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Operations in the Arctic and Antarctic regions present unique navigational, operational, and environmental challenges that require thorough preparation and careful risk management. Extreme weather conditions, ice-covered waters, limited infrastructure, and the remoteness of these regions make polar voyages significantly more demanding than conventional trading routes.

International shipping has entered a new era of sustained geopolitical disruption. A series of entrenched regional conflicts affecting some of the world's most strategically vital maritime chokepoints—including the Arabian Sea and Strait of Hormuz, the Red Sea, and the Black Sea—has fundamentally altered the risk landscape for shipowners and charterers alike.

The first data on FuelEU Maritime compliance is now emerging, following the first year of reporting against greenhouse gas (GHG) intensity targets for shipping companies trading in the EU. To better understand what the early results show, we spoke with Joe Bettles, Climate Policy Manager and author of the Countdown newsletter at the Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping (Center).

Circular issued by International Group clubs On 23 July 2026, the Council of the European Union adopted its 21st package of restrictive measures against Russia, amending Regulation (EU) 833/2014 and Regulation (EU) 269/2014. These measures were implemented in Council Regulation (EU) 2026/1848, Council Implementing Regulation (EU) 2026/1843, Council Regulation (EU) 2026/1844 and Council Decision (CFSP) 2026/1845, and published in the Official Journal of the EU.

Due to the combination of flammable materials, complex machinery, and human factors, fire in the engine room remains the most common and costly risk in Hull and Machinery insurance. Skuld has seen recent cases of engine room fires due to erosion (fusible) plug failure. An erosion plug failure in a fuel pump can cause engine room fires by allowing pressurised fuel to escape as a fine spray, which can ignite instantly upon contact with hot surfaces.

Following the EU regulations aimed at reducing greenhouse gas (GHG) emissions in shipping, the UK Emission Trading Scheme (UK ETS) for Maritime will become effective on 1 July 2026 and apply to domestic maritime activities. The expansion of the UK ETS into maritime is part of the United Kingdom's (UK) Government's Net Zero Strategy[1].

When the Strait of Hormuz opens for safe passage, vessels may face operational risk affecting the fuel systems, hull condition, and anti-fouling performance. Proper inspection and mitigation are required before resuming service or operation.

Circular issued by International Group clubs Since 2024 there has been a significant increase in the volume of nickel ore exports from both the Philippines and the Solomon Islands located in the south-western Pacific Ocean. This surge in exports corresponds with heightened mining investments in these regions, driven by global demand for nickel in applications such as electric vehicle battery production and new processing facilities in Indonesia and China.

Introduction As we noted in our previous issue of the Skuld Charterer[1], an increasing number of dry cargo charterparties feature ever more restrictive good weather definitions in owners' favour[2]. The actual conditions experienced during a voyage often fail to meet the prescribed thresholds[3] or create difficulties for WRCs to identify contractual 'good weather'[4].

From 1 May 2025, ships operating within the Mediterranean Emission Control Area (Med ECA) became subject to full compliance with the applicable sulphur requirements under the International Convention for the Prevention of Pollution from Ships (MARPOL) Annex VI[1], as amended by IMO Resolution MEPC.361(79). Geographical area The Med ECA is not defined by countries, but as a single continuous sea area under MARPOL Annex VI (Appendix VII), covering the entire Mediterranean Sea basin.