Loss Prevention Advice
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The EU and UK have confirmed that effective 23:01 GMT January 31, 2026 (UK) / February 1, 2026 (EU), the price cap for Russian crude will drop to US$44.10 per barrel. Under the UK price cap, for any trades with an effective date of contract before 23:01 GMT January 31, 2026 and compliant with the existing price cap of US$47.60, there is a wind down period ending at 22:59 BST on April 16, 2026. Under the EU price cap scheme, contracts concluded under the previous price cap can be executed for 90 days from January 15, 2026.
Full advisory at the following link.
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The transportation of timber deck cargoes is a critical yet complex facet of the maritime industry, demanding stringent adherence to safety practices and international regulations. This article focuses on best practices for handling timber deck cargoes, addressing the unique challenges associated with their stowage, securing, and stability. This article provides comprehensive guidelines to ensure the safe and efficient transport of these goods.
Timber deck cargoes, encompassing logs, sawn timber, and various packaged forms, present significant risks when not properly managed. The chapter highlights instances where improper stowage and securing methods have led to catastrophic consequences, underscoring the importance of compliance with the IMO's Code of Safe Practice for Ships Carrying Timber Deck Cargoes (TDC Code) and related regulations.
Full advisory at the following link.
https://maritimecyprus.com/2026/01/26/maritime-loss-prevention-carriage-of-timber-deck-cargoes-2/
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Among the broad spectrum of technologies and fuel solutions ship designers, builders, owners and operators, anhydrous ammonia (NH3) has been identified as a potential long-term fuel that could enter the market relatively quickly and offer a zero, or a near-zero, carbon solution (on a tank-to-wake basis and in some cases on a well-to-wake basis) irrespective of the origin of the fuel.
While there is little recent marine experience with using ammonia as a fuel – and some of the key machinery technologies (such as engines) are under development – extensive land-based experience with the production and use of ammonia for the petrochemical and fertiliser industries forms a sound basis for increasing its use as a marine fuel. Experience with the carriage of ammonia in liquefied-gas carriers – and the specific requirements for storage, distribution, personal protective equipment (PPE), etc. in the International Code of the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code) – provide some of the statutory requirements to guide its application on ammonia-fuelled ships.
However, the toxicity challenges and related risks are significant and, while manageable, they will add complexity to ship designs (compared to those for conventional and other low-flashpoint fuels and gases) and will potentially limit the ships for which it is a suitable fuel. Ammonia ultimately may prove to be a more appropriate solution for deep-sea cargo ships rather than short-sea, passenger or inland waterway craft.
The report presents conclusions and recommendations of a multi-part study, developed to support national administrations, industry, and maritime stakeholders in the sustainable transition.
The study series includes:
- An extensive analysis of ammonia’s properties and characteristics, and how these properties are applicable as a marine fuel
- The identification of critical equipment and failure modes and a quantitative evaluation of the reliability of ammonia systems
- The results of a hazard and operability study of a generic ammonia fuel supply system from the fuel tank to the internal combustion engine
- Hazard identification exercises on the use of ammonia as fuel in a Newcastle dry bulk carrier and a mega ro-ro, including risk assessment of scenarios in which there are simultaneous operations in ports.
Full advisory at the following link.
https://maritimecyprus.com/2026/01/27/emsa-study-safety-of-ammonia-for-use-in-ships-final-report/
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The ICS Shipping Industry Flag State Performance Table brings together data available in the public domain regarding the performance of flag states in terms of, inter alia, Port State Control records, ratification of international Conventions, and IMO meeting attendance. It is intended to encourage shipowners to maintain a dialogue with their flag administrations to help bring about any improvements that might be necessary in the interests of safety, the environment and decent working conditions.
The ICS Flag State Performance Table provides an invaluable indicator of the performance of individual flag states worldwide. It analyses how the countries included delivering against a number of criteria such as Port State Control (PSC) records, ratification of international maritime Conventions and attendance at IMO meetings.
There is nothing inherently unusual in an international ship registry system in which the owner of a ship may be located in a country other than the State whose flag the ship flies. However, a balance has to be struck between the commercial advantages of selecting a particular flag and the need to discourage the use of flags that do not meet their international obligations.