Lloyd's List: The Shipping Podcast Lloyd's List

This podcast is brought to you in association with LISCR, the Liberian International Ship and Corporate Registry

PORT state control (PSC) has reduced accidents and improved safety on board ships, but there is a lot of room for improvement in how PSC inspections are carried out and their outcomes reported, believes Alfonso Castillero, CEO of the Liberian International Ship and Corporate Registry (LISCR).
In this podcast, he says there is a lack of uniformity in the qualifications and performance of PSC inspectors across the globe and expresses concern that “there is no clarity” over how vessels are inspected. He is also critical of how defects are recorded and dealt with, causing adverse impacts on shipowners and other stakeholders associated with a ship.
During the podcast, he stresses that LISCR has good cooperation with PSC regimes around the world and says that there are many excellent PSC officers but, nonetheless, he finds that there are “different interpretations of the rules” in the various port state control areas that a vessel might visit during a voyage. “There is a lot of room for improvement,” he said, and he believes that many others share his concerns but that they “prefer to stay quiet” to avoid “friction points with port state control”.
He took the opportunity to explain why a single ship might receive different outcomes in different PSC regimes, with factors including the background, experience and qualifications of individual inspectors, leading to different deficiencies being found and differing interpretations of the seriousness of those deficiencies.
In particular, he highlighted differences between how deficiencies that require action to be taken are categorised. IMO’s publication Procedures for Port State Control identifies a number of ‘code’ numbers that can be noted on an inspection report as shorthand to indicate the required response, and Mr Castillero is particularly vocal about two of them: ‘Code 17’, which identifies deficiencies that need to be addressed before a ship can depart from a port, and ‘Code 30’, which highlights deficiencies that require a ship to be detained.
Both have the same effect in practice, he said, but a Code 30 detention creates an adverse record not only for the ship, but also its owner, flag, class society and others, he says in the podcast.
He goes on to suggest some solutions to the problems he has identified, setting out some proposals about how the international cooperation that would be required could be coordinated. The benefits would be significant, he believes, not least for crews who have to navigate the various PSC regimes and their inspection procedures.
He also believes that LISCR’s size puts it in a position “to initiate a conversation with port state and flag state control to find a possible point of understanding” to start the discussion that would be needed to achieve this cooperation. “The Liberian registry has been globally recognised for taking the initiative,” he said.

In this pivotal year of global elections where the power blocs are squaring up to each other over trade, macroeconomic circumstance has thrust shipping into the limelight.
Shipping has a window of opportunity to insert itself at the heart of the big political discussions by reminding politicians of the central role that national fleets and maritime sectors play in keeping economies and trade afloat.
From supply chain vulnerabilities to energy security, government and the general public at large have never been more aware of the intrinsic role that shipping plays in its daily lives.
Trade is still coupled with economic growth in Europe and the influence of European shipping on the supply chain needs to be taken into account.
There is an opportunity to position shipping more centrally in whatever flavour of European politics emerges triumphant this summer.
But is this industry ready and prepared to capitalise on its visibility by having a grown-up conversation with policymakers and regulators?
The jury is out.
Joining Lloyd’s List editor-in-chief this week to discuss whether we are having the right conversations in European shipping are:
• Magda Kopczyńska the director general for the European Commission’s DG Move – the directorate of Mobility and Transport

• Sotiris Raptis, secretary general of the European Community Shipowners’ association

Shipping is getting increasingly more complex and more expensive.
On balance, that could be a good thing in that it forces the hand of an industry that has been too cheap for too long and the direction of regulatory travel now at least favours the progressives over the laggards.
But we don’t know the detail. We don’t know what fuel availability or costs looks like. We don’t know the detail of what market based mechanism or fuel standard will emerge – or even if it will. We don’t know when ships ordered today are realistically going to be filling their duel-fuelled tanks with which fuels at what price.
And that makes decisions today about newbuildings difficult.
Difficult, but not impossible.
It is possible to make the least worst decisions and factor in sufficient flexibility to be reasonably sure that the order you place today is not going to be a stranded asset in the next decade.
And yet large swathes of the industry seem to be using the energy transition as an excuse for inaction.
So this week’s edition of the podcast offers all the hesitant fence sitters out there a much needed dose of persuasive expertise advocating for fully risk-assessed progressive change.
James Frew is a Business Consultancy Director at Lloyd's Register who has spent a lot of time advising clients on how to make the decision that comes with least regrets when it comes to newbuilding and optimisation.

In this week’s edition Frew sits down with Lloyd’s List editor Richard Meade to discuss:

• How newbuilding and retrofit decisions can be optimised with sufficient flexibility to sail through regulatory and fuel

uncertainties while avoiding the risk of stranded assets
• Why increasing complexities around fuel procurement will not favour the smaller tramp owners

• Why e-fuels are an inevitable part of shipping’s transition and many ships will have to factor in multiple fuel choices over the coming years

LAST July Ukraine’s deep sea maritime trade dried up with the collapse of the Black Sea Initiative.

