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Geopolitical tensions, port congestion and shifting freight rates dominate this week’s News in Brief. Host Charlotte Goldstone chats to ex-liner exec Nils Roche about the latest US-Iran escalation, the impact on the Strait of Hormuz and the return of shipping via Suez, alongside berthing disruption at Shanghai and Ningbo. We also examine falling Asia-Europe air freight capacity following the EU’s de minimis changes, the latest rate movements, and growing concerns over Russian and Middle Eastern airspace. Plus, ... The post News in Brief Podcast | Week 36 2026 | Geopolitics, port congestion & rising air freight rates appeared first on The Loadstar .
Following Typhoon Saudel last week and port congestion in Shanghai and Ningbo, the world’s two busiest ports, ships are now having to wait 10 days to berth. Container shipping consultancy Linerlytica estimates the logjams are holding up 3.92 million teu – 11% of the global container shipping fleet. APL Logistics said Saudel had added to unprecedented levels of global port congestion, following numerous other typhoons in recent weeks, including Bavi, Noul, Dolphin, ... The post Berthing delay at congested Shanghai and Ningbo now hitting 10 days appeared first on The Loadstar .
Shanghai-listed Ningbo Marine is lining up another five bulk carrier newbuildings in China, expanding a fleet renewal programme that could see the owner add close to 600,000 dwt of fresh tonnage. The Zhejiang Energy-backed company has approved up to CNY980m ($136m) for four 65,000 dwt bulkers, while wholly owned Ningbo Marine Singapore has been cleared …
Global container port congestion has reached a new high as East Asia’s typhoon season continues to disrupt vessel schedules, with more than 4.3 million teu now waiting to berth. On Sunday, Typhoon Narra hit southern China, compounding cargo backlogs caused by typhoons Bavi, Noul, and Dolphin. And the situation is unlikely to be relieved any time soon, with Typhoon Saudel set to make landfall along the coast from central Zhejiang to central ... The post Global port congestion at new high as more typhoons hit China appeared first on The Loadstar .
Global container port congestion has reached a new high as East Asia’s typhoon season continues to disrupt vessel schedules, with more than 4.3 million teu now waiting to berth. On Sunday, Typhoon Narra hit southern China, compounding cargo backlogs caused by typhoons Bavi, Noul, and Dolphin. And the situation is unlikely to be relieved any time soon, with Typhoon Saudel set to make landfall along the coast from central Zhejiang to central Fujian provinces – home to Ningbo and Xiamen ports – between Thursday night and Friday morning. The amount of stranded capacity has surpassed the previous peak of 4m teu recorded during Covid in 2022, but does represent a smaller share of the world container fleet today. Container shipping consultancy Linerlytica said today the 4.3m teu currently tied up equated to 12.6% of a global fleet now totalling 34.4m teu, compared with the 15.7% of the fleet’s 25.3m teu in 2022. The North Asian ports are bearing much of the disruption, accounting for roughly half of global congestion, with around 2.2m teu tied up, while South Africa’sDurban portis battling congestion due to equipment breakdowns – Africa accounting for just 9% of global port bottlenecks. Pressure is also emerging at the Panama Canal, where transit slots are due to be reduced further next month. For containerships holding pre-booked slots, however, delays remain limited for now. Meanwhile, the tightening supply of effective vessel capacity, combined with resilient demand, has provided support for transpacific freight rates. The Shanghai Containerised Freight Index showed rates from Shanghai to the US west and east coasts rising 1% on 14 August levels, to $6,765 and $9,700 per 40ft, respectively. Linerlytica said: “East coast rates continue to outperform, with capacity remaining in short supply that has been worsened by compounding congestion at Chinese ports and tightening draught restrictions on the Panama Canal. “Transpacific demand continues to edge upwards, with the strength continuing into September, in contrast to the sluggish European demand, where reduced capacity with vessels pushed out of position failed to lift rates there.” Linerlytica expects the divergence between the transpacific and Asia-Europe trades to persist for at least another month, with transpac rates likely to remain elevated as congestion and limited capacity continue to support the market.
MSC has sent seven vessels through Bab el Mandeb in two weeks as Maersk increases Red Sea volumes and carriers reassess Cape diversions.
