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IN a market where free trade is under threat and geopolitical tensions are escalating, decisions get deferred, investment gets scaled back and doing nothing starts being passed off as pragmatic stewardship. There's no value in making long-term decisions right now. Or is there? For this week's podcast we want you to put your cynicism on hold and let our editor-in-chief Richard Meade pitch you the optimist's view. While other industries' green zeal has withered, shipping has found itself in the unexpected, and slightly uncomfortable position of being a climate leader, rather than a laggard. Even with some of the key details (reward factors, green classifications) still far off, there is an optimist case to assert that shipping actually now has a clear direction of travel when it comes to decarbonisation investment. If the IMO's target of a 65% cut in fuel GHG intensity by 2040 is to be achieved, a fuel revolution is the only option. The rules don't yet tell us how to do that. But cutting carbon intensity by that much is only really possible with a few ways, which brings us to synthetic, green e-fuels. A longer, slower transition leaves time to solve practical problems, and to explore technologies like nuclear. Shipowners have time to work out with some degree of confidence how far they can move ahead with what they have now. They know LNG-fuelled vessels look good in the early years, but ammonia-fuelled orders look better beyond 2028. They know they'll have to wait longer for that fuel, since MEPC83 did a poor job of incentivising its production. But that's where the optimism and faith in a long horizon comes in. The necessary greenwashing backlash injected some realism into shipping's sustainability debate and MEPC83 offered the beginnings of some tangible certainties, with the promise of more to come. There is much yet to be clarified, but the case for optimism is worth listening to – and that's what we are offering this week with the resolutely rosey thinkers at the Global Maritime Forum. On this week's edition of the Lloyd's List Podcast you will hear: • Johannah Christensen, CEO, Global Maritime Forum • Jesse Fahnestock, Director of Decarbonisation, Global Maritime Forum • Stephen Fewster, Treasurer, Poseidon Principles and Global Lead Shipping Finance at ING Bank

This episode of the Lloyd's List Podcast was brought to you by Wirana - visit www.wirana.com/ for more information GREEN ship finance arrived a few years ago to much fanfare and hope. But times have changed. Lenders face many of the same hurdles as the rest of shipping: Uncertain regulation and technology, plus a lack of clear standards for what is and isn't green. But they also have another challenge. Cashed-up shipowners are sitting on piles of pandemic profits and paying back their loans. This means even holding on to a shipping portfolio is a challenge. Fierce competition among lenders has thinned margins, making it harder to offer borrowers much of a discount for greener goals. President Trump is back in; ESG investing is out. Or is it? Joining Declan on the podcast this week are: Jan-Henrik Huebner, global head of shipping advisory practice, DNV Maritime Tobias Backer, executive director, Pelagic Capital

This episode of the Lloyd's List Podcast was brought to you by Veson. Visit veson.com/decision-advantage for more information. Ten years or so ago, when the University of Plymouth ran their first cybersecurity symposium, the number attendees barely made double figures. This week, held in the main hall of the International Maritime Organization on London's Albert Embankment, the same event attracted more than 300, from shipping companies in almost every sector. Clearly, the topic has gained attention and traction, partly down to the repeated warnings of horror stories the industry continues to receive, right the way up to hackers being able to remotely control very large crude carriers. There have been several high-profile cyber incidents in shipping since the devastating NotPetya attack which cost Maersk more than $250m in 2017. The Port of Seattle, the Port of Lisbon and class society DNV can all count themselves of cyber attacks in the last two years. But the apocalyptic vision that has been painted for the industry time and time again hasn't materialised yet. So, how worried should we really be about cybersecurity in shipping? Joining Joshua on the podcast this week are: Kevin Jones, professor of computer science and director of the Maritime Cyber Threats Research Group, University of Plymouth Daniel Ng, chief executive of Cyberowl Svante Einarsson, head of cybersecurity maritime for EMEA and APAC, DNV Knut Ørbeck-Nilssen, maritime chief executive, DNV

This episode of the Lloyd's List Podcast was brought to you by Veson. Visit https://veson.com/decision-advantage for more information. Some shipowners warn that crew supply is only set to get worse due to a lack of young people wanting a career at sea. Others are concerned about the need to upskill existing crews to handle increasing digitalisation and multiple fuel types. This comes during a period of growth in the merchant vessel fleet due to a new shipbuilding cycle and limited vessel recycling. Most industry insiders agree that the talent shortage is already becoming a serious problem for the industry. Meanwhile, the switch to recruiting shipboard personnel chiefly from the Indian sub-continent and East Asia since the 1980s means there are fewer people able to fill numerous western shore-based roles requiring previous seafaring experience. As competition for crew has increased, more shipowners are taking action to increase the attractiveness of a seafaring career. These include improved crew accommodation, better internet connectivity and more flexible, or shorter working contracts. All of these can be effective ways to reduce attrition. So what more needs to be done to ensure a continued supply of skilled seafarers and attract young people to the industry to operate the global vessel fleet? Joining Rob Wilmington on this week's episode are: Julia Anastasiou, chief crew management officer at OSM Thome Raal Harris, chief creative officer, Ocean Technologies

THERE is a hint of clickbait about this week's title – we at Lloyd's List are of course very passionate about diversity in shipping. But as the Women's International Shipping & Trading Association celebrates its 50th birthday at its annual meeting in Cyprus – the question of why shipping still hasn't achieved gender parity loomed large. Female representation in board rooms is a societal problem, but shipping is lagging behind even those modest numbers. The statistics are damning, wherever you get them from, but the accepted number is 15% of women occupy executive leadership roles and just 2% of seafarers are female. This episode is not to preach about the importance of diversity. Frankly that isn't up for debate anymore. Instead, it will ask why our sector is so far behind others in this matter and identify some actual, tangible tasks that we can all do to make a difference today. Progress has undoubtedly been made, but it is slow and the going heavy. The exhaustion and frustration could be heard in many of the women's voices at the conference, even if their words reflected continued optimism. So why is shipping failing, and what actions can be taken now to right course. Speaking on this week's edition: WISTA International President Elpi Petraki IMO Secretary General Arsenio Dominguez International Chamber of Shipping Secretary General Guy Platten

This episode of the Lloyd's List Podcast was brought to you by Veson. Visit https://veson.com/decision-advantage/ for more information. There is a very detailed series of policy discussions happening right now inside the walls of the International Maritime Organization. The question of whether the IMO can stick to its timetable and agree the basic architecture of shipping's energy transition via a fuel standard and some kind of levy is of course important. It's important in terms of demand signals to fuels producers, regulatory certainty for an industry in limbo, but it's also going to determine whether we continue to have global regulation for shipping. If what the IMO agrees is not ambitious enough, shipping still faces the likely proliferation of national and regional bloc legislations to come. But what gets agreed inside the Marine Environment Protection Committee, is not the final step of shipping's decarbonisation journey. It's not even the starter. There's a long list of practical and political factors for shipping to consider beyond an IMO discussion, and the industry needs to be preparing itself for a gruelling series of changes over several years. The bigger picture is that shipping is still not yet fully on the radar of the wider energy transition discussions like the Global African Hydrogen Summit that took place in Namibia last month. There are still a lot of dots to be joined between government, ports, fuel suppliers and shipping as one of many industries in the queue for green fuels. The industry is entering a phase that requires different approaches to its understanding of fuels supply and procurement and the coming regulation. The cliché “it's a marathon not a sprint” is overused. But shipping is facing a decarbonisation ultra-marathon, and it needs to start training now.

