Loss Prevention Advice
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Two tankers were hit by drones on 13 January while sailing toward the Yuzhnaya Ozereyevka terminal on Russia’s coast.
One of the ships was chartered by U.S. energy giant Chevron. The oil company stated that its vessel remained stable, all crew were safe, and it was being directed to a secure port in coordination with authorities. Ukraine has been stepping up attacks on Russian energy infrastructure as part of its effort to pressure Moscow to end the war, but it was not immediately clear who carried out these tanker strikes.
Neither Ukraine’s government nor the Caspian Pipeline Consortium, which runs the terminal, commented.
Meanwhile, the attacks immediately drove up risk premiums: war insurance costs for ships traveling to the Black Sea nearly doubled after two Greek-managed tankers were hit by unidentified drones.
This incident follows a series of Russian strikes on Ukrainian cargo vessels in the Black Sea. Last week, two ships carrying soybeans and grain were hit, resulting in the death of a Syrian crew member.
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In its latest Risk Watch, a number of best practices for shipboard personnel operating in cold weather.
The cold weather can pose significant challenges for shipboard personnel, especially those not accustomed to such conditions. Adequately preparing and raising awareness is essential for maintaining safety and preventing cold-related injuries. Thus, the following advice is provided:
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The safe loading of Group A bulk cargoes under the IMSBC Code during wet weather, highlighting key procedures and moisture management requirements to ensure the cargo’s Transportable Moisture Limit (TML) is never exceeded.
Regarding loading bulk cargoes that are categorized as Group A cargoes under the IMSBC Code during wet weather. Group A cargoes should never be loaded where it has been determined that the moisture content of the cargo exceeds the Transportable Moisture Limit.
It is therefore understandable that some vessels opt to restrict the amount of moisture that the cargo is exposed to by avoiding loading during periods of wet weather. However, the IMSBC Code does allow loading of Group A cargoes in certain situations.
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Information on the prohibition of Starlink systems in the People’s Republic of China, along with guidance for ships carrying Starlink equipment when navigating PRC waters.
The use of the Starlink system for communications is prohibited in the People’s Republic of China (PRC), and the Starlink system is not supported or designed to function within the territory of the PRC. In a recent case, a merchant ship was penalised by a local PRC MSA office. Starlink equipment was found to be powered on during a routine shipboard inspection, in contravention of national laws.
Following the incident, some recommendations for ships carrying Starlink communications devices when navigating in PRC territorial waters.
Key recommendations
- The Starlink terminal should be completely powered off (physically disconnected if feasible) before the vessel enters PRC territorial waters (12 NM limit). If possible, consider shutting down when approaching the PRC EEZ.
- Document this action by making a clear entry in the ship’s deck logbook, recording the time, position (coordinates), and action taken (e.g., “Starlink terminal powered down and secured”).
- The ship’s agent should be instructed to notify the local MSA in advance (e.g., during pre-arrival reporting) that the vessel carries a Starlink terminal which will be switched off and secured upon entry into PRC waters. Retain written confirmation of this notification.
- Ensure all crew members are briefed on this procedure to ensure consistent execution and to provide a clear explanation if questioned during inspections.
The guidance is based on the current understanding of the local regulations. It is recommended for operators to consider contacting local correspondents and/or ships agent.