MSC has sent seven vessels through Bab el Mandeb in two weeks as Maersk increases Red Sea volumes and carriers reassess Cape diversions. August 18, 2026 MSChas seen seven vessels pass through the Bab el Mandeb Strait in the past two weeks andMaerskhas increased its Red Sea volumes as carriers continue to test the water. The Switzerland-headquartered carrier has not formally announced its return to the Suez Canal route and, so far, its sailings via the waterway have been limited to eastbound voyages. “It sends a clear signal that the full resumption of Red Sea transits could come earlier than anticipated”, said consultant Linerlytica. “MSC’s move to resume partial Red Sea transits for its Europe-Asia services afterCMA CGMandMaerskalready making the switch on both directions may trigger more carriers to reconsider their Cape diversions,” it added. Maersk has already returned 30% of its volumes that were routed around the Cape of Good Hope to Red Sea and Suez Canal transits. The return of the MECL, the ME11 and AE19 services to the Red Sea along with the continued CMA CGM services has prompted MSC to begin a phased return to the route, which can slash seven to 14 days sailing time from Asia to Europe. Related:Container lines under fire over Panama Canal surcharge lack of transparency With Maersk CEO Vincent Clerc already declaring that the “conditions for a full return to the Red Sea have already been met,” it would seem that the race to return to the shorter transit times has begun in earnest. Another driver for the return to the Suez Canal is Asian port delays as congestion has built at Far Eastern ports due mainly to a series of typhoons. “Congestion remains elevated over the past week particularly inChinawhere waiting times at key ports in Shanghai, Ningbo and Shenzhen are as high as 12 days as they continue to work through the vessel backlog from last week’s typhoon,” said Linerlytica. Competition for market share may have added to the pressure for MSC to return to Suez, while the Gemini Cooperation has made reliability a cornerstone of its services, claiming more than 90% of on-time transits — port delays will certainly impact that target. Asia to Europe rates have slipped for the sixth consecutive week according to the Shanghai Container Freight Index, down 14% and 17%, to North Europe and the Mediterranean respectively, as the consultant says volumes in the trade have peaked . “Although some carriers are aiming for a modest rate hike in September of around $500/feu, the market momentum remains negative,” said Linerlytica. Read more about: Nick Savvides Europe correspondent Experienced journalist working online, in monthly magazines and daily news coverage. Nick Savvides began his journalistic career working as a freelance from his flat in central London, and has since worked in Athens, while also writing for some major publications including The Observer, The European, Daily Express and Thomson Reuters. Most recently Nick joined The Loadstar as the publication’s news editor to develop the profile of the publication, increase its readership and to build a team that will market, sell and report on supply chain issues and container shipping news. This was a similar brief to his time at ci-online, the online publication for Containerisation International and Container News. During his time at ci-online Nich developed a team of freelancers and full-time employees increasing its readership substantially. He then moved to International Freighting Weekly, a sister publication, IFW also focused on container shipping, rail and trucking and ports. Both publications were published by Informa. Following his spell at Informa Nick joined Reed’s chemical reporting team, ICIS, as the chemical tanker reporter. While at ICIS he also reported on the chemical industry and spent some time on the oil & gas desk. Nick has also worked for a time at Lloyd’s Register, which has an energy division, and his role was writing their technical magazine, before again becoming a journalist at The Naval Architect for the Royal Institution of Naval Architects. After eight successful years at RINA, he joined Fairplay, which published a fortnightly magazine and daily news on the website. Nick's time at Fairplay saw him win theSeahorse Club Journalist of the Year and Feature Writer of the Year 2018 awards. After Fairplay closed, Nick joined an online US start-up called FreightWaves.
Two of the Sino-Australian and Sino-American freight market’s most established independent operators have formalised a decade-long partnership, launching TCI Navia; a joint venture combining Navia’s technology-led freight platform with TCI International’s China-wide operational network. The new joint venture will cover a team of over 100 staff across Shanghai, Shenzhen, Ningbo, Xiamen and Hong Kong and provide ocean freight, air freight, third-party logistics and customs brokerage services. The two businesses have had a ... The post Navia and TCI International formalise decade-long partnership with launch of TCI Navia joint venture appeared first on The Loadstar .
Two of the Sino-Australian and Sino-American freight market’s most established independent operators have formalised a decade-long partnership, launching TCI Navia; a joint venture combining Navia’s technology-led freight platform with TCI International’s China-wide operational network. The new joint venture will cover a team of over 100 staff across Shanghai, Shenzhen, Ningbo, Xiamen and Hong Kong and provide ocean freight, air freight, third-party logistics and customs brokerage services. The two businesses have had a relationship for over 10 years, with their partnership progressing rapidly over the last 5 years. This, combined with Navia’s proprietary technology stack, which allows customers to track items at the SKU level, provides real-time KPI reporting and a command-layer system that highlights exceptions early in the supply chain, made the joint venture a natural next step. TCI Navia China represents the first step in Navia’s global expansion strategy, with the Group targeting a wider footprint through other joint ventures or office openings across key trade markets in the medium and long term. We asked Simon Borg, CEO of the Navia Group, and Ricky Shon, Managing Director of TCI China, to shed light on the venture. Simon Borg: “Navia is an emerging global player, and on paper we have the volumes to stand up our own China operation. But the reality is that TCI China has been handling our freight for years, and the philosophies of our two businesses are remarkably aligned: the same obsession with customer care, the same flat structure, the same willingness to solve the hard problems rather than pass them on. Going it alone would have meant rebuilding something we already have. Formalising the partnership lets us spin up a team at scale on day one, with people we’ve trusted for the better part of a decade, and the transition is seamless for our customers because nothing about the service they already rely on changes, it just gets better.” Ricky Shon: “We have worked with the team at Navia for a long time now, and the working relationship has been great. Our customers really love the NaviaHub platform, and the teams of both companies are true experts. When you’re already working with good people, it makes sense to combine forces rather than go it alone.” Simon Borg: “The biggest shift for customers is that their entire supply chain, origin through destination, now sits on one platform. NaviaHub already gives our customers SKU-level visibility, live KPI reporting and exception management at the destination end; through the JV, that same visibility now extends right back into the China origin leg, where historically there’s been the least transparency in the industry. Onboarding is measured in days, not months, because