This episode of the Lloyd's List podcast is brought to you by Lloyd's Register — visit www.lr.org/en for more information Law and insurance editor David Osler assembles a star-studded line-up at the International Union of Marine Insurance annual conference in Berlin to assess the strength of the market in 2024

This episode of the Lloyd's List podcast was brought to you by Lloyd's Register — visit www.lr.org/en for more information THE multi-fuel future of shipping is looking more limited than it was a year ago. We know what the three major molecules are – methane, methanol and ammonia. But this isn't a question of picking a fuel and supporting it as if it were a sports team to be followed blindly. Shipowners are largely agnostic and very pragmatic when it comes to options of the table. This is not just about the fuel ,or the availability of technology and engines, or the regulation, or the carbon pricing, or the offtake agreements and demand signals, or the fact that shipping is in a long queue of other sectors competing for the same supply of molecules – it's about all of these competing dynamics and the fact that owners have to balance decisions that need to be taken now against the uncertain outcome of all of these factors. And in the midst of all that uncertainty the pragmatic view of the immediate choices available to shipping appears to be coalescing around LNG. Now that's still a controversial view in some quarters –methane slip, a greenhouse gas 82 times more potent than carbon dioxide – remains a cause for concern. But LNG is a fuel in transition, rather than a transitional fuel, runs the argument. When you consider bio-LNG and synthetic LNG, and the ability to combine LNG with carbon capture there is a compelling case for the industry to now converge on LNG as the most pragmatic available pathway right now. Joining Richard on the podcast this week: Melissa Williams, president of Shell Marine Bud Darr, executive vice president of maritime policy and government affairs at Mediterranean Shipping Company Stelios Troulis, Angelicoussis Group energy transition and sustainability director

This episode of the Lloyd's List podcast was brought to you by Lloyd's Register - visit www.lr.org/en/ for more information. Should you wish to list all of the various risks, road blocks, unresolved problems and known challenges ahead for the shipping industry you will need a long piece of paper and ideally some medical assistance on standby. This is not a task for the faint of heart or those of a nervous disposition. You might start with some of the old favourites - supply chain instability, barriers to trade and administrative burdens on an industry ill-equipped to deal with them are all still bubbling away raising the sector's blood pressure. Cyber risk, protectionism, the rise of the dark fleet, seafarer training and recruitment, autonomy…. the list just goes on and on. But, given the geopolitical upheaval that now threatens to blow up, on a daily basis, the risk hotlist is looking spicier than usual this year. How do we deal with this growing ‘to do' list from hell? How is it possible for such a fragmented industry do tackle decarbonisation and digitalisation amid a fracturing geopolitical framework, on top of the business-as-usual risk list that threatens to scupper the best laid plans of those who carry global trade on a daily basis? Shipping's post-Covid, post-Ever Given public profile has never been greater, but more importantly, the industry's political capital is at an all-time high. This week, Lloyd's List editor-in-chief Richard Meade talks to the European Community Shipowners' Association, the Singapore Shipowners' Association and international Chamber of Shipping about what's on their agenda and where they see the greatest challenges, and solutions for shipping. Joining Richard are: Guy Platten, secretary general, International Chamber of Shipping Caroline Yang, president, Singapore Shipowners' Association Sotiris Raptis, secretary general, European Community Shipowners' Association

In China, shipyards that were distressed assets just years ago are now highly sought after. And if you happened to buy into some back then, congratulations; you likely stand to make a windfall profit. Shanghai-headquartered DCL Investments made one such shrewd play more than two years ago. It invested in restructuring bankrupt Yangzhou Guoyu Shipbuilding at bargain prices, becoming the yard's controlling shareholder in July 2024. Now this facility, with over 300 acres of land, 2 km of Yangtze river frontage, and four slipways able to produce up to 18 merchant ships annually, is generating positive cashflow by leasing to other shipbuilders. It could also bring DCL Investments a hefty return if snapped up by the next buyer. Behind this story is the unfolding of the latest shipbuilding cycle: orderbooks swell, ship prices surge, yards' profits rebound, and capacity expands. But spectres of the past haunt: will rampant overordering end in yet another devastating crash? Those who lived through the order bubble prior to the 2008 financial crisis can't help but worry about history repeating itself. Sanguine voices, however, counter history won't simply repeat. This cycle still has room to run, optimists say, fuelled by fleet renewal demand amid massive levels of aging tonnage and tightening emissions rules absent in the frenzied 2000s. Meanwhile, the industry outlook is intertwined with various uncertainties. Can vessel earnings justify the rising ship prices? Can shipyards resolve labour shortages? Is the International Maritime Organization able to accomplish its green ambitions? And, will excess capacity expansion re-emerge in China, the world's largest shipbuilding nation and, disrupt markets? Discussing shipbuilding prospects on the podcast this week: Wang Linyu, managing director of DCL Investments John Cotzias, founder of Xclusiv Dimitris Roumeliotis, research analyst of Xclusiv Rob Willmington, markets editor of Lloyd's List

What do I build? Where do I build it? How much does it cost? And when can I get it? That's the checklist of shipowner's questions right now as they consider newbuildings. If you asked a shipowner what they would be looking for a decade ago the answer to those questions would be pretty standard. If money was no object they would plump for the quality of Japanese yards, they would know exactly which engine was the most efficient for their requirements and the list optional specifications would largely be a question of cost and strategy. As we have reported in previous editions of the podcast, the shipping industry's decarbonisation strategy is largely built on a fuel mix for which availability is low, energy density is low, capital requirements are high, prices are at record levels, consumer signals are weak, and the ownership structure is fragmented with no clear market leader to drive the new market offering. And yet orders have to be placed – regardless of the regulatory uncertainty, lack of supply, scalability of availability of technology or fuels, the fleet news renewing. Decisions have to be taken and inevitably the interplay between flexibility, efficiency, and yes cost, make for a complex process, that more often then not ends up looking like a series of bets more than a strategy. So this week I want to explore how the industry is thinking about these decisions. What's the best ship you could theoretically build today? If money were no object and you could get on a plane and find yourself in a shipyard office withal the available specs in front of you – what do you go for? Joining Richard on the podcast this week are: Claire Wright, head of Hanwha Ocean Europe Nikos Tsatsaros, construction director at Lloyd's Register

