all right thank you all for joining uh and welcome to the presentation of the alance commercial safety and shipping review where we identify Maritime Trends to watch in 2024 from actual 2023 results my name is Rich soja I'm the global head of marine for Alan commercial and I will be your host today uh with me uh in next slide please thank you with me is a distinguished panel of experts from around the aliance world Captain Rahul kanana our Global head of marine risk Consulting RIS Bren the global head of marine claims Dr fun Adan our Global transition Solutions director and eustus Hinrich the global product lead for marine Hall as well as the head of marine underwriting for Germany and Switzerland for alance commercial we're going to cover SE cover several topics today um but also plan to save some time for questions answers at the end first we'll cover some Maritime statistics from 2023 followed by a review of key losses we'll examine some of the concerning trends for global Shipping uh with separate sections for Hall cargo as well as claims we'll also look at decarbonization and sustainability in the maritime sector before we wrap wrap it up with a brief overview of the insurance Market the alliance commercial safety and shipping review is a market leading publication that is a key Focus for us here annually at aliance it provides an analysis of total losses and any key incidents in global Shipping as well as reporting on important industry Trends insights and emerging risks this is our 13th year of publication and as you can see from the slide it's available for download by visiting our website so without further Ado let me hand it off to Captain kanana for his discussion thank you very much rich and welcome everyone we are covering a lot of topics today uh so let me just get right into the numbers 2023 we uh the shipping industry saw 26 total losses um maybe just a clarification on total loss loes these are vessels over 100 gross tons that we have been tracking as rich said for the past 13 years and these are vessels which are lost uh including constructive total losses so 26 total losses in 2023 uh in the calendar year and for the past decade we've had 729 uh losses that we have seen the picture on on your right just describes or details where these losses have occurred and I'll go into a little bit further details uh in further slides but as you can see the largest uh area the area where largest L of losses have come from is South China Indonesia um Indochina and Philippines area a total of 184 total losses in the last decade and eight losses in last year the other region where we see a lot of losses coming from is also the East Mediterranean Black Sea region next slide please we have uh seen a remarkable drop of up to 70% uh in total losses over the period of time I think it is fair to say that shipping industry has done such a fantastic job if you consider in 1990s the industry used to lose something over 200 ships every year and 2023 saw as I said earlier only 26 losses this this Improvement in shipping safety record um is down to many many factors there are so many stakeholders within the shipping industry which are working very hard uh including the regulatory regime including the ship owners themselves classification societies Insurance uh included as well so I think overall uh we can uh give a pat on the back to ourselves as part of the shipping industry looking at this record over the last decade what we have done and in fact even more um I think it is fair to say that total losses is one of the metrics that we use to look at the shipping industry some of the other metrics are also available and many organizations do that however given such a diverse industry and looking at the industry and so many players I think this is one of the numbers which is probably the most accurate that that we can we can use and hence we have been tracking this number of total losses for the past past 13 years next slide please if you look at the regional distribution of these losses South China Indo China and the Philippines had eight losses last year which is an improvement by two uh East Mediterranean Black Sea uh had two additional losses and they they've lost six vessels in the region followed by British ises uh nor SE English Channel Andis area where we saw three losses and then Japan Korea North North China again with three losses the numbers on the right will give you the decade wise distribution of these losses and for the last decade we've seen maximum number of losses that I was mentioning earlier coming from from South China Indo China region followed by East Mediterranean Black Sea and then Japan Korea uh and North China followed by British ises and Arabian Gulf with with 54 and 38 respective losses a lot of times I'm asked the question why we see so many losses coming from uh the east from South China Indonesia because it has been topping the list for many many years in a row there is no straightforward answer I think there's there's always the consideration that a lot of traffic goes through this region there are quite a few smaller number of vessel the coastal traffic Within These this region and within the countries is is quite high but also the fact of fact that this area is is quite frequently impacted by typhoons in the region and then there is always an allegation which comes across that maybe the standards aren't as as high as some of the other regions but that of course uh is is a is a regional View and and some of the opinions next slide please if you now look at total losses by the types of vessel that have been lost uh again every year we see cargo vessels uh topping the list at 16 vessels that that have been lost uh followed by fishery and fishing vessels which have which were four in number that were lost followed by tugs uh one chemical and product anchor and then then if you look at on the right you see uh the causes of loss again as we have seen in the previous years foundering or Sinking