we integrate directly with customers’ ERPs via API. And because it’s one ecosystem, not two vendors stitched together, customers get a single team accountable for the full lifecycle of their freight, not a handoff between a forwarder and an origin agent where things fall through the cracks.” Ricky Shon: “Customers are already benefitting from the partnership, as our working relationship between the two businesses is so close. But in addition to great service and exceptional technology, TCI Navia will morph from two strong mid-market players into an enterprise entity capable of taking on the freight conglomerates of the world while still providing the level of care that only an independent can give.” Simon Borg: “Trade patterns are shifting faster than most supply chains can adapt — tariffs move, routes close, sourcing bases relocate, and customers are increasingly asked to make commercial decisions with incomplete information. By bringing our two ecosystems onto one platform, we give customers full lifecycle visibility over every shipment, purchase order to final mile, and that visibility is the raw material for good decisions in a volatile environment. Shared intelligence across Navia’s network in Australia, the US, Malaysia and New Zealand and TCI’s footprint across China and the Far East means we can see disruption earlier, reroute faster, and give customers the data they need to make their own strategic calls. Two independent businesses couldn’t do that at the same depth. One joint venture can.” Ricky Shon: “Customers already had a great offering with TCI International and Navia working together as two independent entities. Now, as a joint business, the collaboration between the two is significantly amplified. The result means that our shared intelligence, expertise and technology provide a more powerful and equipped engine to help our customers navigate the disruption and uncertainty of the current world of trade.” Navia is a technology-enabled freight forwarder and third-party logistics provider operating across Australia, the United States, Malaysia and New Zealand. Navia’s proprietary platform, NaviaHub, gives customers real-time visibility at the SKU level, live KPI reporting and exception management tools designed to surface supply chain disruptions before they become costly.www.naviafreight.com TCI International Logistics is a global freight forwarder and logistics specialist headquartered in Hamburg, Germany, and founded in 1989. With 19 international branches, 156 partner companies and particular depth across China, with offices in Shanghai, Shenzhen, Ningbo, Xiamen and Hong Kong, TCI has built its reputation on deep Far East expertise, flat organisational structures and a commitment to customised customer solutions. TCI operates across sea freight, air freight, overland, rail and project logistics.www.mytcigroup.com TCI Navia: Greg Amanatidis, Director of Marketing[email protected] This article was sponsored by NaviaFreight
A series of typhoons has caused delays at Chinese terminals with Linerlytica reporting that the backlog has caused a shortage of capacity on the European trades
A series of typhoons has caused delays at Chinese terminals with Linerlytica reporting that the backlog has caused a shortage of capacity on the European trades August 11, 2026 Container ship capacity delayed in Asia following a series of tropical storms has reached 2.4 million teu and has seen carriers revert services to the Red Sea to compensate. Long delays are expected to spread along China’s eastern seaboard fromShanghaito Ningbo as far south as the country’s Guangdong ports, after terminal operations halted on 7 and 8 August, and it is expected to take weeks before the backlog is cleared. “Typhoon Dolphin hit China’s eastern coasts on 9 August 2026. The tropical storm is the third and strongest to hit China in the last five weeks alone, forcing ships to take shelter away from the path of the typhoon,” commented Linerlytica. Asian port congestion has seen bothMaerskandCMA CGMlook to free up capacity by returning three services loops via the Bab el Mandeb in “defiance of the Houthi threat”, said Linerlytica, withCosco Shipping expected to join them. “These moves are aimed at combating the shortage of vessels and container equipment that have been made worse by protracted port congestion across North Asia and Europe,” reported Linerlytica in its weekly market report. Related:Typhoons and AI boost transpacific container rates Peter Sand, senior analyst at Xeneta noted that transits via the Bab el Mandeb had declined in recent weeks and is sceptical about whether the latest rerouting of vessels is connected to Asian congestion. “It would make sense if that was the reason for the extra services going through Suez soonish. But it's not a quick fix - and I would hesitate to connect the two events,” commented Sand. Xeneta also pointed out that while the backlog may seem enormous Asian ports can recover at speed, pointing to Shanghai making more than 200,000 container moves in a single day. Meanwhile, Cosco Shipping could also join CMA CGM and Maersk on theSuezroute with the expansion of its Red Sea and Mediterranean services by utilising space on its multi-purpose vessels, of which the Chinese operator has 20 vessels of up to 3,600 teu, already deployed on these trades. Even though Linerlytica reports that Asian port congestion is tightening available capacity the consultant has reported that European spot rates have continued to slide with “softening cargo demand, dashing hopes for a mid-August rate hike According to Linerlytica spot rates to North Europe are now at between $4,300 to $4,900 per feu, “with a downward bias”. Xeneta data shows a similar North European spot rate with Mediterranean cargo at around $5,800 per feu, with both trades expected to flat line up to mid-late August after losing ground at the beginning of the month. Related:Coastal shipping can help boost the future of maritime trade in India Read more about: Nick Savvides Europe correspondent Experienced journalist working online, in monthly magazines and daily news coverage. Nick Savvides began his journalistic career working as a freelance from his flat in central London, and has since worked in Athens, while also writing for some major publications including The Observer, The European, Daily Express and Thomson Reuters. Most recently Nick joined The Loadstar as the publication’s news editor to develop the profile of the publication, increase its readership and to build a team that will market, sell and report on supply chain issues and container shipping news. This was a similar brief to his time at ci-online, the online publication for Containerisation International and Container News. During his time at ci-online Nich developed a team of freelancers and full-time employees increasing its readership substantially. He then moved to International Freighting Weekly, a sister publication, IFW also focused on container shipping, rail and trucking and ports. Both publications were published by Informa. Following his spell at Informa Nick joined Reed’s chemical reporting team, ICIS, as the chemical tanker reporter. While at ICIS he also reported on the chemical industry and spent some time on the oil & gas desk. Nick has also worked for a time at Lloyd’s Register, which has an energy division, and his role was writing their technical magazine, before again becoming a journalist at The Naval Architect for the Royal Institution of Naval Architects. After eight successful years at RINA, he joined Fairplay, which published a fortnightly magazine and daily news on the website. Nick's time at Fairplay saw him win theSeahorse Club Journalist of the Year and Feature Writer of the Year 2018 awards. After Fairplay closed, Nick joined an online US start-up called FreightWaves.
