FOEVER (IMO 1096422) detained at Hong Kong, October 2026
The Comoros-flagged general cargo ship FOEVER was detained in Hong Kong on 9 October 2026, just two months after a clean follow-up inspection in Zhangzhou. The vessel's record is marked by extreme management churn, three flag changes in under two years, and a recent renaming, all hallmarks of a vessel that has been cycled through ownership structures at speed.
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FOEVER was detained at Hong Kong on 9 October 2026. The detention was recorded by THETIS with the recognised organisation listed as Union Bureau of Shipping and the ISM company as Open Sea Marine Ships Management and Consulting Co Ltd, based in Kaohsiung, Taiwan. No deficiency count or specific deficiency codes were published at the time of reporting.
The vessel
FOEVER is a 2,985 GT / 4,875 DWT general cargo ship built in 2005, making her 21 years old. She measures 97.18 metres LOA with a beam of 15.6 metres. She currently flies the Comoros flag, which she adopted on 1 July 2026. Classification is listed with Union Bureau of Shipping and Asia Shipping Certification Services, both with a status of 'Delivered'; neither is an IACS member. The vessel was at anchor in the China Coast area at the time of the report, drawing 3.8 metres. She has operated under three names: Hui Hong 1 (from launch in 2005), Zhong Da 7 (from 2015), and FOEVER (from August 2026).
Inspection history
The recorded PSC history is remarkably thin for a 21-year-old vessel: just three inspections, all within the Tokyo MoU, spanning from July 2025 to August 2026. No prior detentions appear in the record. The most recent inspection, a follow-up in Zhangzhou on 5 August 2026 under Chinese authority, recorded zero deficiencies. Before that, two initial inspections in Si Racha, Thailand, in July 2025 and January 2026, produced five deficiencies between them, concentrated in fire safety (fire alarms, fire detection systems, fire control plans, means of escape) and navigation (BNWAS). The average deficiency rate across these three inspections is 1.7 per inspection. The fire safety theme is consistent across both deficiency-bearing inspections, which points to a recurring maintenance area. The sparse inspection record itself is notable: for a vessel trading in Chinese and Southeast Asian waters for over two decades, three inspections in 14 months is a very limited footprint. Earlier history, if it exists under previous flags and names, is not captured in the available data.
Ownership and management
The ownership and management timeline tells the most consequential story in this vessel's file. Until June 2023, the ship was owned and commercially managed by Shantou Pingye Shipping Co Ltd, a mainland Chinese company; the ISM manager at that time is recorded as 'Unknown'. At the end of 2024 and into early January 2025, Open Sea Marine Ships Management, a Kaohsiung-based firm, took over both the commercial management (31 December 2024) and ISM management (2 January 2025). Registered ownership then changed to HTUT SW on 28 July 2026; the registered address for HTUT SW is care of Open Sea Marine Ships Management at the same Kaohsiung office. The flag history mirrors this churn: Chinese flag from 2005, then Sierra Leone from December 2024, back to China from April 2026, then Comoros from July 2026. Three flag changes in seven months is an exceptionally high rate. The vessel was also renamed from Zhong Da 7 to FOEVER in August 2026. The combined picture is of a vessel that changed hands, changed managers, changed flags three times, and changed names in the space of roughly 18 months.
Risk profile
VesselScore rates FOEVER at 37.1 out of 100, placing her in the high-risk band with a modelled detention probability of 9.6%. Three components score at their maximum penalty. Manager churn (c4) scores 15 out of 15, the worst possible rating, reflecting the rapid succession of ownership and management changes since mid-2023. Severity mix (c3) also scores at its ceiling of 10 out of 10, indicating that the types of deficiencies found, particularly fire safety, carry elevated seriousness. Age baseline (c6) hits its maximum of 10 out of 10, reflecting the vessel's 21-year age. Flag and class risk (c5) scores 8 out of 10; Comoros flag and non-IACS class societies (Union Bureau of Shipping, Asia Shipping Certification Services) both contribute to this elevated score. The detention component (c2) scores 10 out of 20, which, given no prior detentions in the recorded history, may reflect the model's treatment of the thin inspection record or broader fleet-level data. AIS behaviour (c9) flagged three loitering events but no AIS gaps. Sanctions screening (c10) is clear and no casualty history (c11) is recorded.
What to watch
The immediate question is the deficiency list, which was not published at the time of detention. Given the vessel's prior fire safety deficiencies in Thailand, charterers and underwriters should watch for whether the same category reappears. The release timeline will depend on the scope of deficiencies and the capacity of Union Bureau of Shipping to support any required class survey work in Hong Kong. Beyond this specific detention, the broader concern for anyone considering fixing this vessel is structural: three flag changes in seven months, a non-IACS classification society, a recent renaming, and a registered owner whose address is care of the manager. The vessel is currently at anchor in the China Coast area. Any future chartering or underwriting engagement should verify the current status of all statutory and class certificates and confirm the ISM Document of Compliance held by Open Sea Marine Ships Management.
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