has been the high highest uh cause for for the losses of these vessel which accounted for 13 vessels lost followed by wrecked and stranded or grounded and then fire and explosion uh is also one of the causes it is interesting that every year we see a smaller number of uh vessels lost by fire and explosion but if you look at longterm we always see fire becoming one of the one of the key concerns that we have in the industry I think in the last 5 years we have lost a total of 55 vessels due to fire and in 2023 alone we've had 200 fire incidents on board on board the vessels British just as uh something to add to the last last slide that British ALS has become now the topmost uh uh place for the number of incidents that we see if you go on the next slide I'll explain a little more so apart from the total losses we also Frack how many incidents have happened or casualties have happened in the shipping industry the number for 2023 stands 2 2951 and this is an improvement of 85 or roughly around 3% less number of incidents in the shipping industry um but this number over the years have remain relatively around the 3,000 number of marks so while the total losses have been declining the number of incident and Casualty Still Remains around the 3,000 level so before we start celebrating about the total losses I think there is here is is a number which Somers us a little bit to think about that we still have a long way to go if you look at figures on the right the top 10 regions from where we see the incidents uh which by the way include all the total losses as mentioned earlier the top region has been British Isles North Sea uh English Channel and Then followed by East Mediterranean and then South China IND China region now these um uh these regions uh again there is there's a little bit of uh um concern and question sometimes on how these numbers are obtained because a lot of it lot of these numbers are dependent on the reporting uh standards of different regions and different countries and which is definitely not consistent in in in countries and regions across the world so there could be uh there could be an element that these numbers are slightly skewed because of the reporting levels which might be higher in one region and lower in the other regions but overall if we look at this number it still gives us a quite good indication of where uh the incidents are normally happening in in the industry next slide please so this was a snapshot of some of the numbers uh maybe we should quickly have a look at some of the trends the key trends that we have seen and I think it'll come as no surprise to anyone when we say that the the the proxy war that is happening uh in in the Middle East in Gaza and uh and then the Red Sea has been on top of mind and has been the hot topic of conversation at every shipping Conference of Lake we have seen um shipping being increasingly caught into conflicts across the world whether it was Ukraine and Russia War uh and now more importantly in the in the Red Sea region where where ships have come under attack frequently now and and I think in the last month we've seen quite an increased activity on the vessels only only on Friday another vessel was attacked um from another remote operated vehicle which uh which was in shape of a vessel a small fishing vessel which which attacked the vessel and had significant damage and we still have seers unaccounted for in that particular ATT I think the concern that comes in from from these attacks is that shipping is seen as a very easy target for groups for insurgents for terrorist or any of such organizations who would want to get onto the center stage by making an impact and as we have seen there's a lot of impact that has happened out of coming out of these attacks on ships and there has been a significant loss loss of vessels uh and life uh unfortunately as well there are other challenges that have that have come up due to these the situations and these attacks because the ships have started to rout across the uh across the South African coast and and Cape of Good Hope and that is adding something like 15 days uh 10 to 15 days depending on the speed of the vessel to the roots from the manufacturing hubs of the East towards the consumption centers of Europe and America now that additional amount of time that each uh unit is taking has also has has a consequent impact on the cost of goods and we've al already seen quite a huge increase in the number in the rates of freight on shipping containers from for example China to us which used to be something in the tune of 2 or1 to $2,000 and now up to3 to $5,000 depending on depending on different different rates and conditions we've also seen another challenge within this war is is the increase in types of attacks we are now looking at highly sophisticated attacks in in terms of missiles in in terms of drones uh and and also as I mentioned earlier uh remote operated vehicles on on on water which can cause a lot more damage simply because they can carry a lot lot more payload when it comes to explosive power which we saw on Friday this is a really concerning development ships are really not made to counter these attacks ships are are essentially made to trade and the seafarers are are on board are not able to or do not have the facilities or equipment to deal with such a t so such a quite quite a really concerning picture and hopefully we can keep puffing across that this activity reduces in the in the future but it be but it is more of a political issue rather than a trade issue that we are seeing here which we all in the industry hope that will become a lot better next slide please I'll hand over to my colleague J ustus uh who will discuss about the trends thank you thank you aul yeah let's continue with high trends followed by cargo Trends uh starting with the high Outlook um attacks against shipping in the Red Sea and Middle East Waters together with the drao and the Panama Canal have amounted to a double