Bookings are back on for Cosco Red Sea services, the Chinese carrier set to operate a Far East-Red Sea rotation that will see vessels cross the Bab el-Mandeb Strait, despite Iran-backed Yemeni rebel group the Houthis attacking ships in the strait. The decision by Cosco to commence Red Sea sailings continues what Vespucci Maritime CEO Lars Jensen described as “the slow normalisation of the Suez-route”, on the back of CMA CGM, ... The post Cosco returns to Red Sea sailings, despite threats from Houthis appeared first on The Loadstar .
Bookings are back on for Cosco Red Sea services, the Chinese carrier set to operate a Far East-Red Sea rotation that will see vessels cross the Bab el-Mandeb Strait, despite Iran-backed Yemeni rebel group the Houthis attacking ships in the strait. The decision by Cosco to commence Red Sea sailings continues what Vespucci Maritime CEO Lars Jensen described as “the slow normalisation of the Suez-route”, on the back of CMA CGM, Hapag-Lloyd, and Maersk all adding capacity to the routing. Linerlytica’s Monday Market Pulse noted: “Traffic on Bab el Mandeb continues to increase, with CMA CGM and Maersk pushing three more services back to the Suez route as they continue to defy the threat of Houthi attacks. “These moves are aimed at combating the shortage of vessels and container equipment made worse by protracted port congestion across North Asia and Europe,” it added, noting Cosco already had more than 20 ships of 2,700-3,600 teu deployed on Mediterranean/Red Sea routes. And with yet another storm battering North Asia, Typhoon Dolphin, capacity is only expected to tighten, with more than 2.4m teu already stranded by the shutdown of port operations at Ningbo and Shanghai between 7 and 8 August, and the spread of congestion to Southern China. Best guess forecasts appear to indicate that clearing the backlog of vessels will take weeks, but given that Typhoon Dolphin is the third and strongest tropical storm to hit the region, seeing more than a million people evacuated, it could take longer. Sources toldThe Loadstarthe decision to route through the Red Sea, particularly given renewed Houthi threats to strike commercial shipping in response to the US/Israeli war against Iran, was “risky”. Acknowledging that the Houthis remain “the wildcard”, Mr Jensen said: “It appears clear for now their embargo on Saudi shipping is focused on the oil tanker business,” offering something of a respite for box ships that have largely been shut out of the waterway for three years. Meanwhile, Maersk and Hapag-Lloyd have upped their game, with their Gemini AE19/SE4 Asia-Mediterranean service switching to a Red Sea routing, joining the AE15/SE3, which switched in July. “This gradual normalisation is in addition to CMA CGM which already operates quite a few vessels on multiple services using the Suez routing, and Cosco/OOCL which will now begin a Far East-Red Sea service also crossing Bab el-Mandeb,” Mr Jensen noted. “The CMA CGM services with some, or all, vessels operated on Asia-Europe via Suez are EPIC, FAL-1, FAL-3, OCR, MEDEX, MEX and BEX2, some of which are also Ocean Alliance services.”
Sale of 2007-built BW Elm follows BW LPG’s $940m order for eight 90,000 cu m panamax VLGCs delivering from 2029.
