Loss Prevention Advice
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The IMO has adopted new amendments, effective January 1, 2026, that will require ships to report lost containers at sea,.
As announced, these changes require Masters to report both the loss and observation of containers without delay, ensuring timely communication with nearby vessels, coastal States and flag Administrations.
The amendments aim to improve navigational safety, environmental protection and the traceability of lost containers. The regulations apply to any ship carrying one or more freight containers, or that observes containers lost at sea. The amendments enter into force on 1 January 2026.
Key amendments
SOLAS Chapter V – Safety of Navigation
Adopted via Resolution MSC.550(108), the following provisions have been introduced:
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From September 1, 2005 to November 30, 2025, the Tokyo and the Paris Memoranda of Understanding (MoU) on Port State Control (PSC) will launch a joint Concentrated Inspection Campaign (CIC) targeting compliance with the International Convention for the Control and Management of Ship’s Ballast Water and Sediments, 2004 (BWM Convention).
Port State control officers will verify key areas, including certification, Ballast Water Management Plan (BWMP) approval and updates, crew familiarity, system operation, record-keeping, sediment management and exemptions.
Full advisory at the following link.
https://www.american-club.com/files/files/Press_release_2025_CIC_BWM.pdf
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What happens when Lockout/Tagout procedures are skipped during routine maintenance? For example, without proper tagging and securing of valves and pump controllers, even a small oversight can lead to engine room flooding. Make a Good Catch by always ensuring full compliance with all safety management system related Lockout/Tagout procedures.
Full advisory at the following link.
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A warning to shipowners about the risks of signing a “certificate of safe delivery” issued by tug operators after their services are used in port, usually when a vessel has encountered a problem.
An increasing tendency has been observed, for tug operators to furnish vessels with a ‘certificate of safe delivery’ upon completion of certain kinds of towage services. A signature from the Master is requested and often obtained.
This generally applies to services provided when the vessel encounters some kind of problem in port, with harbour tugs already in place or requested to attend via agents. However, Gard advises shipowners against signing such a certificate, as it is not a legal requirement and can have negative consequences.