strike for shipping that means more disruption for Global Supply chains as well as longer trading distances there are several impacts to consider environmentally for example CO2 emissions as well as from a risk exposure perspective I.E rough seas are more challenging for smaller vessels which are used to sail more Coastal for example and the infrastructure to support large vessels in case of an incident for example repair yard facilities or Savage operations due to the tightening of international sanctions on Russian oil and gas exports we see a sizable um Shadow Fleet even growing of tankers mostly older vessels that operate outside International regulation and often without proper Insurance Shadow Fleet vessels pose a danger to other vessels and the marine environment while potentially evading liability under re relevant liability and compensation treaties they are mostly older ships many operating past their traditional lifespans with ownership unclear it is likely they are poorly maintained and may not have undergone appropriate surveys or inspections Shadow Fleet vessels have been involved in at least 50 incidents to date including fires collisions and oil spills there's a testing time for war insurance with no doubt the exposure in in is increasing and other scenarios are also possible to imagine giving us a higher potential for further claim on the horizon so let's do not hope for that but it's probably fair to mention it as we sometimes tend to underestimate these scenarios and focus just on potential to generate income next slide please ship size and blackouts in the spotlight after Baltimore bridge collapse yeah from an underwriting perspective the Baltimore bridge collapse is just showcasing what can happen in times of larger vessels and the vessel hitting the bridge was not even one of the largest it's good to develop into the largest Marine claim so far so even more costly than Costa Concordia always on the Forefront still are the typical causes for claims but with an increasing aspect of claims cost and complexity this also has to be taken into account by our Underwriters to manage a sustainable portfolio next slide please General average tends to be more complex and costly for large container ships yes this is the headline but not only for those talking about larger vessels and complexity of claims V will refer to this later on it can be highlighted also from an underwriting perspective that all related costs to General a average are on the rise beside that lengthy settlement processes due to the increasing complexity are not only a claims handling aspect but also even evenly important for the underwriting process and evalation of the scope of the coverage and limits given next slide please so here we are with the cargo trats larger vessels are also an important aspect for the cargo insurer as we see a considerable increase of potential accumulation accumulation has also not to be underestimated when it comes to the storage of cargo and not only but in particular related to cut exposure there's a significant increase in theft of cargo depending on the geographical area and both in terms of storage and C we can just ask for the highest level of data accuracy to give us as the insurers the best way possible to come to a fair pricing assessment and also to come to a fair risk exposure assessment there's some way to go for us as an industry all that said it is from our point of view crucial not to forget the Lessons Learned in the Marine Insurance Market before we entered into a hardening Market environment some might have in mind what happened five six years ago in our market trends are concerning and sustainable pricing as well as risk assessment is key to remain a reliable carrier in the Marine Insurance world here was I'm handing over to my colleague from claims P you are on mute yes sorry uh thank you uh rich and thank you justice I will start for the claims train with the theft uh and catastrophes you you just mentioned um just to start with the the current economic environments and cost of living there is a much greater incentive to steal while theft of high value cargo such as mobile phones and other desirable electronic consumer goods has increased more and more lower value consumer household goods and food items easy to to sell on a gray Market are becoming attractive to criminals the increase in the number of cargo theft is a clear Trend in our agcs claims portfolio especially in us when we have seen in transportation and Logistics and increase by factor six from 2019 to 23 criminals focus on theft from drugs and hijackings but but at the same time we see criminals using more sophisticated and organized methods to gain access to Cargo uh often employing technology and forging bill of ladings natural catastrophes uh are more and more frequent and intense uh and this is the the main train we we see uh impacting cargo and more precisely Cargo in storage Cargo in storage is actually a static risk more V vulnerable to Cat event and also by the way to fire loss the largest cargo claims uh we have had over the last two years were related to fire losses and cut events the recent torrential rains which caused C fluing in um the state of Rio Grande in Brazil have generated major cargis it is not the first time that there are floods in Brazil but this time the higher severity of the floods has caused higher losses with also less Salvage opportunity can we switch to the next slide please War risk um so as you we all know the war risk in Ukraine is ongoing with several still several vessels and caros that are still blocked in the area in another part of the world um the Spate of attacks in the Red Sea by the otes began on the 19th of November with the hijacking of the car carer Galaxy leader and its 25th crew members and have been targeted by the uis is in response to the conflict in Gaza uh in in response to the um to the war between Israel and and um and theas in Gaza one of the most damaging