Lloyd's List: The Shipping Podcast

SHIPPING has a serious efficiency problem. There is the obvious uncertainty and chaos within the International Maritime Organization-led decarbonisation plans. But this is not just a carbon efficiency problem — the current direction of geopolitical drivers generally are making shipping, and global trade, significantly less efficient. US President Donald Trump and Chinese leader Xi Jinping’s latest tit-for-tat trade showdown is just the latest in a long list of frictional forces making seaborne trade more costly, more complicated and less efficient.

One week on from the extraordinary meeting of the Marine Environment Protection Committee at the IMO, and many in shipping are still asking themselves the same question: what on earth happens next? Here at Lloyd’s List we’ve been busy gathering the thoughts of as many people as possible from across the sector to help answer that question. Earlier this week, Declan Bush explained what actually went down on a crazy Friday afternoon last week at the Albert Embankment, giving a blow by blow account of how the US and Saudi Arabia were able to successfully postpone the vote on the Net-Zero Framework for an entire year. But now we’re looking at what comes next. Can the IMO come back around the table next year and get consensus on the world’s first carbon price? Or are the divisions simply too great to heal? Joining Joshua on the podcast are: Arsenio Dominguez, secretary-general, International Maritime Organization (IMO) Tristan Smith, professor of energy and transport, UCL Emma Scheiris, deputy director of environment, INTERTANKO Stuart Neil, director of strategy and communications, International Chamber of Shipping For more information on how Lloyd's List Intelligence can help you navigate the emissions reporting landscape, follow this link: https://www.lloydslistintelligence.com/products/seasearcher/emissions

This episode of the Lloyd’s List Podcast was brought to you by Veson. Visit veson.com for more information. Arguably the most important week in the history of the International Maritime Organization ended in stalemate after an extraordinary meeting of the Marine Environment Protection Committee voted to adjourn proceedings for a whole year. Last week was supposed to be the week shipping ratified the IMO’s Net-Zero Framework and in doing so become the first industry to adopt a global carbon price. Despite confidence that the yes side “had the numbers”, efforts to thwart the framework by the US and Saudi Arabia were partially successful. Lloyd’s List senior reporter and decarbonisation expert Declan Bush takes you inside the IMO and details a turbulent four days that could define the UN body and its ability to lead on climate change.

IN today’s episode, we're diving into one of the most significant transformations in modern shipping: how geopolitical tensions and supply chain realignments are altering maritime trade routes. From the implementation of tit-for-tat port fees between the US and China to the rise of Southeast Asia as a manufacturing powerhouse, the shipping industry is navigating uncharted waters. Today, we'll hear from three industry leaders who are at the forefront of these changes. In an era where regulations increasingly link vessel nationality to cargo access, shipping’s hard‑won resilience is being tested as never before. But for those who can successfully navigate these changes, the question isn't whether they're temporary or permanent—it's whether they can adapt fast enough to turn chaos into opportunity. Joining APAC editor Cichen Shen on the podcast are: SK Lim, managing director Pacific, G2 Ocean Jayendu Krishna, head of Maritime Advisory, Drewry William Khoury, vice president of ports and terminals Southeast Asia, DP World

IN THIS episode of the Lloyd’s List podcast, Synergy chief executive Jesper Kristensen considers two significant and timely questions: where is maritime leadership heading and who will define it? He tackles them from both an individual and an industry standpoint before discussing whether attitudes outside shipping are now influencing the sector’s direction. In the current climate of global regulatory and trade changes, the shipping industry is extremely volatile, requiring its leaders to be rapid adapters; “we need to be capable of accepting that tomorrow is most probably not going to be like yesterday”, he says in this podcast.

