12 January 2026
After years of advocacy by the World Shipping Council (WSC), 1 January 2026 marks a milestone: containers lost at sea are no longer dismissed as weather-related collateral. Mandatory reporting is now supported in IMO regulations through amendments to SOLAS Chapter V (Regulations V/31 and V/32) and MARPOL Protocol I, requiring all losses or sightings of drifting containers to be reported promptly and uniformly. This change transforms isolated incidents into shared intelligence, improving navigational safety, environmental protection, and industry credibility.
Statistically, container losses represent a tiny fraction of global volumes. Yet the consequences of even a single lost box can be severe. A semi-submerged container is a collision hazard for fishing boats, yachts, and coastal craft. Cargoes can pollute sensitive shorelines, and headlines about container spills damage the industry’s reputation. Mandatory reporting reframes the issue: risk cannot be eliminated, but it can be made visible, and therefore manageable.
Masters must report any lost or drifting containers without delay to nearby vessels, the nearest coastal State, and the flag State. Reports should include the vessel’s identity, position, time, and details such as the number of containers lost, their description, and whether dangerous goods are involved. If initial information is incomplete, follow-up reports are expected once details are verified. Flag States will forward all reports to the IMO’s GISIS database, creating a global repository of container loss data.
Consistent reporting will build a global picture of when, where, and why containers are lost. Over time, this enables
For underwriters, charterers, and cargo interests, transparency helps distinguish the truly unavoidable from the operationally preventable. For regulators, it shifts the debate from opinion to evidence.
Implementation will not be trivial. Losses often occur in heavy weather when bridge teams are already stretched, so expecting perfect accuracy in the first minutes is unrealistic. Training and clear delegation are essential, as is avoiding duplication across SOLAS, MARPOL, coastal portals, company systems, and insurer notifications. Owners should aim for one data capture with multiple outputs, supported by templates in the Safety Management System and simple workflows that crews can use under pressure. Data quality matters too: structured fields, consistent positions and times, clear flags for dangerous goods, and timely follow-ups when facts change.
The reputational upside should not be underestimated. Transparent reporting demonstrates accountability and shows a sector willing to confront its externalities. It gives coastal communities a reason to believe shipping takes ocean stewardship seriously. For listed carriers and financiers, the new regime strengthens ESG disclosures with real operational data rather than marketing language.
Mandatory reporting is not about ticking boxes or cataloguing losses. It is about creating visibility that drives prevention. The smartest operators will treat 2026 as a launchpad—updating Safety Management Systems, training bridge teams for real-world scenarios, and investing in digital tools that make reporting seamless. Most importantly, they will use the data to learn, not to blame. Because the ultimate goal isn’t paperwork, it’s fewer losses, safer seas, and a shipping industry that earns trust through transparency.
“Turning data into insight is where real progress happens. Mandatory reporting is the first step but understanding why losses occur and how to prevent them is critical. At BMT, our experience in investigating container loss incidents and analysing root causes helps operators move beyond compliance toward prevention, transforming lessons learned into safer voyages and stronger supply chains.” Paddy Rynders, BMT.
Written by Paddy Rynders – Marine Director at BMT, specialists in incident investigations.
Paddy M. Rynders, a Marine Director and Senior Marine Consultant at BMT, boasts over 40 years of expertise in the maritime industry, including significant seafaring experience up to Chief Officer on various vessels. Since becoming a marine cargo surveyor in 1999 and joining BMT in 2006, he has expertly handled a myriad of P&I matters and cargo-related claims, earning a reputation as a proficient fire investigator. Paddy's notable cases include high-profile investigations into the EVER GIVEN and ONE APUS incidents. Fluent in several languages and a member of esteemed organisations such as the Dutch Association of Registered Surveyors and the International Association of Arson Investigators, Paddy leverages his comprehensive skills and Bachelor’s degree in Nautical Studies from the Maritime Institute “De Ruyter” to make substantial contributions to the maritime sector.
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