incidents was the vessel ruima the crew abandoned The Vessel after she was trucked by two missiles The Vessel eventually sunk in in March 24 this year marking it the first total loss of a commercial amican vessel since the utti attacks began days after the loss of the ruar was the first fatal attack on commercial shipping by the on the first of on the sixth sorry of March missile eat the cargo vessel through confidence resulting in the loss of three crew members the damage vessel was abandoned off coast of Yemen Port of Haden more recently mid April the container vessel msis was Saed by the Iranian authorities while she was passing through the straight of oros the vessel is still detained and at last week R mentioned it um three vessel were attacked by the U one of those vessel named tutor has lost a crew member and have suffered serious damage so we see that more and more the attack are um are if I may say successful and causing serious damage and also unfortunately loss of life those War risk generate a complex clim handling most of the war Rover have blocking and trapping CLA in application in application to which insured ship owners can claim for a total loss after 12 months of blockage or detention so that the way of the way and the timing to set up a case Reserve is a difficult decision to take for the claims Handler for the claims manager I can also give very quickly the example of a vessel um and a part of our cargo which were damaged by a missile attack uh we are involved agcs on the cargo cover the vessel is still stuck in the area uh three months after the incident uh it has been for three three months now it has been tough and complex negotiation with the the ship on to pursue the voyage to Final Destination and it it has also been very difficult to have a cargo surveyor on site due to the dangerous environment of course so it shows you how complex it is to uh to solve this kind of situation as a consequence of the attack in the Red Sea uh um at the start of 24 the transit in the SS Canal reduced significantly by 42% and almost 600 containers vessel has to be rerooted uh around the Cape of of Good Hope adding at least 3,000 noal miles and around 10 days sailing as we have seen with the covid-19 uh the grounding of the everg given and the war in Ukraine we can anticipate that re-rooting of vessel will generate supply chain disruption leading to delays in obtaining spare part on increased cost for ship repairs so this supply chain disruption is continuing and could cause additional cost especially in the ending of the H and machinary claims furthermore rting vessel selling in remote area could lead to higher Salvage and general cost the larger the vessel the larger the potential claim this is a trend we have highlighted over the last two three years um as as you have as we have seen this year again um larger ship are not res resulting in a higher frequency of accident but when something goes wrong the scale of damage is likely to be much more severe because as already said responding to incident is more complex and expensive with large vessels large vessels involve a higher cost of Salvage higher cost of R removal requiring special tugs cranes and Salvage equipment they also face difficulties finding a suitable Port of Refuge as we we already know also from experience we had in in the recent past all uh those factors Drive the cost and lead to a higher contribution to General average General average cost increase is a continuing Trend the general Trend we have seen is more uh frequent General average cases which higher contribution for cargo and Hell interest we can also had the fact that civil infrastructure didn't anticipate such large vessel and the vessel Del loss causing the collapse of the Baltimore Bridge is a good recent example of what I just said um as mention in our safety and shipping report by our captain rul Cana back in the 70s when the francisc K Bridge was built container ships would have been less than half its size probably even a lot less I would say that a smaller vessel encountering the same kind of technical problem would maybe have succeeded uh in avoiding the collision with the bridge by doing the same Maneuvers as far as the complexity of the response is concerned the The Vessel could be refloated only after uh only two months after the incident and after complex operation to remove the debr of the bridge the vessel is still blocked in Baltimore terminal for FBI criminal investigation ship owner have declared General average we can anticipate the ga contribution will be at the high level I leave know the floor I think to Funko for the decarbonization topic thank you thanks Rees right hi everyone uh so uh I'm going to be talking about decarbonization Trends uh in the maritime sector so uh one of the biggest things um obviously is the change in regulation uh you know there's a lot of new industry targets and Regulatory developments uh going around which means that there is a greater urgency for Innovation it means and all of these targets will continue to go up uh you know there it means that there is going to be a shift to alternative fuels like ammonia methanol hydrogen and that will potentially redraw the risk profile uh of the of the maritime sector so obviously with things like ammonia methanol and hydrogen there is a need to you know redesign engines there's a need to uh look at the types of fuel that are going to be used the types of fuel systems the risk associated with those the failure rates and all of these things are increasing Trends and changing Trends within the maritime sector simply because of the need to decarbonize and uh reduce carbon emissions uh in the future in addition to this the the IMO particularly has a new strategy which is to uh uh reduce the the the to reach zero emission fuels by 2050 in the maritime sector and this is not to be confused with uh Net Zero which is a a slightly different thing Net Zero means you know you're netting off what you emit