Loss Prevention Advice
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To the Shipowners whose vessels are bound for ports in China should note the latest developments concerning implementation of special port charges imposed on US linked vessels.
Following the announcement released by US Customs and Border Protection declaring that special port fees would be imposed on vessels owned, operated, or built by Chinese entities, the Chinese Government invoked reciprocal countermeasures including collection of special port charges on US linked vessels taking effect from 14 October 2025. The countermeasures were introduced pursuant to newly revised Regulations of the People’s Republic of China on International Maritime Transport.
Full advisory at the following link.
https://www.londonpandi.com/knowledge/news-alerts/china-special-port-charges-on-us-vessels/
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Rights of Recourse - Exclusion of cover for losses incurred due to waiver of rights of recourse otherwise available under the Hague or Hague/Visby Rules with effect from 20 February 2026, it will be a requirement under mutual P&I cover that Members preserve certain rights of recourse for the carriage of dangerous goods in contracts for carriage. Specifically, any liabilities that would not have arisen but for a waiver, a limitation of or a failure to incorporate rights of recourse for the carriage of dangerous goods which are found in Article IV Rule 6 of the Hague or Hague Visby Rules, will only be recoverable at the discretion of a Club Board/Committee.
Full advisory at the following link.
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A guidance regarding the different types of bunker fuel sampling and their role in verifying compliance with the 0.50% sulphur limit under MARPOL Annex VI.
According to Britannia, with the global sulphur content of bunker fuel under MARPOL Annex VI capped at 0.50% m/m, it is important for ships to understand the different types of bunker fuel sampling and how they relate to compliance verification. Britannia outlines the distinctions between MARPOL-defined sampling methods and independent sampling carried out by shipowners and their contractual counterparties.
Why does this matter?
Since the 2020 Sulphur Cap came into force, there have been various interpretations of how sulphur compliance is determined, especially when independent test results obtained by shipowners show results close to or slightly above 0.50%. Suppliers often cite ISO 4259 and its reproducibility limits to claim compliance, but this does not always align with enforcement realities under MARPOL.
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A guidance on hot work procedures aboard ships, specifically focusing on how to safely plan, execute and monitor hot work activities.
Repairs, modifications, additional securing points, maintenance etc. are all reasons hot work may be required. Whenever hot work is considered as being a possible solution to an issue, a general assessment should be conducted to decide how risk of an incident can be lowered.
Amongst the general considerations are:
- Can cold work repairs be conducted instead?
- Can a suitable temporary repair be conducted, or procedure implemented that will be sufficient until the ship is in a more suitable location or condition, for example the next scheduled dry dock?
- Can the hot work be done by ship’s crew with the equipment available on board, or are specialist skills and facilities required?
- Is the hot work required on an item or area that is covered by the ship’s classification society?
- Will the ship be required to deviate from its current voyage?
- Can hot work be done with cargo onboard?
- If hot work is required on a piece of equipment or fitting, can the equipment/fitting be feasibly moved to the designated hot work location (often the machinery space workshop) or a less hazardous area?
- Is the hot work required in a hazardous location, for example within a confined/enclosed space or involving work at height?
- Conducting a high-level assessment will determine the next course of action and clarify the options that are available.