The LISW Daily: Is shipping too moany?

Does shipping whinge too much? That’s the question Lloyd’s List senior reporter Joshua Minchin is asking on this edition of the daily reaction from London International Shipping Week, joined by editor-in-chief Richard Meade, APAC editor Cichen Shen, and senior risk and compliance analyst Bridget Diakun. Governments around the world, but particularly in the UK, are often criticised for being uninformed and unenthusiastic about the maritime industry. But former shipping minister and Core Power vice-president Baroness Vere argues the shipping industry doesn’t sell itself in the right way, and instead comes to politicians with complaints, rather than solutions. Elsewhere, Cichen reflects on conversations he’s had with the Cosco delegation in London this week, while Bridget explains why there is a feeling of helplessness surrounding the shadow fleet in the industry at the moment.

Day three of London International Shipping Week sees the circus descend on the headquarters of the International Maritime Organization, which is playing host to the week’s headline conference. Lloyd’s List editor-in-chief Richard Meade, who moderated a session on decarbonisation, and senior reporters Joshua Minchin and Declan Bush were joined by Cargill Ocean Transportation president and chair of the Global Maritime Forum Jan Dieleman to reflect on the day’s discussions and ask whether next month’s crucial Net-Zero Framework vote would go through. Plus, Joshua asks whether shipping is suitably reassured by the several, passionate promises by military leaders this week that their forces are determined to protect shipping.

As London International Shipping Week gets off to a frantic start, Lloyd’s List editor-in-chief Richard Meade and reporter Joshua Minchin bring you their highlights from the first two days of the event. Richard assesses London’s role in the shipping industry as the week kicks off, and asks what the UK needs to do to stay relevant in an industry that has moved away from it as the centre of gravity it was for centuries. Joshua reflects on a fascinating session on data sharing held on Tuesday September 16 with a star-studded panel, and comes to the conclusion that actually shipping might not want to share its toys. Can regulators find a big enough stick to make them? And then there were the nukes. Long-heralded as the potential silver bullet, and dismissed as too expensive and too dangerous, Richard explains why he is optimistic about nuclear power in shipping, but not in the manner you might expect. Stay tuned for our daily roundup every day of London International Shipping week – but don’t forget you can listen to every episode ever of the Lloyd’s List podcast on Soundcloud, Spotify, or wherever you get your podcasts, as well as the Lloyd’s List app.

THREE hundred years ago, when Lloyd’s List was still a list of ships pinned to a coffee shop wall, London was the epicentre of global trade. It was the hub where the shipowning, the insurance, the finance, the technology and the workforce got business done. And that was the case for centuries. But London is not the epicentre of global trade any more – far from it. As the shipping industry descends upon the UK capital once again for London International Shipping Week – we ask what shipping needs from a maritime hub. London is good. But how do we make London great again? Joining Richard on the podcast this week are: Tanuj Luthra, chief operating officer, Zodiac Maritime Jos Standerwick, chief executive officer, Maritime London Gihan Ismail, director, Marine Capital Peter Aylott, director of policy, UK Chamber of Shipping

Shore leave is a fundamental part of life at sea. It has been for centuries. The modern seafarer can spend up to 11 months on board a vessel during a contract, so getting on to dry land whenever possible can be an important form of rest and recuperation. But this custom is under threat. A recent report by the ITF Seafarers’ Trust showed that a quarter of seafarers surveyed said they did not get any shore leave during the entirety of their contract. For those that did manage to get ashore, nearly half said they spend less than three hours ashore. From visa requirements, a simple lack of time, or even the prohibitive cost of a ride to the port gate, seafarers face many barriers to getting shore when one of the very limited opportunities presents itself. Can anything be done to halt the extinction process? Joining Joshua on this week’s podcast are: Tim Hill, chief executive, Stella Maris Ben Bailey, director of programme, Mission to Seafarers Several serving seafarers aboard vessels across the world

Every year, Lloyd’s List publishes a list of the world’s Top 100 container ports. And to mark the release of this year’s ranking, we’re taking a deep dive in this week’s episode to understand the key trends seen across the container sector last year, and work out what the rest of the year has in store. In a year defined by disruption, the world’s leading container ports still managed to increase their throughput by 8% - a sharp turnaround from some of the sluggish growth we’ve become accustomed to in recent years. The geopolitical upheaval shipping has had to deal with in the last 18 months has clearly created some winners, as well as some losers that continue to suffer at the hands of Red Sea rerouting and tariff wars. To download the Lloyd’s List Top 100 Ports report, visit www.lloydslist.com/one-hundred-container-ports-2025, where you can see the full list of rankings as well access the data behind it, including regional and country-level analysis. Joining Joshua on this week's podcast are: Linton Nightingale, deputy editor, Lloyd's List Eleanor Hadland, senior ports and terminals analyst, Drewry