with you know uh either carbon capture or something like that zero emission fuels basically means hydrogen and methanol so fuels that have no no emissions at all which means a complete redesign of how you know power ships uh in the current um the current way that we Powers Shi so it's a massive change for the industry and the a lot of uh you know uh need to see what we can do from a from a from an insurance perspective and this is a growing Trend going forward as we approach 2050 which is the target for most sectors around the world we go on to the next slide so yeah to to kind of meet these these new regulations and requirements uh uh the the sustainability uh uh requirements that is now put on certain industries around the world including the the maritime industry means that we need to focus on esfg so esfg is a framework uh you know most people tend to confuse sustainability and esfg uh as the same thing sustainability is the thing we're trying to achieve ESG is the framework by which Industries particularly tend to get there so um as all sectors start to focus on ESG uh because you know Regulators investors customers and other stakeholders are pushing towards this it means that you know the the need to to to have a different way of approaching the emission strategy for each sector is changing is increasing is intensifying focus on ESG itself and this also could affect how you know companies could access capital and insurance because uh Insurance professionals uh are 6 well there is there was a um some article uh from woodro consultant he saying that 64% of UK Insurance professionals are considering reducing their investment in the maritime sector due to ESG risk and also 66% of UK Financial professionals believe the maritime sector faces greater ESG related Financial Risk compared to other Industries and also remember that the maritime sector I think is uh responsible about 3% of the the CO2 emissions globally which is uh bigger than some countries around the world so there is a massive Focus to try and decarbonize this sector which means that ESG is a high priority for both shipping companies themselves and insurers like aliens um alike so going forward you know working together and trying to follow these Trends be more proactive making sure that we respond to the changes that are happening in the market uh is really quite important uh to both both sectors if we go on to the next slide which basically looks at one of the biggest changes uh in the in the maritime sector which is this massive boost in in polar shipping so uh it's very topical because vessels are now sailing an Arctic Waters uh and it's growing with commercial interest for example there are the number of of unique ships that were entering the Arctic uh polar code area uh from 2013 to 2023 has increased by 37% so that's around 500 vessels and the distance that is sealed in the Arctic polar code area increased from 6.1 million to 12.9 million nautical miles these are massive changes and increases in Trends and this is being driven pretty much by climate change and global warming because there's less sea Ice uh and there's a lot of the older thicker Ice uh meaning it's easier to navigate these areas there's longer navigation uh seasons and all these previously difficult to access regions are now accessible which is good for trade itself but fundamentally it means that there are new risks and there are new uh um Trends and issues that we need to be considering and even if we leave aside the climate change aspect itself and we focus on what this means for sustainability and insurance it means that there is a there are new risks that are emerging to to vessels higher risk in some cases they're risk to cruise themselves they risk to the environment and that means that we need to create new and more Innovative Insurance Solutions uh and advisory services to help uh cover these emerging Trends uh and risks for example if you think about you know if you have an incident in a polar region say for example a damage to a vessel that leaks oil everywhere the ability to you know Salvage and uh recover that vessel the ability to clean up the oil the labor cost associated with that because of the remoteness and the unfamiliarity with that region is more than it would be in uh in in normal circumstances that we're used to and all of these means increased cost which means that a different way of looking at the risks associated with this and potentially increases in the insur insurance needs of those types of um uh damage scenarios all of this to say that you know climate change is making a difference um in terms of where shipping is going and there is that means that fundamentally there is a need to inter integrate uh what we're doing uh in terms of sustainability and sustainability Solutions and how we you know uh come to to to look at these risks with the the growing Trends in future and I think that might be my final slide so I will hand over now to Richard who is going to summarize the presentation and uh conclude uh the session for today thank you thank you very much fun um and thank you to all of our presenters who've looked at the statistics the cargo Trends H Trends claims Trends and now just now the decarbonization journey um so amazingly we're almost spot on for time um but let's take a quick look through an insurance lens on these couple of questions and what do these Maritime Trends mean for insurance um and as critical as Maritime Trends are uh they contribute to but do not dictate the Dynamics in the ocean marine Insurance marketplace right so the overall Property and Casualty Insurance World remains in generally profitable position and has seen or but has seen increase competition over the last year or so uh in most cases rates are still increasing or at least neutral uh and Marine insurance is influenced by the general PNC Insurance Market of course um and it's in a similar state with generally adequate capacity in both Hall and cargo um very