correspondents.
On Wednesday, your editor enjoyed an agreeable dinner at the Atheneum Club with the Sage of the Bill of Lading. One of the few publishable conclusions we came to was to agree that there is something very compelling and even addictive about life on the internet. The Professor, usually starts the day by logging in to collect the overnight e-mails. As do many more of us.
His web site on maritime law and other personal enthusiams is well organised and has been brushed up recently. He would, we are sure, welcome some feedback about it from Bow Wave Readers. We particularly recommend the glossaries.
See the site at:
Bow Wave Readers interested in the port industry may well know that the plans of Associated British Ports to expand the container handling capacity of Southampton in Dibden Bay on the edge of the scenic New Forest have prompted quite a large local and environmental anti-campaign.
So far 6000 letters of objection have been filed with the Public Enquiry Inspector.
You can see the full range of interests arrayed against the development on the RADP ( Residents against Dibden Bay ) Website:
The ABP website presents the case for the expansion at
It is fascinating to look at the links pages of the two sites to see how opinion and arguments are mustered by the various interests concerned.
Bow Wave Reader and Europhile Peter Carlo-Lehrell reports:
The European Commission adopted on 7th February a proposal for a Directive aimed at simplifying reporting formalities for ships that call at EU ports. Currently these formalities vary significantly between Member States, and the Commission has now decided to end this unsatisfactory situation by proposing a single set of document layouts to carry out the formalities in a uniform manner. Loyola de Palacio, Commission Vice-President in charge of Transport and Energy, explained:
"Basically, a ship has to submit the same information over and over again at different ports. A simple task like this becomes complex because the formats for submitting information vary greatly between Member States. The Commission decided to overcome this complexity by proposing the adoption of uniform layouts to fulfil these reporting formalities.
This European Commission's proposal of simplification is an important innovation which will benefit the whole maritime community--shipowners, shippers, and ships' agents and will apply to both short and deep sea transport, irrespective of flag" she stressed.
Public authorities frequently require that ships calling at ports fulfil certain reporting formalities, such as submitting basic documents and information on the ship, its stores, its crew's effects, its crew and passengers. Moreover, port calls are very frequent in European coastal short sea shipping. Therefore, the Commission concludes, this problem has primarily been identified as an obstacle to the full development of that trade.
However, the proposal does not make any difference between trades or flags. It provides for document layouts that the Member States will recognise as sufficient for a ship to fulfil a number of standard reporting formalities when it arrives in or departs from an EU port. Member States that do not require some elements of information or formalities will not be required to do so in the future either. The proposed models are based on the world-wide convention on Facilitation of Maritime Transport that has been elaborated under the International Maritime Organisation (IMO). Most EU Member States are Parties to the Convention but apply its standards and recommendations in different ways.
"By using the IMO forms, the Community will also show the way to non-EU countries towards global facilitation" also highlighted Loyola de Palacio.
Do you find the technobabble of the internet age unhelpful? Are you sceptical of the claims made by the maritime portals and exchanges opening up on the world wide web in recent months? Worried about industry neutrality and concerned that confidentiality will be respected?
It may the services of Bureau Veritas are equal to the needs of the hour. Courtesy of the strong newcomer Marine Equipment News Weekly we learn that BV has set up a rather specialised new service called WebValue, which is a species of quality inspection designed to gauge the calibre of maritime websites.
B V will assess the risks of a given website and then subject the operation to a certification audit. If they pass companies can display the BV WebValue seal of excellence on their websites which can be renewed through regular audits
It has been tested in France, say BV. But who audits the auditors?
See the Site at:
A fellow editor from Heidelberg's Max Planck Institute for Public International Law, Dr Peter Macalister-Smith, sent us this story from the Birmingham Sunday Mercury of 7th January, 2001:
Worker dead at desk for 5 days
Bosses of a publishing firm are trying to work out why no one noticed that one of their employees had been sitting dead at his desk for FIVE DAYS before anyone asked if he was feeling okay. George Turklebaum, 51, who had been employed as a proof-reader at a New York firm for 30 years, had a heart attack in the open-plan office he shared with 23 other workers. He quietly passed away on Monday, but nobody noticed until Saturday morning when an office cleaner asked why he was still working during the weekend.
His boss Elliot Wachiaski said: "George was always the first guy in each morning and the last to leave at night, so no one found it unusual that he was in the same position all that time and didn't say anything. He was always absorbed in his work and kept much to himself."
A post mortem examination revealed that he had been dead for five days after suffering a coronary. Ironically, George was proof-reading manuscripts of medical textbooks when he died.
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