Loss Prevention Advice
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As years go by, serious incidents caused by or involving dangerous goods continue to occur, not only on ships but also in ports.
Errors, misunderstandings, misdeclarations and inadequate packing and securing lie at the heart of many incidents. As ultra-large container ships and the marine terminals they call at increase in size and capacity, the potential for economic, human and environmental accidents rise in proportion.
The guide has provided an overview on the key provisions and considerations of the IMDG Code when shipping dangerous goods by sea, and provides guidance if common errors are to be avoided.
Much depends on the skill and awareness of the personnel packing the shipping containers – skills that are often under-rated and under-valued. Any person or organisation offering dangerous goods or packing cargo transport units that do not comply with the IMDG Code, or follow the guidance provided in the CTU Code, is in a precarious position if that non-compliance leads to an incident.
It can put lives at risk, and lead to property and environmental damage. The party responsible will be liable to prosecution, fines by national maritime enforcement agencies and to civil court actions to compensate other actors for costs incurred arising from damage to the ship, cargo and environment, injury and loss of earnings, etc.
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Below you will find ARC’s weekly report dated 19 November 2025, covering the period of 13 to 19 November 2025, where the following incidents were reported:
- 1 maritime security incident in West Africa in the last 7 days
- 1 maritime security incident in the Indian Ocean/Middle East in the last 7 days.
Full advisory at the following link.
https://britanniapandi.com/wp-content/uploads/2025/11/ARC-Weekly-Report-19.11.25.pdf
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October and November 2025 have witnessed a significant wave of new restrictions and designations against Russia, introduced by the EU, the UK, and the US. Further details are set out below, but several key common themes are highlighted: • Coordinated escalation targeting Russia’s energy sector, with particular focus on LNG (including insurance of the carriage of LNG) and major oil companies. • Heightened scrutiny of shadow fleet operations and third-country intermediaries facilitating sanctions evasion. • Broadened export controls and tightened financial measures aimed at closing circumvention channels.
Full advisory at the following link.
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The ship agents risk facing an increasing number of legal disputes over weekend port charges if unclear operational instructions from owners and charterers continue to expose them to financial risk.
Case study: disagreement over Saturday surcharge
A recent case, there was a disagreement between a shipowner and their local agent after a routine discharge operation extended into a Saturday, triggering a 150% stevedoring surcharge that was outlined in their pro forma disbursement account (PDA). The owner refused to pay the additional stevedore costs for the weekend shift, claiming the agent should have delayed operations until the following Monday to avoid higher rates.
Timeline of vessel operations
The incident began after the vessel reached the port on the Thursday but berthing was delayed until Friday. Cargo discharge began once alongside but was interrupted by an operational issue that extended the schedule into Saturday. Due to the various factors, the owner incurred one Saturday stevedoring surcharge, with the remaining work resuming on Monday.