spec specific to Marine in in a very specific area the conflict in Gaza and the increased Hazard selling through the Red Sea have of course seen a spike in war rates for H traveling through the region uh at the moment based upon the way it structured the war perils afforded under the cargo policy really remain unaffected looking forward it's very difficult to tell the direction the Marine Insurance Market will take with increased capacity and new players a strong argument could be made to suggest that the market will continue to become more competitive however the trends mentioned in the Alon safety and shipping report may also play a role in stabilizing the market whether it be from climate change impacting not only Cargo in Hall but static risk as well um since as RIS mentioned earlier is more exposed um an escalation of War whether it be in the same region or elsewhere and that could impo impact of course both Hall and cargo uh or additional clarity as we move forward around the ultimate payout of the Baltimore bridge collapse so if that event exhausts the entire layer of the International Group Insurance Tower um it would clearly significantly impact the Marine reinsurance Market um which might then drive up prices for the primary insurance um that has yet to be seen so in the meantime aliance Marine will be there playing an active role in the market supporting our Brokers and clients as well as watching and Reporting out on the emerging hazards and statistics in 2024 um which will'll tell you about of course in 2025 so that will wrap up the formal part of the presentation in the lower right hand corner of your screen um or your text box you should see the ability to type in some questions we already have several so I'm glad that we save some time and with that we will get right to it so start at the very top uh what would aliance Define in eustus I believe this came during your portion of the presentation what would alance Define as quote proper Insurance versus what the shadow Fleet are using yeah proper Insurance might be from our perspective Western Insurance capacity which is properly rated uh and also um reliable in terms of pni coverage in particular when we were thinking about when we are thinking about an oil spill situ situation or a collision situation we um quickly talk particular when it's a tanker involved about oil spill so pni and also uh when it comes to say proper counterpart on on the opponent side when it comes to uh matters of recourse for example yeah all all very good points thank you next question is it natural to expect it is natural to expect the highest absolute loss numbers in areas with the highest highest traffic density have you tried to put the absolute loss number in relation to the traffic in these areas to get the loss frequency in relation to the traffic anyone for that I I can try to answer this one uh it's a tricky one in the sense that um the short answer is yes we have fired in the past the the difficulty with this is that the data that comes in on shipping movement um is still sketchy it's it cannot be properly verified if we normalize the losses as the question is is suggesting that each uh loss or each region takes takes into account the number of ships that pass through it for example if you take the English Channel uh and British area there'll be a lot larger number of vessels uh you probably will have a slightly different picture well when we tried that um some years ago the the results were quite confusing shall I say um and did not present u a homogeneous picture uh or or anything that we would expect the question still uh is that do we have the accurate data um to do this sort of analysis to normalize all the losses based on the number of Crossings or or vessels in that region we already know a lot of ships are are switching off their aises when they're moving around these days um and and also a lot of others do not just simply use that so um especially a lot of vessels uh smaller ones so there so we have tried as I said but it doesn't show us a picture which is wor presenting and as I said earlier the the number that is really accurate over the years and which we can track year on year uh is really the total loss number because that is reported quite accurately and there's lot less ambiguity about that number we do get some lag on that number uh because some losses which are partial losses in the year they become total losses uh after a significant period of time which then gets included in the next year's numbers but otherwise I think it's it's a it's a very tricky one to to normalize it complex matter indeed uh next question good question um in older Alan safety and shipping reviews there were also claims Trends included which were derived from alliance's own claim records uh these were interesting as lli does not capture all claims paid by insurers and also has somewhat different categorizations are there any plans to include Trends based on alliance's own stats in future reports again um so Captain rul I know that you're very involved in in many of these numbers and um my understanding looking back at uh old reports is around every other year we try to include um some of our own analysis into the overall results but perhaps you can comment on what you've seen offline in 2023 yeah sure uh I think we we we have included as I said in the past and uh we definitely do plan to have uh whenever the relevant information comes out from our own analysis of course we have to be a little careful because these are uh only aliance experienced uh numbers and it's not it does not represent the market market reality although Alan still is one of the largest insurers Marine insurers there we still don't have uh picture to point uh globally if we look at only our numbers but it still gives us quite quite a few insights as as we've done in the past and I think I'm sure we'll do in the future U maybe just to share that the last time when we did this we did the analysis something