The details of warfare and navigation

A merchant seaman, Mr Hadisur Rahman, third engineer on board the bulk carrier Banglar Samriddhiat already been killed in this conflict. Others were injured. I want us all to remember this, because from now on I will deal with the subject in my usual way. Yes, I am really very serious.

On April 2, 1982, the Queen of England discovered that she had enemies. They had declared themselves such by landing on the beach at Port Stanley in the Falkland Islands without showing their passports, then firing on the Royal Marines barracks at Moody Brook, which was empty as the Marines were defending the Governor’s house. No one died – at that time. Many people died soon after.

One of the effects of the Queen’s official enemies, in this case the Argentine government and people, was to trigger the application of the Queen’s enemies risk provisions in the 1952 Marine Insurance Act and air (risks of war) and, very fortunately, there was still a man in the City of London who remembered how these arrangements worked. He knew this because he had worked under his father in the same position at the end of the Second World War, and I know the story I am telling here because I was one of his young people at the time. colleagues.

These are a few of the many little things that come with war, as far as shipping goes, that many of us have forgotten.

On October 19, 1989, Argentine citizens ceased to be enemies of the Queen in law, having ceased to be so in practice on June 14, 1982, and that was it as far as marine insurance and charters were concerned. -parts.

I mention this because it is the darkest aspect of a sudden outbreak of war and its effects on merchant shipping that I can think of. There will be many more, and each of us is about to find some. These are a few of the many little things that come with war, as far as shipping goes, that many of us have forgotten. There will be many, and readers may want to add their own.

Some may remember what happens with demurrage under various charter parties when a ship is unable to discharge its cargo at the agreed place because port labor refuses to operate the ship, because of the place where he loaded all or part of his cargo. I think I knew it once, but I forgot. Do you remember?

We remember the Black Sea a lot; specifically, the Strait and the Montreux Convention of 1938? What we probably remember is that pilotage is not compulsory but certainly advisable, but how many of us remember that merchant ships have the right of free passage in times of peace and in time of war, unless Turkey is a belligerent, or – the little that is forgotten – clause 6 – if Turkey considers itself threatened – and let us keep in mind that Turkey announced, on February 27, that the state of war now exists.

This may be a good time to remember that Turkey joined NATO because Russia wanted to revise the Montreux Convention shortly after World War II, and the Cuban Missile Crisis started when the Russia took a dim view of the American stationing of nuclear missiles in Turkey and put some in Cuba. It may also be remembered that years after this crisis was defused, it was found that Russian missile battery commanders in Cuba had been authorized to launch nuclear missiles without reference to a higher authority in the event of a American landing in Cuba, and that the American army had planned such a landing? We were so close.

A rather different question arises when – not unusually – a ship has a crew which includes either or even both Russians and Ukrainians, the latter being a not very happy circumstance, that the owners and managers have to rely on good old seamanship and decency to work out, because the only thing the two groups now have in common, besides history, is that neither of them can go home .
As no Chinese curse has ever said, we live in interesting times.

For all the news on how the invasion of Ukraine is affecting global shipping, check out Splash’s dedicated site blanket here.