Sale of 2007-built BW Elm follows BW LPG’s $940m order for eight 90,000 cu m panamax VLGCs delivering from 2029. July 10, 2026 BW LPGannounced that its 53%-owned subsidiary BW LPG India has agreed to sell 2007-builtVLGCBW Elmfor continued trading. The company said that on a 100% basis the sale will generate a net book gain of around $36m and net cash proceeds of around $64m, with delivery scheduled by mid-August. Kristian Sørensen, CEO of BW LPG, said: “By selling theBW Elmwe continue capitalising on strong second-hand values for older vessels, selling a 2007-built asset at a level equivalent to a newbuilding price of about $248m. This reflects the strength and agility of our commercial platform and its ability to create value through opportunistic asset play as we are divesting older ships while investing in new tonnage”. IncludingBW Elm, BW LPG lists 51 vessels in its fleet including owned, operated, and bareboat chartered-in ships.BW Elmis one of eight ships listed under BW LPG India, and joint-oldest alongsideBW Birch. Related:ADNOC boosts LNG fleet with four-ship order in China The only older ships within the BW LPG fleet are chartered-in 2006-built shipsBerge NantongandBerge Ningbo. In May 2026, BW LPG ordered a series of eight 90,000 cu m panamax VLGCs atHyundai Heavy Industriesfor a total of $940m, with deliveries from early 2029 into the first half of 2030. In its second quarter earnings report in June, BW LPG said the global VLGC fleet stood at 429 ships, with an orderbook of 130, and that more than 9% of the fleet on the water were 25 years old or more. Earliest delivery dates from established shipyards were no earlier than 2029, it added. Read more about: Gary Howard Middle East correspondent Gary Howard is the Middle East Correspondent for Seatrade Maritime News and has written for Seatrade Cruise, Seatrade Maritime Review and was News Editor at Lloyd’s List. Gary’s maritime career started after catching the shipping bug during a research assignment for the offshore industry. Working out of Seatrade's head office in the UK, he also produces and contributes to conference programmes for Seatrade events including CMA Shipping, Seatrade Maritime Logistics Middle East and Marintec. Gary’s favourite topics within the maritime industry are decarbonisation and wind-assisted propulsion; he particularly enjoys reporting from industry events. Gary Howard regularly moderates at international maritime events. Below you’ll find a list of selected past conferences and webinars. Ports of Refuge: Strengthening Maritime Resilience, at Seatrade Maritime Logistics Middle East 2025 Debunking LEO and Cloud for Maritime Industry, December 2022 (watch on-demand recording) Making Data Work for Shipping at Seatrade ShipTech Virtual 2021 Is the Zero-Carbon Future a Slow Shipping Future?at Seatrade ShipTech Virtual 2021 Is Ship Finance Transforming Faster than Shipping?at Seatrade ShipTech Virtual 2021
Opportunistic Chinese shipowner BAL Container Line is making a selective comeback to the transpacific trade, after exiting liner shipping to focus on being a tonnage provider. According to container shipping consultancy Linerlytica, BAL has postponed chartering its new 14,400 teu BAL Athena to Maersk Line for the Gemini Asia-North Europe AE3 service. Instead, BAL will deploy the vessel on an ad hoc China-US West Coast service, from 24 July, calling at Ningbo, ... The post BAL re-enters liner trades with transpacific loader appeared first on The Loadstar .
Pure electric vessel creates replicable low-carbon logistics model for Yangtze River Delta foreign trade using swappable batteries and shore power.
Pure electric vessel creates replicable low-carbon logistics model for Yangtze River Delta foreign trade using swappable batteries and shore power. July 6, 2026 China’sfirst end-to-end zero-carbon sea-river intermodal shipping corridor has officially entered into operation, with the 10,000-tonne class all-electric container shipNingyuan Dianpengdeparting Dushan Port Area of Jiaxing Port and heading for Jin Tang Terminal at Ningbo-Zhoushan Port. Built and operated by Ningbo Ocean Shipping, the vessel measures 127.8 meters in length and 21.6 meters in breadth, with a loading capacity of 742 teu. Its power system consists of 10 containerised lithium battery modules delivering a total energy storage capacity of roughly 20,000 kWh, supporting a maximum sailing speed of 11.5 knots. The vessel adopts a dual energy replenishment solution combining high-voltage shore power fast charging and container battery swapping, enabling energy refuelling parallel to container loading and unloading without extra waiting time at terminals. From an environmental perspective, the single electric vessel can cut around 800 tonnes of fossil fuel consumption and slash over 2,000 tonnes of CO₂ emissions each year, eliminating all sulphur oxides, nitrogen oxides and particulate pollutants during navigation and berthing operations. Related:Container rates defy capacity rebound on Asia export trades The groundbreaking route constructs a closed-loop zero-emission logistics network covering inland waterways and coastal shipping. Read more about: Katherine Si China Correspondent China-based Katherine Si has worked in the maritime industry since 2008 is well-connected with local industry players including Chinese owners and yards. Having majored in English Katherine started at news portal ShippingChina.com where she rose to become a News Editor. In 2008 she moved to work with Seatrade and has since held numerous positions including China correspondent for Seatrade Maritime Review magazine. With extensive experience in writing, research and social media promotion, Katherine focuses on the shipping and transport sectors.