like 250,000 uh claims that we saw between uh between 2017 and 2021 and the uh and 18% of the of the claims and losses came from fire and explosion as as an example and then 177% came from Shipping instance like s sinking collisions Etc um there are there are other causes which contributed to it like 12% was because of damage Goods including handling damages or storage damages and then Machinery breakdown which uh which was 12% of the overall 250,000 numbers 9% came from natural catastroph like hurricane storms floodings uh and so and wildfires as well but I'm sure uh we we do our effort is to to keep trying to include as many different numbers as possible but there's always a challenge of verifying uh the data available and whether it is relevant to the global picture or not is some of the challenges that we Face great thank you uh next question we we last year we had a record low for total losses do the panelists think this is the lowest possible maybe I'll give it a first shot but I mean we certainly hope this is not the lowest we certainly hope that it become zero for uh for everybody in the industry I think uh unfortunately a lot of these losses comes with lot of loss of life uh and property and uh the ideal scenario would be that we reach the number of zero uh in total losses in the coming years the trend certainly encourages that view uh and that thinking um I think one of the reasons why Insurance really exist is because we have losses so I I think this this will always be there there will be in unfortunate incidences uh unintended consequences of uh some of the actions that will give us some losses uh I'm not sure this is ever going to be going to be the lowest uh it may go a little lower but again if we look at a larger picture I think the industry has done great work over the years to reduce the number from the the likes of 200 plus in the '90s to to what we have today a very small number of 26 uh 26 total losses and I just hope it continues in the downward direction or at least does not go back up again which is which is the most important thing and maybe if I can have a comment uh so the total loss are concern so if we talk about the constructive total loss coming from the war risk cover I quickly mentioned a few minutes ago we can say that over the last year we have seen an increase or the two last years you know an an increase of U constructive total loss after you know in the in application of The Blocking and trapping close in the war risk policy so this is a specific Trend coming from the war risk uh thank you Rees next question it appears fires on vessels associated with misdeclared cargo is down is that due to positive actions taken taking place by all parties or have we just been lucky in 2023 um again I I'll give it a first shot I I think Mr L cargo Still Remains one of the key uh concerns that that we have and that we see uh continuing over year and year um just that the number may be a little down last year uh does not in my view take it from the top concerns that we have in the industry I think the potential for a mised cargo on some of the larger vessels that we see around uh can be catastrophic as we've seen in the past once it all all it takes is one single container of Mr clear cargo starting a fire deep within the hes of one of the larger vessels and and if we are unable to control uh which has been the case in so many so many previous instance it could lead to a total loss as well so I would not just I would not just take any um be complacent about the fact that the number is little little bit lower than last year I think Mr C Caro remains one of the key concerns uh and this has been raised not just by us repeatedly but by some of the other organizations as well that that do track this and there are a lot of efforts which are going on in the industry to tackle this we are looking at uh new ways to deal with identifying mtic cargo which is really a very challenging job to be honest there are millions of shippers around the world shipping millions of containers on a daily basis which we need to we need to be sure that somehow we have the ability as an industry to make sure we can track any of the dist doos so um it doesn't give me any uh um any uh you know sense of security that the number is down a little bit in fact if anything else I I'm still pretty much concerned about this great thank you Rahul um and let me tie in just a slight commentary on that with our next question uh which involves AI uh you mentioned it but there are new technologies and new versions of Technology ologies now on Mis declared cargo that become are self-generating um and become ever more sophisticated in terms of identifying unusual declarations uh from Origins that traditionally have not exported that sort of cargo and so on so um there are one vendor in particular but several out there who are really focused in that area uh that will help us pinpoint using AI um additional problems potentially in the future which leads to the question how do uh you see AI impacting the feature of marine Insurance underwriting and claims and how is allance using AI in Marine underwriting U so usus why don't we start with uh the underwriting side if I can hand over that question to you sure um so I think there are multiple aspects one you just raised uh the others could be for example when it comes to um due diligence aspects so uh has I think a lot of potential to get uh say more granular and more safe and also quicker in analizing potential due diligence uh risks losing AI just um thinking about the spoofing when AIS signals are manipulated or also when it comes to the pricing element of the underwriting uh exercise because uh pricing tools are always an important part as a benchmark in the underwriting process helping the underwriter to come to a price not giving the price and full stop but helping the underwriter giving a benchmark and AI is also an important part uh when uh forecasting loss Trends uh with Market