THE headline takeaway from the 2024 edition of the top 100 container port was a second successive year of muted volume growth during 2023 for the biggest container ports. The total tally of just over 690m teu handled by the top 100 ports represented a 0.8% rise on the previous year, continuing the trend of the ‘tepid 20s' post-Covid with volume growth only marginal. Lloyd's List deputy editor Linton Nightingale spoke to Drewry senior ports and terminals analyst Eleanor Hadland to look back on how the container port sector fared last year and how it has kicked off 2024. They discussed the factors that could upset the applecart, disrupt the sector and pose a problem for volume trajectory, including potential dock strikes and the result of the upcoming US presidential election…

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Strict but fair. That's the description of the Australian Maritime Safety Authority from retiring chief executive Mick Kinley. Some of the world's biggest shipping companies have been named and shamed by the regulator in recent years and their vessels banned from entering ports over sub-standard conditions or not paying crew. Speaking with characteristic Australian candour and colour, Kinley reflects on the progress made by the regulator he has led for the past 10 years and offers some advice to the International Maritime Organization where he has been a key figure for some time. As Kinley sails off over the horizon after 30 years with AMSA, Lloyd's List sits down with him to talk about his role, changes in the Australian maritime industry over the past three decades and some of the global achievements the authority has had as it seeks to protect seafarers and maintain standards in shipping.

The Guardian's John Harris gives his review of the best books, music and TV from 2024 so far. Help support our independent journalism at theguardian.com/politicspod

Concerns around security and geopolitics intensified at the end of last year as the Houthis began targeting vessels in the Red Sea and Gulf of Aden under the cover of a show of support for Hamas. Adding to the deteriorating situation was the resurgence in Somali piracy as some actors sought to take advantage of the chaos. Since November we've seen nearly 90 incidents related to the Red Sea crisis and multiple piracy incidents including hijackings in the Somali basin, and an uptick in events that could potentially become piracy attacks. This is all happening with various naval operations working around the clock to defend merchant shipping and uphold the freedom of navigation. Significant resources have been deployed in response to the Houthi attacks in the Red Sea, yet, transits through the Bab el Mandeb are consistently down 60% on normal volumes and ships are repeatedly coming under fire. But it's not just physical protection. For shipping to be able to conduct threat and risks assessments and make security related decisions they need accurate information and insight. So this week on the Lloyd's List podcast we ask: can navies protect shipping? Joining Lloyd's List maritime risk analyst are: Commander Knut Evensen, Royal Norwegian Navy Mike Plunkett, senior naval platforms analyst, Janes Antonio Martorell Dominguez, Spanish Navy

In a market where unpredictability has become predictably common, the whole concept of accurate earnings guidance from the lines fell overboard several quarterly reports ago. Forecasts are couched in ever more provisional language as volatility and black swans continue to demand near constant expectation management amid yo-yoing sentiment. While US retailers were baulking at the return of $10,000 container shipping rates for a forty foot box from Shanghai to New York a few weeks back, the lines were more concerned about the looming long winter to follow the unexpectedly early peak season. But port congestion is easing and there's been a rates correction, so does that mean the market is heading for some semblance of balance? Any feelings of relief may be short-lived as more and more economies get embroiled in a trade war and tariffs become a hot-button issue in the upcoming US election. There's the Red Sea to consider, the looming union contract negotiations in the US, the Panama canal, potentially more reshuffling in the alliances… the list goes on. So what happens next? Featured on this week's edition of the podcast: Sanne Manders, president of Flexport Chantal McRoberts, director of Drewry's supply chain advisory team Tan Hua Joo, co-founder of Linerlytica

THE prospect of a dominant Trump presidency is significantly more like than it was only a week ago. But what does that mean for shipping? Will the anticipated “Trump trade” really result in more inflation, higher interest rates and sweeping tariffs? Will the inevitable bonfire of Biden's environmental rules put the brakes on shipping's already hesitant energy transition? And what about the all important trading relationships with the EU and China? Are we entering an accelerated period of protectionism? Political risk is difficult for markets to price and if this week has taught us anything it is that there are few certainties when it comes to US politics generally right now and Donald trump specifically. But with Trump 2.0 now looking increasingly like the base-case scenario for business to plan for we taking a deep dive on the podcast this week into what a second term of Trump would look like for the maritime markets. Our senior US reporter Greg Miller takes the podcast reigns this week and talks to Jason Miller, a freight economist and professor of supply chain management at Michigan State University.

The explosion of sanctions have demanded a compliance sea change from the marine insurance sector. But despite the rapid pace of investment to keep up, P&I Clubs have found themselves struggling to enforce an increasingly unenforceable regime. The flawed nature of the oil price cap regime is hardly news. But while the rest of the industry get to criticise from the sidelines it is the P&I Clubs who have been left to walk a precarious regulatory tightrope. The clubs have been politely telling government and industry for some time now that it is not for them to determine what should or should not be considered a lawful trade. And yet government and industry are increasingly looking to them for answers and enforcement they cannot provide. This is not just a problem for the P&I Clubs to deal with alone. The main catalyst for the growth of the dark fleet is not so much ships removed from International Group Clubs then moving to less reputable insurers, though clearly that does happen. Rather it is because of the oil price cap regime that new operators are specifically establishing themselves with a corporate structure which does not rely on G7 Coalition service providers at all and thus puts them, perfectly legitimately, beyond the scope of the oil price cap sanctions. That also typically means the use of low-quality flags and class plus insurance that is probably illusory in the event of an incident. Discussing the unintended consequences of sanctions on the podcast this week: Tony Paulson, head of Asia & corporate director at the West of England P&I Club Daniel Tadros, chief operating officer at the American Club Capt. Rahul Khanna, global head marine risk consulting, Allianz

To celebrate hitting 2,000 subscribers we present our longest ever marathon podcast - The Traitor Legions Tier List. In this episode, Johnny and Alex sit down to discuss and rank each legions Lore and also their Legions Imperialis rule sets! Additional podcast content - "The Noosphere" is available now through our Patreon located here: http://www.patreon.com/maximalfire Please consider supporting the cast through our Patreon including access to a Private Discord Channel and 10% off Battle Bling products! - Patreon: http://www.patreon.com/maximalfire Get your Maximal Fire Merch from Redbubble! https://www.redbubble.com/people/Maximalfire/shop?asc=u http://maximalfire.com Discord: https://discord.gg/5ruErzhsHa Facebook: www.facebook.com/maximalfire Instagram: @maximal.fire Sponsored by Entoyment, Battle Bling, Grim Dark terrain and Troublemaker Games! Battle Bling Affiliate Link: https://battleblingstore.co.uk/?ref=gadzxp8q Troublemaker Games: https://www.troublemakergames.co.uk GrimDark Terrain: https://grimdarkterrain.com Entoyment: https://entoyment.co.uk 00:00:00 Intro 00:08:12 Emperors Children 00:29:52 Iron Warriors 00:48:21 Night Lords 01:12:07 World Eaters 01:29:16 Death Guard 01:45:02 Sponsor Updates 01:57:25 Thousand Sons 02:22:08 Sons of Horus 02:44:24 Word Bearers 03:05:15 Alpha Legion 03:20:34 Final Thoughts