VLCC market adapts as Hormuz closure reshapes global crude flows says Tankers International
VLCC market adapts as Hormuz closure reshapes global crude flows says Tankers International June 30, 2026 The second quarter of 2026 will be remembered less for freight cycles than for the event that overshadowed them all: the effective closure of the Strait of Hormuz, writes, Mette Frederiksen, Head of Research and Insight, Tankers International. The world’s most consequential oil chokepoint remained largely inaccessible to mainstreamVLCCtrade, forcing charterers, owners and traders to rebuild logistics around a rerouted market, one where Fujairah, the Gulf of Oman and the Red Sea emerged as the de facto arteries of Middle Eastern crude. The Middle East conflict continued to shape freight markets throughout the quarter, with geopolitical developments heavily impacting commercial decisions. The announcement of a ceasefire briefly stoked optimism in April. We saw oil prices ease, equity markets rallied, and a wave of prompt Arabian Gulf cargoes appeared to enter the market. However, as the details of the ceasefire became clearer, much of that optimism faded. Hormuz remained effectively closed to normal VLCC transit, and any cargoes quoted for inside-AG loading failed to convert into actual fixtures. Owners, unwilling to commit vessels into restricted waters without clearer political guarantees, largely stayed on the sidelines. Related:CMB.Tech sells suezmax pair for $100m gain In response, theBaltic Exchangeintroduced a new benchmark route tracking Mina al-Fahal to Ningbo loadings out of Oman (TD34). This formalised what the market had been reflecting for weeks - treating the Gulf of Oman as the new Middle Eastern baseline. The new route traded in closer alignment to Atlantic Basin pricing, carrying a lower geopolitical risk premium than traditional AG benchmark. Freight rates continued to reflect both underlying supply and demand fundamentals and rapidly shifting political headlines. Gulf ofOmanbenchmark rates held relatively steady through April and into May before softening as tonnage availability outweigh accessible cargo demand. As peace talks gathered momentum in June and sporadic reports suggested vessels were transiting Hormuz under specific conditions, owner sentiment briefly strengthened, and the market gained upward momentum. The most striking signal came from a handful of charterers bold enough to quote inside-AG cargoes loading from Zirku and Basrah with offers to the tune of WS 750 being circulated, although no fixtures were concluded. This pattern repeated itself throughout the quarter. Progress in negotiations with peace talks, supported rates, only for setbacks to quickly reverse sentiment. Continued uncertainty became the defining feature of the quarter, and any owner or charterer seeking a stable baseline to build positions around faced an almost impossible task. Related:Cosco Shipping Energy partners Shell and Jiangnan Shipyard Against this backdrop of uncertainty in the Middle East, the Atlantic Basin gained strategic importance. Brazil was the key driver of activity during the quarter. Enquiry levels remained steady, while the number of ballasters gradually declined as many owners delayed repositioning vessels from the Middle East in anticipation of a Hormuz-related improvement that ultimately did not materialise. Rates remained relatively stable through April and May before strengthening in June. By contrast, West Africa was largely quiet throughout the quarter. Chinese charterers dominated the limited activity that existed, covering most requirements through COA programmes with minimal engagement in the spot market. In theUSGulf, April was characterised by front-loaded fixing activity, as charterers had already secured much of their second-decade May requirements in March. This left the spot market quiet and rates under pressure. US Gulf/Chinalevels fell from around $25 million at the quarter’s opening to $16 million by late April. The market stabilised in May, with steady tender activity supporting levels near $17 million. However, by June the Atlantic position list has tightened considerably toward the end of the quarter, with very few ships available and owners increasingly confident, and freight climbed back above the $20 million mark, setting up what could prove to be a more constructive start to Q3. Related:VLCC rates near $470,000 a day for fixtures through Hormuz The displacement of Middle Eastern export volumes has left a clear imprint on tonne mile and vessel demand data. With Arabian Gulf crude largely inaccessible and Eastern buyers pivoting toward Atlantic Basin supply, West-to-East VLCC tonne miles increased by 9% above last year’s levels. Although fewer cargoes moved overall, longer voyage distances involved helped offset the demand impact for vessel owners. As a result, global tonne miles have broadly tracked 2025 levels, except March, when markets were still absorbing the scale of disruption. One structural development worth noting is theUAEconfirmation of its departure from theOPECalliance as of 1 May 2026. In the near term, with Hormuz effectively closed and the regional conflict ongoing, the practical impact on export volumes is limited. Over the longer term, however, the UAE will be better positioned to accelerate production and increase exports independently once conditions stabilise. This has the potential to be a significant shift in the region’s supply profile and, by extension, in VLCC tonne mile demand. This quarter demonstrated the VLCC market’s ability to absorb significant disruption and continued functioning in extreme conditions. Workarounds kept crude moving partially out of the Middle East, and the Atlantic demonstrated genuine resilience. When Hormuz reopens and exports normalise, the market could see a significant rush of cargoes as producers work to clear backlogs and restore supply chains. All eyes will be on how quickly oil exports ramp up and whether tanker availability can keep pace with returning demand. The question that defined this quarter, however, remains the one that will define the next: when. Read more about:
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Una nuova portacontainer da 10mila tonnellate solca i mari della Cina dal mese scorso. Si chiama Ningyuan Diankun e può essere scambiata per una nave mercantile come un’altra, invece ha diverse doti del tutto eccezionali: è elettrica e completamente autonoma. Non è la prima e non sarà certamente l’ultima, ma per adesso è la più capiente portacontainer elettrica del mondo. Varata nel porto di Ningbo - il più grande al mondo per tonnellaggio di merci movimentate, situato sul delta del Fiume Azzurro - la nave porta nel nome un riferimento al Kun, un Leviatano della mitologia cinese capace di trasformarsi in uccello, e all’elettricità, Dian, sposando l’antico con il moderno.