data not only own data so enriching own data with Market data um anticipating Trends out of debt and using AI to get it less uh um to get it more objective less subjective these all could be areas yeah I I completely agree from the underwriting side it's not uh from my view it's not replacing the underwriter it's amplifying the ability of the underwriter right it's providing the sign so the underwriter can practice their art and it becomes more efficient as well uh which allows our expense ratio uh to get better which makes us more competitive and provide sustainable uh pricing for our clients and brokers uh Rees anything on the claim side you want to comment on for AI I'll take that as a no though you're on mute we will go to the next question then in the case of the Baltimore Bridge what is the approach as respects proper independent defense system in order to protect the new bridge moving forward I think it's a there are various ways uh in which we already protect our infrastructure against impact from Bridges uh there are there are often the key load wearing pillars of bridges and keys and and and peers are generally protected uh by by impact absorbers whether it it is a concrete wall whether it's you know a collection of rocks put around so that the Collision uh impact is taken by not the bridge trust or or the key load bearing member but something else in between so that that has been already been practiced for several years it depends on uh the particular construction uh unfortunately this is not consistent across the world we see a lot of the infrastructure uh still around uh operating which were built in in in the early of the century some dating back more than 100 years that that we have to deal with uh and and as we said as the ships become larger the impact of those potions uh is is exponentially high as as we go down so I think there there are various ways that this can be done another way uh that is always being suggested is when you are looking at in possibility of interaction between larger ships and key infrastructure there's possibility of tugs assisting the vessels at least for the short period of time we understand it's always not possible for large um piloted Waters where to have tubs all through with all the vessels that would mean hundreds of TS being uh required by the port but at least in certain Crossings at certain sections in a small period of time where we have that in Close Quarter situation between a large vessel and key infrastructure those those can certainly help of course um there are there are quite a few ways in which we ensure already that the ships are ready they're prepared they are tested uh before they put out to see there's there's a lot of pre-selling departure checklist that the vessel needs do to make sure the engines are fine uh their systems are working correctly and uh unfortunately the reality is you know loss of power on ships is still not an unusual incident it happens quite frequently um to me personally the outcome of what happened with the Baltimore bridge collapse uh was uh was 1 and a million so of event any small thing would have uh any small change in the chain of events that that happened that day could have prompted a very different outcome uh than than what we got so yeah but clearly a lot of people a lot of uh stakeholders in the world need to really think about the infrastructure and are they protected enough I think that's the key question thank you Rahul um I think we've got time for one more question um what are your insights on the risks associated with unmanned vessels if possible could you also share how to analyze the these risks um okay maybe I maybe I'll go give another try just to share only last week I was attending a chamber of shipping conference Summit in Montreal um it was more of a closed door conference between ship owners uh and and Regulators around the world and the question of unman vessel did come up and one of the key questions that is being asked again and again is really is our unman vessel um solving a key problem for the industry um is there a problem statement that we are solving by using UNM vessel I guess that this question sort of answers in itself why we haven't seen so many unen vessels around till date in despite the technology being available for many many years already to answer the question directly um at the moment the problem is with the regulatory aspect and liability aspects of how we should deal with an incident if that happens with an un vessel who should ideally and eventually take take the the plane or or the liability for such a collision or any such incident that happens so that part is still one where we are still trying to figure out how to solve this technology wise I think there a few vessels are already in place they are already operating in unwind condition between but they are all in a small segment between point a and point B fixed Roots coastal regions where the risk can be controlled a lot lot more I think I still feel that it's it's a it's quite a few years before we will see unman vessels uh in in the mainstream shipping lanes across the world and that's still going to take some time um I think till the time that happens the question of how do we analyze those risk how do we work on those risk uh is still out there still open there's a lot of work still needs to be done before we get to that point great thank you Captain Rahul we have come to the close of our presentation thank you to uh the presenters but especially thank you to all of the attendees at its peak we are close to 250 um the webinar has been recorded and in the near future will be posted to our website as well so you'll be able to go back and and revisit it and if uh there are remaining questions I there's one in the queue if there are other questions please do not hesitate to reach out to us and we're happy to give you our insights and opinion after the session has closed so thank you once again and have a great afternoon