The threat posed by Houthi missiles and uncrewed surface vessels sits at the lower end of the risk spectrum for shipping. Things could be worse. A lot worse. That was the rather worrying assessment this week from the latest in a series of Geopolitical risk webinars we've been running here at Lloyd's List and for this week's podcast we are bringing you a few highlights from the discussion. The Red and Black Sea risks inevitably came up, but more generally we were looking at the risks that should be higher up the shipping industry's agenda right now. And there are many such threats on the horizon. For all their haphazard half truths and fictional claims, the Houthis have managed to prove how exposed maritime trade is now to even the most basic attacks on choke points. And, for all its lauded adaptability, seaborne trade is highly vulnerable and bad actors do not need a high level of sophistication to cause widespread disruption. They don't even need a huge amount of successful attacks – there mere threat is sufficient in some cases to divert globalisation. Today it's the Bab el Mandeb – tomorrow, what the Taiwan Strait? And what about the less visible threats to shipping security. It's not just Joe Biden who is worried about Chinese spy cranes. China's evolving trading relationships with US and Russia requires a risk assessment certainly, but the increasingly blurred lines between Chinese commercial and state-controlled entities is being flagged as a major concern by companies, particularly in relation to the data access and intelligence gathering abilities it affords the Chinese state. Featured on this week's edition of the podcast: Nissa Felton - Senior Manager, Geoeconomic Influence & Threat Intelligence - Janes Mike Plunkett - Senior Naval Platforms Analyst - Janes Bridget Diakun - Maritime Risk Analyst - Lloyd's List Intelligence Michelle Wiese Bockmann - Principal Analyst - Lloyd's List Intelligence

As unpalatable as it may be to say out loud, global turmoil is pretty good for business. Shipping CEOs are as happy as shipping CEOs generally get to be.[Sidebar#LL1149672] They are after all a pretty philosophical bunch at heart and they understand that all this has been seen before and will be seen again. They know that unexpected good fortune tends to come with a flipside. What comes up must come down, and every action has an equal and opposite reaction — it's just a question of being able to calculate the Newtonian market forces to know when you are about to get clobbered. All of which is by way of context to the conversation at the heart of this week's edition of the podcast with Stena Bulk president and chief executive Erik Hånell. Hånell talks through his view about the immediate market prospects, but the conversation is about how to deal with uncertainty. As a business leader he needs to take strategic decisions now despite not knowing what lies ahead when it comes to fuels, technology or geopolitical risk. That presents a complex series of challenges.

When we talk about green shipping, are we always talking about actions that have a net benefit in terms of reduction of greenhouse gases? Are the commercial choices we make today about reducing absolute emissions, or just the most pragmatic financial options on the table? And are the regulations we are negotiating genuinely addressing the problem of climate change, or just part of a wider exercise in climate finance revenue raising? It's not always a clear cut as we might like. Having agreed the ambitious 2050 net zero targets last year, we are about to ramp up into the difficult detail of how we get there and the details increasingly mater. This week's edition of the podcast argues that we are at an inflection point. The detail of what gets agreed at the International Maritime Organization (IMO) over the next 12 months will come with consequences for shipping, but also the pace of investment into new fuels like green hydrogen. The various combinations of measures proposed at the IMO all entail a degree of revenue generation. The scale of revenues expected is unclear, as is the destination for the revenue. Are we ploughing that money into shipping's decarbonisation efforts - bridging the cost differential to green fuels - or will we see that cash disappear into coffers of the poorest and climate most vulnerable States with little direct impact on shipping's energy transition? Will the IMO agreements help or hinder shipping's chances to get ahead in the queue for green hydrogen. Discussing these question on this week's edition: John Butler, President and CEO of the World Shipping Council Rasmus Bach Nielsen, Trafigura's Global Head of Fuel Decarbonisation Bud Darr, Executive Vice President, Maritime Policy and Government Affairs, MSC Group

There is a growing body of opinion across shipping that is routinely referring to nuclear, alongside carbon capture technology, as the only real options on the table that will allow shipping to fully decarbonise by 2050. Has the previously fringe option of nuclear powered ships now become sufficiently mainstream for the industry to genuinely consider leapfrogging ammonia and hydrogen as a more pragmatic solution? Featuring Myrto Tripathi, chief executive of the NGO Voices of Nuclear Mikal Bøe, chairman and CEO of Core Power Matthieu de Tugny, president, Marine & Offshore, Bureau Veritas

Pragmatism seems to be the new buzzword sweeping through the shipping executive lexicon. What that means though requires a bit of decoding. Those of you who have been schlepping round the conference circuit at Posidonia in Athens this week will have no doubt noticed that it comes up quite a lot when talking about decisions that have not been made. A lot has happened in the past few years, we need to factor in energy security as well as energy transition. The technology is there, the regulation is coming, but realistically the fuel supply is not. We need to focus on efficiency this decade, and, by the way 2050 net zero now seems pretty unlikely now. We need to be pragmatic. Is this outbreak of pragmatism a genuine shift towards a more realistic conversation? Is it a resetting after the greenwashed ambitions that never really had any substance? Or are we starting to feel the ESG backlash playing out and pulling back on the difficult substance of what lies ahead in terms of the energy transition? There has certainly been a shift. Given that this push for pragmatism is coming, not from the environmental laggards, but from many of the most progressive voices who previously argued with conviction for ambition when it came to shipping's energy transition and all that entails, the podcast this week reports from Posidonia. Joining Lloyd's List editor-in-chief Richard Meade around Athens this week to discuss what this all means: Jan Dieleman, President of Cargill Ocean Transportation Knut Ørbeck-Nilssen, CEO of DNV – Maritime Matthieu de Tugny. President, Marine & Offshore, Bureau Veritas. Bud Darr, Executive Vice President, Maritime Policy and Government Affairs, MSC Group Christopher J. Wiernicki, CEO of ABS

Shipowners are not having to woo bankers right now. They don't need to. If anything it's the bankers' turn to buy the drinks at Posidonia this year and start talking up ways to deploy capital, because shipowners are paying down loans while they can and bank loan deal flows have slowed to a trickle. So there is limited appetite right now to engage with green finance which, for now, comes with little incentive beyond its availability in a market awash with options. But that is a situation that is going to change much quicker than many realise and there is a strong argument that the industry should start talking about that shift sooner rather than later. Capital has already started to become more selective around sustainability criteria and that trend is only set to continue in one direction. Ultimately, it is a trend that will change how shipping operates and arguably determine the future direction of the industry. Discussing the implications of green finance in shipping on the podcast this week are: Nina Ahlstrand, global head of sustainable finance DNB Markets Anastassia Tcherneva, head of shipping clients at ABN Amro Bank Alexander Saverys, chief executive of Euronav and CMB Michael Parker, global industry head of shipping & logistics at Citi and chair of the Poseidon Principles