In this podcast, Veson Nautical’s Chief Operating Officer Sean Riley shares his thoughts on current pressures on market volatility. It is not necessarily a bad thing, he says, especially if data is used properly to understand its causes and effects

This episode of the Lloyd's List Podcast was brought to you by Veson. Visit veson.com for more information. In just over a week’s time the International maritime Organization will take what could be one of the most consequential votes shipping’s history. At an extraordinary meeting of the Marine Environment protection Committee, IMO member states will vote on whether to formally adopt the net zero framework agreed at MEPC83 in April. A yes would see shipping adopt the world’s first legally binding carbon price. A no would undo years and years and work and dump the industry back where it started. Lloyd’s List senior reporter Declan Bush explains what will actually be voted on next weekand outlines the consequences of a yes vote, and perhaps more pertinently, what happens if the answer is no.

FIGURES from the United Nations Office on Drugs and Crime suggest the annual global value of laundered money is between $800bn and $2trn, representing between 2% and 5% of global GDP. Much of this money is cleaned through trade-based money laundering, where criminals disguise the proceeds of crime through trade transactions to legitimise their origin. When that money hits a bank account, its links to say a smuggling ring or drug cartel will be masked, and anyone that looks will instead be presented with a legitimate transaction, say for the sale of commodities. With 90% of global trade transported by sea, shipping companies find themselves in an unwanted position of vulnerability. It’s of course impossible to check every container and grain hold, but due diligence still has to be performed. If not, the consequences can be severe, from a loss of reputation to even legal ramifications.

Singapore literally would not exist without the shipping industry. In 1819 the East India Company reached agreement with the local ruler to use it as a waystation for vessels carrying opium to China. Five years later, it bought the entire country for cash. Two hundred years later, it would not be much of a stretch to describe it as a powerhouse port with a small southeast Asian city-state attached. But until last month, the International Union of Marine Insurance conference had not taken place there since 2004. Even then, Singapore’s standing in the maritime industries was undeniable. But at that point it remained an emerging market in marine insurance terms. As the 600-plus delegates who assembled for this year’s event were told, that is clearly no longer the case. It is now the fourth-largest hull market in the world. Its share of the global hull book now stands at 7.9%, leaving it just a fraction of a percentage point behind the once-almighty Lloyd’s. Nor is it the only Asian nation to see its marine insurance presence take a great leap forward. China is now writing around 12% of world hull premiums and must now be counted as a core market for H&M. It also writes 17% of cargo business, which is more than Lloyd’s and the London companies markets put together. The late Chinese leader Deng Xiaoping - who died in 1997 - argued that the twenty-first century would be the Asian century. If marine insurance is anything to go by, he may have had a point. Joining David on the podcast are: Veith Huesmann, chief analyst, IUMI Sean Dalton, head of marine underwriting North America, Munich Re Alicia Leong, head of marine liabilities Asia, Markel Jun Lin, vice president, Gard

Why is the shadow fleet growing? Why do Chinese owners continue to sail their vessels through the Red Sea? And what happens if the International Maritime Organization does not adopt the Net-Zero Framework next month? In an age where uncertainty is simply part of doing business, Lloyd’s List gathered some of its expert analysts and journalists to brief selected guests on the key issues of the day during London International Shipping Week. Listen to the highlights of the event in this edition of the Lloyd’s List podcast. If you want to learn more, you can download the slides produced by our expert panel, featuring Lloyd’s List Intelligence data and figures. Featuring on this episode are: Richard Meade, editor-in-chief, Lloyd’s List Bridget Diakun, senior maritime risk analyst, Lloyd’s List Cichen Shen, APAC editor, Lloyd’s List Declan Bush, senior reporter, Lloyd’s List

On the final day of London International Shipping Week, Lloyd’s List reporter Joshua Minchin brings you the key takeaways from the week, alongside senior maritime reporter Greg Miller, maritime risk analyst Tomer Raanan and senior reporter Declan Bush. The three ask whether shipping could suffer from too much inefficiency, or at least the wrong kind anyway, and reflect on the policy uncertainty coming out of Washington at present. Plus, Declan offers his final take of the week on how the net zero framework will fare at next month’s extraordinary MEPC meeting. Will the US’ threats make any material difference at all?

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