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Lunga 128 metri e larga 22, la Ningyuan Diankun ha una capacità di 740 Teu (Twenty-foot Equivalent Unit, corrisponde a un container standard di 20 piedi) ed è stata progettata da Sdari, mentre il sistema di propulsione elettrica da 20 MWh è stato fornito dallo Shanghai Marine Equipment Research Institute. Entrambe le realtà fanno parte della China State Shipbuilding Corp, il più grande conglomerato cantieristico al mondo, controllato dallo Stato. Per la propulsione elettrica, l’unità è equipaggiata con dieci moduli di alimentazione grand come un container standard, per una capacità di quasi 20 MWh e un’autonomia di 100–180 miglia nautiche a seconda della velocità e del carico.
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Zero emissioni e zero rumore
«Questo consente alla nave di operare in modalità completamente elettrica, con zero emissioni e zero rumore per l’intera durata del viaggio, adattandosi perfettamente alle esigenze operative del trasporto costiero», ha spiegato Ma Hongmeng, responsabile del progetto, a “China Daily”. Secondo Ma, siamo all’inizio di una nuova era per il trasporto containerizzato costiero cinese. E la casa madre di Ningyuan Diankun lo conferma: «Ningbo Ocean Shipping possiede 32 navi ecologiche e a basso consumo energetico, pari al 57% della sua flotta, e 19 navi intelligenti, il 34% del totale: un segnale dei progressi compiuti nell’ammodernamento verso soluzioni a basse emissioni e a guida intelligente».
Ad Amsterdam solo barche elettriche
L’elettrificazione del trasporto marittimo, secondo gli operatori, è il prossimo grande mercato che si apre, ma questa rivoluzione industriale è in corso quasi soltanto in Cina, come del resto sta accadendo anche per l’auto elettrica. Sulla stessa strada sono i Paesi scandinavi, che già da tempo praticano l’elettrificazione delle flotte, e in particolare la Norvegia, primo Paese europeo a varare una portacontainer elettrica a guida autonoma, la Yara Birkeland, con una capacità di 120 Teu, per trasportare merci lungo le rotte costiere. Da quest’anno, poi, nei fiordi norvegesi si può entrare solo con navi a zero emissioni, per cui tutte le flotte turistiche hanno dovuto riconvertirsi all’elettrico. Stesso discorso per Amsterdam, dove ormai possono entrare solo barche a propulsione elettrica.
Catl: batterie per gli oceani entro 3 anni
La Cina, però, è decisamente più avanti. L’emancipazione del settore marittimo dalle fonti fossili è fondamentale per gli obiettivi più ampi di Pechino in materia di decarbonizzazione e indipendenza energetica. Le batterie, particolarmente adatte alle operazioni di navigazione costiera, sono la prima alternativa all’olio combustibile pesante, mentre sul fronte della navigazione d’altura si studiano altre soluzioni, dall’ammoniaca all’idrogeno. L’adozione su larga scala di navi oceaniche elettriche non si è ancora concretizzata a causa della bassa densità energetica delle batterie attuali rispetto ai combustibili fossili, ma il più grande produttore di batterie al mondo, Catl, è convinto che “ci si arriverà nel giro di 3 anni”, come ha sostenuto la responsabile della sua divisione dedicata alle applicazioni marine, Su Yi, all’ultima fiera Marintec China.
⚖ Ufficiale📰 Port of ValenciaAlta📅 2026-05-27📍 Ningboen
Valencia, May 27, 2026 – Valenciaport and the Port of Ningbo have supported the signing of a groundbreaking agreement between MSC, Senior Auto, the China Waterborne Transport Research Institute, and the Valenciaport Foundation for the practical implementation of the green corridor between the two ports, linked to MSC’s Jade maritime service The initiative was further … Continue reading "The Port of Ningbo and Valenciaport are promoting the Ningbo-Valencia Green Corridor" La entrada The Port of Ningbo and Valenciaport are promoting the Ningbo-Valencia Green Corridor se publicó primero en Valenciaport .
China is stepping up its crackdown on container transport service providers for regulatory breaches, as the industry navigates an increasingly volatile trade environment. China’s Ministry of Transport (MoT) has issued notices imposing fines on several major container lines and domestic NVOs that have allegedly engaged in freight rate filing violations. Liners facing the heat include CMA CGM, MSC, Hapag-Lloyd, ONE, Evergreen, Wan Hai and Emirates Shipping. The MoT is said to have found ... The post China in new crackdown on carriers for ‘freight rate violations’ appeared first on The Loadstar .