This episode of the Lloyd's List podcast was brought to you by Lloyd's Register — visit www.lr.org/en for more information. THE US refrained from imposing new sanctions on Iran's shipping sector for most of last year and was said to be lax in its enforcement of existing sanctions as it was eyeing a prisoner exchange deal with Tehran that took place over the summer. That appears to have changed after October 7. Iran's backing of regional proxies like Hamas, who perpetrated the October 7 massacre, and the Houthis, who have been terrorising the Red Sea, have led the US government and congress to renew their interest in Iran's oil and shipping sectors. On April 24, US President Joe Biden signed into law a national security spending package that included substantial changes to the administration's authorities to impose sanctions and to investigate violations. One of the big-ticket items for shipping is the Stop Harbouring Iranian Petroleum Act, AKA the Ship Act, which instructs the president to impose sanctions on foreign ports, refineries, vessels and shipping companies that knowingly process or carry Iranian oil and products, expanding sanctions risk for maritime supply chain actors. The broader legislation also included provision expanding sanctions threat to Chinese financial institutions that process “significant financial transactions” involving Iranian oil or drones, and extended the statute of limitations for sanctions of violations from five to 10 years. However, whether these any measures will have an impact will hinge to a large extent — surprise — on enforcement. In this week's podcast, our guests Brian Maloney, partner in Seward & Kissel's litigation and investigation group, and Claire Jungman, chief of staff at advocacy group United Against Nuclear Iran, will walk through the nuances of the new bill, how it fits in with the existing alphabet soup of US sanctions authorities, and how it could impact maritime supply chains, especially in China, to where most of Iran's oil is exported.

“You have to be a cold bitch or an easy lay”. Those words of advice were given nearly 50 years ago by the boss of a London-based shipping company to a young woman starting out her maritime career. That young woman went on to become one of the three founders of Women's International Shipping and Trading Association, known as Wista. The story was recounted at a Wista event in London back in 2019 to celebrate the progress made across the industry in diversity and inclusion. Since then, May 18 has been assigned as the International Day for Women in Maritime by the International Maritime Organisation. Women represent a large pool of talent that's been overlooked, according to Karine Langlois from the IMO. “Even just with my own observation, being at IMO for well over a decade now, the parity in the delegations that come to the IMO meetings have far more women in them,” she said. “We used sometimes to see and even for more technical meetings, we used to see men-only delegations, and now you see sometimes even entire delegations represented by women, so that is definitely a positive change even for us here at the IMO.” Anna Robinson, partner at London law firm Watson Farley & Williams said women are well represented in maritime law, and diversity differs when comparing offshore and onshore roles. “When you look at the targets, which the International Chamber of Shipping advocates, they're very conservative, which I think highlights the scale of the problem,” she said. “In three years, they're looking at 12%, in 20 years, we're still only looking at 25% (of the workforce). “I think it's right that they are realistic targets. And I think it's right to recognise there is no silver bullet. This is a long term issue. But the important point is that it needs to stay on the agenda for change. It can't just be a fashionable topic, across three or five years, we've got to keep the conversation going, which is why it's brilliant that we're having this discussion today.”

BATTING centres are an iconic part of Japan's baseball-loving culture and found everywhere in the country as entertainment facilities. For Takaya Soga, the president and chief executive of NYK Line, the past year has felt like being in one of these venues every day, tirelessly swinging at an endless stream of baseballs coming his way. Like most top decision-makers in our industry today, he feels his energy is being consumed by dealing with a constant stream of emergencies, with the rest spent puzzling out an increasingly elusive future. And one of the key questions the shipping veteran faces: is his company, which aims to become a frontrunner in the green transition, betting too much on that path amid all the uncertainties surrounding decarbonisation?

Geopolitical disruptions, wars, sanctions, OPEC+ production cuts and even the weather have all added tonne-mile demand at a point when fleet growth is at a record low. We are living through something of a golden age of tankers right now and certainly nobody is expecting anything particularly untoward to hit the positive sentiment until at least 2026. Beyond that though things get interesting and what's happening now in terms of tanker orders flooding in will ultimate determine whether 2027 is a downward swing or a crash. Because, while things are admittedly looking pretty rosy right now for the energy shipping markets, the risks are far from removed. If the fleet supply inefficiencies caused by the redirection of Russian oil exports away from Europe, primarily east of Suez, were to suddenly evaporate we would be looking at a very different picture. The wider market remains delicately poised with positive and negative drivers so far largely offsetting one another And let's not forget OPEC. The cartel has installed production cuts since November 2022 to artificially buoy oil prices. Analysts estimate Opec+ has about 6mn b/d of spare capacity it can unleash on to global markets to lower prices if they spike into the triple digits to prevent demand destruction. To guide you through the current state of affairs in the tanker sector Andrew Wilson, Head of Research and Consultancy Services at BRS shipbrokers talks to Lloyd's List editor-in-chief Richard Meade.

The Container lines have begun reporting their first-quarter results, and there are strong improvements on the previous quarter. But that ground has been gained on the back of disruptions to sailings through the Red Sea, which has soaked up capacity and forced rates up, improving earnings but increasing costs for shipping lines. For now, that looks set to continue but with a glut of new capacity still coming out of the yards, concerns remain that even rerouting won't absorb it all. The Red Sea rerouting has favoured the bold in the sense that those playing the spot market have reaped the full scale benefits on offer. Spot market rates jumped by 200% in the first quarter, but the longer term contracts are not reflecting the “crazy” market. Right now though, everyone is preparing themselves for the high season and the big question is what the third quarter will bring. We have seen a record high filling factor, so if the fleet is really that fully utilised, how many more ships do we need? Will we see a continued drop in spot rates not reflected in long terms and how will the power dynamics of the market play out over the coming weeks and months? To guide you through the current state of affairs in the market and the outlook for the quarters ahead, Lloyd's List's containers editor James Baker leads this edition of the outlook podcast series, joined by Xeneta chief analyst Peter Sand

The dry cargo market had a strong start to the year as more bulk carriers rerouted away from the Suez Canal, port congestion in China increased and higher than expected Brazilian iron ore exports all pushed up tonne-mile demand. And of course the lowest level of bulk carrier fleet growth for almost a decade has also been a pretty significant contributing factor in tightening vessel supply, all of which is making for an interesting market right now for those in the dry bulk space. In this edition of our mini-series of market outlook podcasts, Lloyd's List's market's editor Rob Willmington talks to Bimco's chief shipping analyst Niels Rasmussen about the dry cargo market prospects for the rest of the year and beyond.

On hour one of Sunday Bet Prep, Dave Ross & Will Hill recap today's early NBA Playoff game 1 slate. They analyze the Chargers ahead of the NFL Draft. A. Sherrod Blakely, NBA Writer for Bleacher Report and Cohost of the A-List Podcast joins the show to preview tomorrow's NBA Playoff Game 1 slate. See omnystudio.com/listener for privacy information.

