OCEAN DIAMOND (IMO 9465162) detained at Gent, October 2026
The Liberia-flagged bulk carrier Ocean Diamond has been detained in the Belgian port of Gent on 1 October 2026, marking its first recorded detention in over 13 years of service and across 40 prior port state control inspections. The vessel's spotless detention record makes this a notable event, though a turbulent ISM management history, with six changes in nine years, has long been the vessel's most conspicuous risk factor.
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Ocean Diamond was detained in Gent, Belgium on 1 October 2026. The vessel is currently listed in THETIS as a detained ship. No deficiency codes, deficiency count, or recognised organisation details have been published at the time of writing. The detention falls under Paris MoU jurisdiction, which applies expanded inspection criteria to bulk carriers of this age. The vessel's AIS data confirms she was moored in the North Sea area at the time of the report.
The vessel
Ocean Diamond is a 58,115 dwt geared bulk carrier built in 2013 at Tsuneishi Heavy Industries in Balamban, Philippines. At 13 years old, she sits in the middle of the global handymax/supramax fleet age curve. She measures 189.99 metres LOA with a beam of 32.26 metres and a gross tonnage of 32,309. The vessel is powered by a MAN B&W 6S50MC-C two-stroke diesel and fitted with four cranes rated at 30 tonnes. She has flown the Liberian flag since April 2017, having previously been registered in Turkey from delivery. Classification is with Korean Register (IACS), which took over from Bureau Veritas in late 2015, itself a successor to Nippon Kaiji Kyokai, which withdrew in July 2014. The vessel has never changed her name.
Inspection history
This is the story that makes the Gent detention genuinely surprising. Ocean Diamond has been inspected 40 times across seven MoU regimes since entering service in April 2013, and not one of those inspections resulted in a detention. Across the entire record, inspectors logged just 22 deficiencies, giving the vessel a deficiency rate of 0.6 per inspection. That is well below the bulk carrier average. The most recent four inspections, in Kemaman (April 2026), Salaverry (September 2025), Brisbane (June 2025), and Tokuyama (April 2025), returned zero deficiencies each. The only inspections with more than two findings were at Hamburg in October 2020 (four deficiencies), Tuticorin in July 2024 (four deficiencies), Lianyungang in January 2019 (three deficiencies), and Koper in December 2022 (three deficiencies). None led to detention. The vessel has been inspected across Paris MoU (five times), Tokyo MoU (15 times), USCG (twice), Indian Ocean MoU (four times), Viña del Mar MoU (six times), Mediterranean MoU (five times), Black Sea MoU (twice), and Abuja MoU (once). The breadth of inspection geography and consistent clean results make the Gent detention a clear outlier. Whatever was found in Belgium represents a departure from the established pattern.
Ownership and management
The registered owner is Trustone Shipping Co Ltd, a Liberian entity whose correspondence address is care of Transoba Denizcilik in Istanbul. Both Trustone and Transoba have been in their respective roles since April 2017, when the vessel changed hands from its original Turkish owners, Mardas Marmara Deniz, managed by Kardeniz Denizcilik. Transoba holds the ship manager and commercial manager roles and operates a fleet of just three vessels. The ISM management slot, however, tells a different story entirely. Since 2017, the vessel has cycled through six ISM managers. FML Ship Management took over from Kardeniz Denizcilik in May 2017, then handed off to Fleet Management Europe in August 2020, which returned the role to FML in August 2021. Fleet Management Europe resumed in September 2022, only to pass it to Fleet Management Middle East in September 2023. The current ISM manager, Columbia Shipmanagement (Hamburg), took over in April 2024 and has held the role for roughly 18 months. All the Fleet Management and FML entities appear to be related within the Anglo-Eastern/Fleet Management group, but the churn is real and documented. This level of ISM turnover on a vessel managed by a three-ship commercial operator based in Istanbul is the single most conspicuous risk marker in the vessel's profile.
Risk profile
VesselScore rated Ocean Diamond at 71.8 out of 100, placing her in a calibration band with an observed detention rate of 1.81%, labelled 'below average risk'. The score was generated on 3 October 2026, two days after the detention. The deficiency, detention, and severity components all scored perfectly at zero penalty, reflecting the clean inspection record. The score's main drags came from three areas. Manager churn was the single largest penalty, costing 7.5 out of a possible 15 points, a direct reflection of the six ISM changes since 2017. Fuel efficiency versus peers cost 7.9 points out of 10, based on 2024 MRV data benchmarked against 3,726 comparable vessels, indicating the vessel is a relatively poor performer on emissions. The age baseline contributed 5.9 penalty points out of 10, reflecting the vessel's 13 years of service. AIS behaviour analysis identified three loitering events but no position gaps, costing 3.0 points. Hull condition modelling, based on MRV data, indicated 11.6% performance degradation, adding 1.9 penalty points. Flag and class risk was minimal at 2.0 points. Sanctions screening came back clear and no marine casualties are on record.
What to watch
The immediate priority is the release outcome. When the deficiency details are published in THETIS, they will reveal whether this detention reflects an isolated equipment failure or something systemic that slipped through Columbia Shipmanagement's watch. A single detention does not recalibrate a vessel's risk profile, but it will elevate the vessel's Paris MoU target factor, meaning she will face a higher probability of expanded inspections on future European port calls. Charterers should confirm the nature and number of deficiencies once published, monitor the speed of release, and scrutinize any follow-up inspection results. The ISM management churn remains a structural concern; Columbia has been in the seat for only 18 months, and the pattern of annual ISM turnover between 2020 and 2024 is worth probing in vetting questionnaires. The vessel is due her third special survey around 2028, so class condition will become an increasing factor.
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