Low Earth orbit connectivity doesn’t occupy the same number of column inches as say Houthi terror in the Red Sea, or the climate regulatory tussles at the IMO, but it has arguably changed shipping just as much, if not more. Vessels that have long relied on dependable, but relatively slow internet connectivity now have access to the kind of upload and download speeds used to create this very podcast, thanks in no small part to Elon Musk’s Starlink system, which uses its own constellation of satellites. There’s no doubt this has opened endless doors for both shipowners and seafarers. Data collection and analysis is possible on a scale unimaginable at sea just a decade ago. Crew can now video-call family or stream live sports despite being hundreds of miles from land. But, in a microcosm of society as a whole, this advent of instant connectivity brings with it negatives too, potentially opening the door to would-be hackers who are starting to see shipping as a rich target. Joining Joshua on this week’s podcast are: Daniel Ng, chief executive, CyberOwl Tore Morten Olsen, president of maritime, Marlink Ben Palmer, president, Inmarsat Maritime

WHEN an oil tanker can trade internationally and switch between fictional flags and take on digital identities of ghost ships that were scrapped years ago, there is a problem. Not a fictional problem. A real life, tangible problem that relates to a real ship performing really dangerous operations with zero accountability and, apparently, no means to stop it. In the first edition of this podcast, we detailed how a growing black market of fraudulent ship registers, created by linked networks of international scammers have sprung up. This edition will focus on why these fake flags are just a symptom of a much wider problem. The system is broken. Fixing that system, however, is going to require a root-and-branch reappraisal of how we ensure compliance and oversight in global trade, and it’s going to require governments to be genuinely accountable for the ships they flag. Let’s start with the basics. We know what a fraudulent ship register looks like and what it doesn’t do, but what should a flag be doing? Why does the flag a ship is flying matter? Joining Richard this week are: Bridget Diakun, senior risk and compliance analyst, Lloyd’s List Christian Panto, independent open-source intelligence analyst Alfonso Castillero, chief executive, Liberian International Ship and Corporate Registry

Until fairly recently the government of Malawi were blissfully unaware of the fact that they inadvertently stumbled into a tense political stand-off between Nato and Russia. Ministers in the landlocked capital Lilongwe were understandably surprised to find that they had been enthusiastically registering sanctioned shadow fleet tankers and fixing them up with new identities. They were, initially at least, perplexed by questions regarding a fleet of tankers being used to load crude out of the Baltic, then escorted by Russian naval ships and tracked by the combined surveillance capacity of NATO’s forces. And that’s because they had no idea until Lloyd’s List told them. In this special two-part podcast, Lloyd’s List editor-in-chief Richard Meade explains how the system of ship registration has corrupted to the point that governments are unable to tell the difference between real and fake ship identities; and looks at what it will take to fix that broken system. Joining Richard on this week’s episode are: Polina Ivanova, foreign correspondent, Financial Times Christian Panto, independent open-source intelligence analyst

The EU’s two big green regulations on shipping have had many consequences, whether intended or otherwise. But their original purpose was as a threat. Four years ago the International Maritime Organization had been dragging its feet on agreeing any kind of meaningful limits on CO2 from ships. So Brussels effectively told the regulator: reduce your emissions, or we will. The European Commission extended its emissions trading system to cover half of emissions from voyages to and from the EU. It also pitched a green fuel standard called FuelEU Maritime, which fines companies unless they phase in greener fuels over time. The ETS started at the beginning of 2024 and the first credits are due to be handed over by September 30. FuelEU is being phased in too, with its own set of deadlines in the coming years. Shipping has been preparing ever since. But now the EU could be close to getting its original wish. A global net zero framework for cutting emissions is on its way from the IMO, though it needs to be formally adopted in October. So, now we have a global regime on the horizon, shouldn’t Europe fall into line? The commission has said will consider changing its ways – if it considers the IMO system ambitious enough for the planet. So, what will it do? Joining Declan on this week's podcast are: Magda Kopczyńska, Directorate-General for Mobility and Transport, European Commission Simon Bennett, Deputy Secretary General, International Chamber of Shipping