In this pivotal year of global elections where the power blocs are squaring up to each other over trade, macroeconomic circumstance has thrust shipping into the limelight. Shipping has a window of opportunity to insert itself at the heart of the big political discussions by reminding politicians of the central role that national fleets and maritime sectors play in keeping economies and trade afloat. From supply chain vulnerabilities to energy security, government and the general public at large have never been more aware of the intrinsic role that shipping plays in its daily lives. Trade is still coupled with economic growth in Europe and the influence of European shipping on the supply chain needs to be taken into account. There is an opportunity to position shipping more centrally in whatever flavour of European politics emerges triumphant this summer. But is this industry ready and prepared to capitalise on its visibility by having a grown-up conversation with policymakers and regulators? The jury is out. Joining Lloyd's List editor-in-chief this week to discuss whether we are having the right conversations in European shipping are: • Magda Kopczyńska the director general for the European Commission's DG Move – the directorate of Mobility and Transport • Sotiris Raptis, secretary general of the European Community Shipowners' association

Shipping is getting increasingly more complex and more expensive. On balance, that could be a good thing in that it forces the hand of an industry that has been too cheap for too long and the direction of regulatory travel now at least favours the progressives over the laggards. But we don't know the detail. We don't know what fuel availability or costs looks like. We don't know the detail of what market based mechanism or fuel standard will emerge – or even if it will. We don't know when ships ordered today are realistically going to be filling their duel-fuelled tanks with which fuels at what price. And that makes decisions today about newbuildings difficult. Difficult, but not impossible. It is possible to make the least worst decisions and factor in sufficient flexibility to be reasonably sure that the order you place today is not going to be a stranded asset in the next decade. And yet large swathes of the industry seem to be using the energy transition as an excuse for inaction. So this week's edition of the podcast offers all the hesitant fence sitters out there a much needed dose of persuasive expertise advocating for fully risk-assessed progressive change. James Frew is a Business Consultancy Director at Lloyd's Register who has spent a lot of time advising clients on how to make the decision that comes with least regrets when it comes to newbuilding and optimisation. In this week's edition Frew sits down with Lloyd's List editor Richard Meade to discuss: • How newbuilding and retrofit decisions can be optimised with sufficient flexibility to sail through regulatory and fuel uncertainties while avoiding the risk of stranded assets • Why increasing complexities around fuel procurement will not favour the smaller tramp owners • Why e-fuels are an inevitable part of shipping's transition and many ships will have to factor in multiple fuel choices over the coming years

LAST July Ukraine's deep sea maritime trade dried up with the collapse of the Black Sea Initiative. Within days Ukraine put forward a proposal to the UN detailing a route that would see ships sailing through Romanian waters to reach the greater Odesa ports. In August Ukraine announced the opening of a “humanitarian” corridor, pitching the route as a way to evacuate stranded ships. The initial departures were indeed stuck ships, but in September the first vessels started to arrive from foreign markets and this so-called “new” Black Sea corridor was officially open for business. Since then over 1000 ships have exported nearly 30m tonnes from Ukraine, helping to fuel the country's wartime economy and getting large quantities of desperately needed grain back on the market. In February NATO Secretary General Jens Stoltenberg attributed the opening of the corridor to Ukraine's armed forces who have been remarkably successful at pushing Russia's Black Sea fleet further away from its coasts. “Few believed this was possible just a few months ago”, he said. “But now actually, the export of grain from Ukraine takes place even without an agreement with Russia. So this shows the skills and the competence of the Ukrainian Armed Forces.” Ukraine's president Volodymyr Zelenskiy has reinforced the importance of the country's military in the functioning of the corridor and has warned that Ukraine will struggle to defend the route without additional military aid from the US. While the US announced an additional package for Ukraine worth up to $300m earlier this week, the Department of Defense's supplemental request which includes roughly $60 billion in military aid is still yet to be passed by congress. Talking on the podcast this week: I.R. Consilium CEO, Ian Ralby Head of sanctions advisory at Lloyd's of London, Chris Po-Ba Bosphorus Observer's geopolitical analyst, Yörük Işik Senior associate at Black Sea Associates, Callum Thomson

TUESDAY this week marked P&I renewal day. That's the name given to the annual hard deadline for the 90% of the world fleet by tonnage entered with International Group P&I clubs to renew their liability insurance for the following year. Historically, the date was considered the first on which Baltic ports were sufficiently ice free to be navigable. That looks rather quaint in these days of global warning. But 20 February is now hallowed by tradition, and doing things on 1 January like everybody else would just be boring. So this week, as is now tradition, we are dedicating the podcast to examining the fallout from the annual P&I renewals. In 2024, things have been rather quiet by previous standards, as it goes. No major fleets are thought to have changed hands in search of better insurance deals. The number of owners opting to do so has been in decline for some time. Clubs actively disincentivise such behaviour with a mechanism known as release calls. In plain English, that's a penalty imposed for switching. Premium increases were modest. Clubs were officially looking for general or target increases in the 5% to 7.5% range. But those headline rate hikes should be seen as opening bids in negotiations with brokers. In practice, most deals were settled at about two-thirds of that. We recorded this podcast on the afternoon of Thursday 22nd February, by which point several clubs had made preliminary announcements about how well they have done. Five said that had gained tonnage. To name check them, they were Gard, NorthStandard, Skuld, West of England and Steamship Mutual. As subscribers know, Lloyd's List offers readers easily the best marine insurance coverage available anywhere, and naturally we asked insurance editor David Osler to round up a cross-selection of the P&I people to discuss the latest developments. Speaking on this year's P&I round up: Alex Vullo, to divisional director of Gallagher's P&I practice Anna Vourgos, a director of Cyprus-based Aphentrica, William Beveridge, chief underwriting officer of the UK Club.

Mike Hollis is an American former professional football player who was a placekicker in the National Football League (NFL) from 1994 to 2003. He led the NFL in scoring (1997 season) and becoming the most accurate kicker in NFL history during that time. He spent most of his nine-year NFL career with the Jacksonville Jaguars, kicking for the team from 1995–2001 and setting several team records. He then played for the Buffalo Bills and New York Giants before initially retiring after an injury in 2003. He signed with the Jacksonville Sharks (Arena Football) in 2022 after almost 20 years of retirement.Mike joins the podcast for this episode to talk about his path to the NFL, overcoming and playing with chronic back problems, and his transition into life after football. The Injured List Podcast:>> YouTube Channel