Within days Ukraine put forward a proposal to the UN detailing a route that would see ships sailing through Romanian waters to reach the greater Odesa ports. In August Ukraine announced the opening of a “humanitarian” corridor, pitching the route as a way to evacuate stranded ships.

The initial departures were indeed stuck ships, but in September the first vessels started to arrive from foreign markets and this so-called “new” Black Sea corridor was officially open for business.

Since then over 1000 ships have exported nearly 30m tonnes from Ukraine, helping to fuel the country’s wartime economy and getting large quantities of desperately needed grain back on the market.

In February NATO Secretary General Jens Stoltenberg attributed the opening of the corridor to Ukraine’s armed forces who have been remarkably successful at pushing Russia’s Black Sea fleet further away from its coasts. “Few believed this was possible just a few months ago”, he said. “But now actually, the export of grain from Ukraine takes place even without an agreement with Russia. So this shows the skills and the competence of the Ukrainian Armed Forces.”

Ukraine’s president Volodymyr Zelenskiy has reinforced the importance of the country’s military in the functioning of the corridor and has warned that Ukraine will struggle to defend the route without additional military aid from the US.

While the US announced an additional package for Ukraine worth up to $300m earlier this week, the Department of Defense’s supplemental request which includes roughly $60 billion in military aid is still yet to be passed by congress.

Talking on the podcast this week:

I.R. Consilium CEO, Ian Ralby

Head of sanctions advisory at Lloyd's of London, Chris Po-Ba

Bosphorus Observer's geopolitical analyst, Yörük Işik

Senior associate at Black Sea Associates, Callum Thomson

On International Women’s Day, Stephanie Zank tells Lloyd’s List her story about being a trailblazer in the world of shipping


As a girl growing up in Australian in the 1980s Stephanie Zank hated office jobs and loved taking things apart and putting them back together.

When she first stepped on board a ship, she knew that this was the career she wanted.

But her story isn’t one that we’re normally being told on International Women’s Day.

Stephanie Zank battled prejudice and abuse from her cadetship and throughout her maritime career that ended in 2014 when she was diagnosed with muscular dystrophy.

Her story is one that’s normally stays untold or swept under the carpet but occasionally it bubbles to the surface, like the story of Hope Hicks, better known as midshipman X, in 2022.

“A lot of crew members would make comments, such as ‘you're stealing men's jobs’, which was a fairly common one or ‘I hate you because you're a woman taking a man's job’, but more importantly, I hate you because you're small,” she told Lloyd’s List.

She recounted two incidents when she was sexually harassed and sexually assaulted and the lack of support and policies in place to deal with such events.

It’s right that Stephanie’s story is told on International Women’s Day, so that despite the platitudes from many in the maritime world about the progress that’s been made, we remember how far we have yet to go to ensure an equitable and fair workplace exists for all.

TUESDAY this week marked P&I renewal day. That’s the name given to the annual hard deadline for the 90% of the world fleet by tonnage entered with International Group P&I clubs to renew their liability insurance for the following year.
Historically, the date was considered the first on which Baltic ports were sufficiently ice free to be navigable. That looks rather quaint in these days of global warning. But 20 February is now hallowed by tradition, and doing things on 1 January like everybody else would just be boring.
So this week, as is now tradition, we are dedicating the podcast to examining the fallout from the annual P&I renewals.
In 2024, things have been rather quiet by previous standards, as it goes. No major fleets are thought to have changed hands in search of better insurance deals.
The number of owners opting to do so has been in decline for some time. Clubs actively disincentivise such behaviour with a mechanism known as release calls. In plain English, that’s a penalty imposed for switching.
Premium increases were modest. Clubs were officially looking for general or target increases in the 5% to 7.5% range. But those headline rate hikes should be seen as opening bids in negotiations with brokers. In practice, most deals were settled at about two-thirds of that.
We recorded this podcast on the afternoon of Thursday 22nd February, by which point several clubs had made preliminary announcements about how well they have done. Five said that had gained tonnage. To name check them, they were Gard, NorthStandard, Skuld, West of England and Steamship Mutual.
As subscribers know, Lloyd’s List offers readers easily the best marine insurance coverage available anywhere, and naturally we asked insurance editor David Osler to round up a cross-selection of the P&I people to discuss the latest developments.
Speaking on this year’s P&I round up:

Alex Vullo, to divisional director of Gallagher’s P&I practice

Anna Vourgos, a director of Cyprus-based Aphentrica,

William Beveridge, chief underwriting officer of the UK Club.