THE shipping industry has a problem that it doesn't like to talk about. A dark secret. Safety standards, by and large, have been steadily improving over recent decades. Ship casualties and incidents reached an all-time low, in spite of a global pandemic and a steady tightening of regulatory standards have raised the bar across the board. But there is a significant and growing fleet of ships to which none of this applies. An unprecedented deluge of sanctions has divided the industry between those operating within the established rules-based order of safety conventions, class, insurance and international oversight, versus a worryingly large section of the fleet that has disappeared off the radar. The serious and significant safety threat that the dark fleet poses has been well documented, not least by Lloyd's List. But the ships themselves are only part of the problem. There is a whole infrastructure that is supporting this return to opacity at the bottom of the industry. This is not simply another sanctions story. Fraudulently flagged ships are hopping effortlessly between registries unable or unwilling to tackle their lawless flouting of the established rules-based order. These are vessels that in some cases make the Dark Fleet look like law abiding citizens by comparison - often with no flag, no insurance and an impenetrable nexus of state-sponsored opacity readily supporting their illicit movements behind the scenes. These ships do not operate in isolation – they only exist and are able to trade because they are able to operate with a combination of direct support and tacit complicity from companies, institutions and governments willing to turn a blind eye. The support networks are complex and opaque, but at the top of it all there are governments failing to provide meaningful oversight of ships flying their flag. And that's where the podcast this focussed its attention. The Safety standards at the top of the industry have largely improved, but the worst bits of shipping are getting worse, and that is a serious problem for everyone. Talking on the podcast this week: • RightShip chief executive chief executive, Steen Brodsgaard Lund • International Chamber of Shipping secretary general, Guy Platten

Editor's Note: The Terminal List TV series starring Chris Pratt debuted on Amazon Prime Video last July. In honor of its one-year anniversary, we are releasing each episode of the Terminal List Podcast, an exclusive series in which Jack, series showrunner David DiGilio and series producer, actor, and technical advisor, former Navy SEAL Jared Shaw, break down every episode of the show. Enjoy! On today's episode of The Terminal List Podcast, Jack Carr, Jared Shaw and David DiGilio break down Transience, episode 6 of the Prime Video series. Transience is one of the most action-heavy episodes in the series. The guys discuss how “First Blood” influenced the episode, explain some of the featured technology, and a lot more.  The Terminal List Podcast is an exclusive companion show to The Terminal List series. Jack and the team tell behind-the-scenes stories from the set, talk about the filmmaking techniques employed to bring the story to life, and share how they dedicated themselves to authenticity throughout the process.  New episodes of The Terminal List Podcast with Jack Carr, presented by KC Cattle Company, drop each Monday. You can watch all episodes of The Terminal List on Amazon Prime Video now and get the original novel today. You can follow Jack on Instagram @jackcarrusa.   Sponsors: KC Cattle Company: The Terminal List Podcast is presented by KC Cattle Company. You can save 15% on the exclusive Terminal List collection at kccattlecompany.com/jackcarr with code JACKCARR15

Editor's Note: The Terminal List TV series starring Chris Pratt debuted on Amazon Prime Video last July. In honor of its one-year anniversary, we are releasing each episode of the Terminal List Podcast, an exclusive series in which Jack, series showrunner David DiGilio and series producer, actor, and technical advisor, former Navy SEAL Jared Shaw, break down every episode of the show. Enjoy! What does Jack think about the critical reception to the No. 1 series on Amazon Prime Video?   On this episode of The Terminal List Podcast, Jack Carr answers questions from fans about the Prime Video series, and reads and responds to negative reviews the show has received from critics.  You can watch all episodes of The Terminal List on Amazon Prime Video and get the novel today. You can follow Jack on Instagram @jackcarrusa.   Sponsors: KC Cattle Company: The Terminal List Podcast is presented by KC Cattle Company. You can save 15% on the exclusive Terminal List collection at kccattlecompany.com/jackcarr with code JACKCARR15

Editor's Note: The Terminal List TV series starring Chris Pratt debuted on Amazon Prime Video last July. In honor of its one-year anniversary, we are releasing each episode of the Terminal List Podcast, an exclusive series in which Jack, series showrunner David DiGilio and series producer, actor, and technical advisor, former Navy SEAL Jared Shaw, break down every episode of the show. Enjoy! On today's episode of The Terminal List Podcast, Jack Carr, Jared Shaw and David DiGilio break down Reclamation, the finale of the Prime Video series. In the shocking final episode of The Terminal List, James Reece learns just how deep the conspiracy really goes.  The Terminal List Podcast is an exclusive companion show to The Terminal List series. Jack and the team tell behind-the-scenes stories from the set, talk about the filmmaking techniques employed to bring the story to life, and share how they dedicated themselves to authenticity throughout the process.  New episodes of The Terminal List Podcast with Jack Carr, presented by KC Cattle Company, drop each Monday. You can watch all episodes of The Terminal List on Amazon Prime Video now and get the original novel today. You can follow Jack on Instagram @jackcarrusa. Sponsors:  KC Cattle Company: The Terminal List Podcast is presented by KC Cattle Company. You can save 15% on the exclusive Terminal List collection at kccattlecompany.com/jackcarr with code JACKCARR15

Editor's Note: The Terminal List TV series starring Chris Pratt debuted on Amazon Prime Video last July. In honor of its one-year anniversary, we are releasing each episode of the Terminal List Podcast, an exclusive series in which Jack, series showrunner David DiGilio and series producer, actor, and technical advisor, former Navy SEAL Jared Shaw, break down every episode of the show. Enjoy! On this episode of The Terminal List Podcast, the team breaks down Extinction, the penultimate episode of the series.  As James Reece closes in on the final names on his list, he pushes the limits of how far he's willing to go to get justice – and to get answers. The Terminal List Podcast is an exclusive companion show to The Terminal List TV series. In each episode, Jack sits down with series showrunner David DiGilio and series producer, actor, technical advisor, and former Navy SEAL Jared Shaw. Along with some behind-the-scenes stories from the set, audiences also hear about the gear featured in the episode, the filmmaking techniques employed to bring the story to life, and how the team dedicated themselves to authenticity throughout the process.  New episodes of The Terminal List Podcast with Jack Carr, presented by KC Cattle Company, drop each Monday. You can watch all episodes of The Terminal List on Amazon Prime Video and get the novel today. You can follow Jack on Instagram @jackcarrusa. Sponsors:  KC Cattle Company: The Terminal List Podcast is presented by KC Cattle Company. You can save 15% on the exclusive Terminal List collection at kccattlecompany.com/jackcarr with code JACKCARR15

Editor's Note: The Terminal List TV series starring Chris Pratt debuted on Amazon Prime Video last July. In honor of its one-year anniversary, we are releasing each episode of the Terminal List Podcast, an exclusive series in which Jack, series showrunner David DiGilio and series producer, actor, and technical advisor, former Navy SEAL Jared Shaw, break down every episode of the show. Enjoy! It's time for Part 2 of The Terminal List Podcast's Listener Q&A episode. Jack answers questions from fans about the Amazon Prime Video series, and reads and responds to negative reviews the show has received from critics.  You can watch all episodes of The Terminal List on Amazon Prime Video and get the novel today. You can follow Jack on Instagram @jackcarrusa. Sponsors:  KC Cattle Company: The Terminal List Podcast is presented by KC Cattle Company. You can save 15% on the exclusive Terminal List collection at kccattlecompany.com/jackcarr with code JACKCARR15

Editor's Note: The Terminal List TV series starring Chris Pratt debuted on Amazon Prime Video last July. In honor of its one-year anniversary, we are releasing each episode of the Terminal List Podcast, an exclusive series in which Jack, series showrunner David DiGilio and series producer, actor, and technical advisor, former Navy SEAL Jared Shaw, break down every episode of the show. Enjoy! On today's episode of The Terminal List Podcast, Jack Carr, Jared Shaw, and David DiGilio break down Detachment, episode 4 of the Prime Video series. Listen in as they talk about the opening sniper shot, the raid on the sicario compound, the most infamous kill of the series, and a lot more.  The Terminal List Podcast is an exclusive companion series to The Terminal List TV show. Jack and the team tell behind-the-scenes stories from the set, hear about the gear featured in the episode, the filmmaking techniques employed to bring the story to life, and how the they dedicated themselves to authenticity throughout the process.  New episodes of The Terminal List Podcast with Jack Carr, presented by KC Cattle Company, drop each Monday. You can watch all episodes of The Terminal List on Amazon Prime Video now and get the original novel today. You can follow Jack on Instagram @jackcarrusa. Sponsors:  KC Cattle Company: The Terminal List Podcast is presented by KC Cattle Company. You can save 15% on the exclusive Terminal List collection at kccattlecompany.com/jackcarr with code JACKCARR15

Editor's Note: The Terminal List TV series starring Chris Pratt debuted on Amazon Prime Video last July. In honor of its one-year anniversary, we are releasing each episode of the Terminal List Podcast, an exclusive series in which Jack, series showrunner David DiGilio and series producer, actor, and technical advisor, former Navy SEAL Jared Shaw, break down every episode of the show. Enjoy! On this episode of The Terminal List Podcast, the team breaks down Consolidation, the third episode in the series.  As James Reece begins to learn more about the people involved in Capstone Industries, Katie realizes she may also be in danger as the conspiracy grows deeper.  The Terminal List Podcast is an exclusive companion series to The Terminal List TV series. In each episode, Jack sits down with series showrunner David DiGilio and series producer, actor, technical advisor, and former Navy SEAL Jared Shaw. Along with some behind-the-scenes stories from the set, audiences also hear about the gear featured in the episode, the filmmaking techniques employed to bring the story to life, and how the team dedicated themselves to authenticity throughout the process.  New episodes of The Terminal List Podcast with Jack Carr, Presented by KC Cattle Company, drop each Monday. You can watch all episodes of The Terminal List on Amazon Prime Video and get the novel today. You can follow Jack on Instagram @jackcarrusa. Sponsors:  KC Cattle Company: The Terminal List Podcast is presented by KC Cattle Company. You can save 15% on the exclusive Terminal List collection at kccattlecompany.com/jackcarr with code JACKCARR15

Editor's Note: The Terminal List TV series starring Chris Pratt debuted on Amazon Prime Video last July. In honor of its one-year anniversary, we are releasing each episode of the Terminal List Podcast, an exclusive series in which Jack, series showrunner David DiGilio and series producer, actor, and technical advisor, former Navy SEAL Jared Shaw, break down every episode of the show. Enjoy! In this episode of The Terminal List Podcast, Jack Carr, Jared Shaw, and David DiGilio break down the second episode of the Amazon Prime Video series, Encoding.  Picking up after the shocking final moments of the pilot, the episode finds James Reece fighting to understand what's real, and who could be behind the deaths of his family and SEAL Platoon. Is there more to it? There is!  The guys tell never-before-heard stories from the set, explain some of the major themes of the episode, and give fans a look at what it took to bring James Reece to the screen.  New episodes of The Terminal List Podcast with Jack Carr, Presented by KC Cattle Company, drop each Monday. You can watch all episodes of The Terminal List on Amazon Prime Video and get the original novel today. You can follow Jack on Instagram @jackcarrusa. Sponsors:  KC Cattle Company: The Terminal List Podcast is presented by KC Cattle Company. You can save 15% on the exclusive Terminal List collection at kccattlecompany.com/jackcarr with code JACKCARR15

Editor's Note: The Terminal List TV series starring Chris Pratt debuted on Amazon Prime Video last July. In honor of its one-year anniversary, we are releasing each episode of the Terminal List Podcast, an exclusive series in which Jack, series showrunner David DiGilio and series producer, actor, and technical advisor, former Navy SEAL Jared Shaw, break down every episode of the show. Enjoy! On the debut episode of The Terminal List Podcast with Jack Carr, an IRONCLAD original, Jack sits down with series showrunner David DiGilio and series producer, actor, and technical advisor, former Navy SEAL Jared Shaw. The trio explain how Jack's original novel made it into the hands of Chris Pratt, and what it was like taking the story of James Reece from the page to the screen. They also do a deep dive into the pilot episode of the Amazon Prime Video series, Engram, directed by Antoine Fuqua. Along with some behind-the-scenes stories from the set, audiences also hear about the gear featured in the episode, the filmmaking techniques employed to bring the story to life, and how the team dedicated themselves to authenticity throughout the process.  New episodes of The Terminal List Podcast with Jack Carr, Presented by KC Cattle Company, drop each Monday. You can watch all episodes of The Terminal List on Amazon Prime Video and get the novel today. You can follow Jack on Instagram @jackcarrusa.   KC Cattle Company: The Terminal List Podcast is presented by KC Cattle Company. You can save 15% on the exclusive Terminal List collection at kccattlecompany.com/jackcarr with code JACKCARR15 Sponsors: You can follow Jack on Instagram @jackcarrusa.   Sponsors: KC Cattle Company: The Terminal List Podcast is presented by KC Cattle Company. You can save 15% on the exclusive Terminal List collection at kccattlecompany.com/jackcarr with code JACKCARR15

Editor's Note: The Terminal List TV series starring Chris Pratt debuted on Amazon Prime Video last July. In honor of its one-year anniversary, we are releasing each episode of the Terminal List Podcast, an exclusive series in which Jack, series showrunner David DiGilio and series producer, actor, and technical advisor, former Navy SEAL Jared Shaw, break down every episode of the show. Enjoy! Today's guest is Hollywood superstar Chris Pratt.  Chris plays Lieutenant Commander James Reece in the Amazon Prime Video adaptation of Jack Carr's The Terminal List. Following the show's debut this summer, it became the No. 1 series on Prime Video. During the week of 4th of July alone, the show was viewed for more than 1.6 billion minutes.  In addition to portraying James Reece, Chris is also known for his roles in the Jurassic World, Guardians of the Galaxy, Avengers, and LEGO Movie franchises, along with Moneyball, Zero Dark Thirty, Passengers, The Magnificent Seven, Onward, The Tomorrow War, and many others. He also played Andy Dwyer on the hit sitcom Parks and Recreation. He will voice Garfield and Super Mario in upcoming productions featuring those iconic characters.   This week on the podcast, Chris gives a major update about the future of the James Reece Terminal List series.   You can follow Chris on Instagram and Twitter @prattprattpratt.