China is stepping up its crackdown on container transport service providers for regulatory breaches, as the industry navigates an increasingly volatile trade environment. China’s Ministry of Transport (MoT) has issued notices imposing fines on several major container lines and domestic NVOs that have allegedly engaged in freight rate filing violations. Liners facing the heat include CMA CGM, MSC, Hapag-Lloyd, ONE, Evergreen, Wan Hai and Emirates Shipping. The MoT is said to have found discrepancies between actual freight rates and filed rates, adding that it had held talks with companies before coming down hard on them “to strengthen the regulation of international container liner shipping and non-vessel operating common carrier markets, and enhance public oversight, in accordance with the administrative penalty law”. It added: “…shipping companies and NVOCC operators are requested to take this as a warning, improve their freight rate filing systems, ensure accountability, and earnestly fulfil their freight rate filing obligations.” The authority also warned that regulatory scrutiny would be further intensified. The ministry said it had carried out inspections at the ports of Guangzhou, Qingdao, and Ningbo between August and November last year before moving ahead with the punitive action. Chinese regulatory crackdowns on carriers are nothing new. In 2017, more than a dozen container lines faced the crack of the MoT whip for failing to be transparent on freight rate quotes. And in the aftermath of the Middle East war this year, the ministry warned ocean carriers against “opportunistic pricing”, as capacity and port connectivity became a challenge for shippers. Despite the regulatory whip, the Middle East supply chain crisis has seen carriers roll out a wave of surcharges on freight to the Persian Gulf. India, through its national maritime administrator the Directorate General of Shipping (DGS), has also come down on carriers, seeking transparency in logistics costs and warning against predatory pricing practices. “The DGS has received representations from various stakeholders in the export/import trade regarding the levy of multiple ancillary charges by shipping lines/carriers and their agents,” it said. “These charges are perceived to be non-transparent and opportunistic in nature, resulting in an escalation of transaction costs in the logistics chain and appearing to take undue advantage of the prevailing geopolitical tensions and war-like situation.” But questions remain on the effectiveness of that intervention, as hefty war-risk surcharges and other extra costs have found their way into shippers’ freight bills.
COSCO Shipping cuts out transhipment ports with new direct Libya connection in its North Africa Express service.
COSCO Shipping cuts out transhipment ports with new direct Libya connection in its North Africa Express service. May 12, 2026 The berthing ofMV Guo Yun Haiand the official launch ofCOSCO Shipping’sNorth Africa Express service mark a pivotal milestone in maritime trade betweenChinaand Libya, according to the shipping line. By bypassing intermediate transhipment ports, shortening transit lead times and offering greater cargo flexibility, the new route delivers substantial efficiency improvements and cost savings for importers, exporters and industrial enterprises in both countries. The launch also stands as a landmark development for Libya’s logistics sector. Direct container liner services from the Far East to Libya have long been limited, leaving most cargo dependent on third-party transhipment hubs and resulting in longer transit cycles and higher supply chain expenses. As part of COSCO Shipping’s North Africa Express network, the route also strengthens the resilience and operational flexibility of regional supply chains, while broadening trade ties between Libya and global markets, the company said. Related:Kuehne+Nagel to cut ocean freight emissions with Hapag-Lloyd The service will operate on a bi-monthly basis with modern container vessels, including the 300-meter-longMV Guo Yun Hai. Covering major ports across China and North Africa with full non-transshipment coverage, the route follows the port rotation: Qingdao - Incheon -Shanghai - Ningbo -Guangzhou Nansha →Suez Canal- Port Said West (Egypt) -Benghazi (Libya) - Misurata (Libya) - Valencia (Spain). Read more about: Katherine Si China Correspondent China-based Katherine Si has worked in the maritime industry since 2008 is well-connected with local industry players including Chinese owners and yards. Having majored in English Katherine started at news portal ShippingChina.com where she rose to become a News Editor. In 2008 she moved to work with Seatrade and has since held numerous positions including China correspondent for Seatrade Maritime Review magazine. With extensive experience in writing, research and social media promotion, Katherine focuses on the shipping and transport sectors.
Il progetto prevede due nuove banchine e infrastrutture dedicate alla movimentazione delle turbine e dei grandi componenti prodotti nello Zhejiang. L'articolo Ningbo, via libera al nuovo porto da 223 milioni per l’eolico offshore proviene da Shipmag .
Il progetto prevede due nuove banchine e infrastrutture dedicate alla movimentazione delle turbine e dei grandi componenti prodotti nello Zhejiang
Xiangshan, – Ningbo compie un nuovo passo nello sviluppo di un hub portuale specializzato per l’eolico offshore. Le autorità hanno approvato un progetto da 1,5 miliardi di yuan (223 milioni di dollari) destinato alla costruzione di infrastrutture dedicate all’assemblaggio, al carico e alla spedizione di turbine e componenti di grandi dimensioni prodotti nella provincia dello Zhejiang.
La prima fase sarà realizzata nell’area operativa di Waiganmen, nel porto di Xiangshan, e comprenderà una banchina ro-ro da 50mila tonnellate e una polivalente della stessa capacità, per uno sviluppo complessivo di 470 metri. È inoltre prevista la costruzione di un canale di accesso lungo circa 6,5 chilometri.
L’infrastruttura nasce per rispondere alla rapida crescita delle dimensioni delle apparecchiature destinate ai parchi offshore in acque profonde. Le pale delle nuove turbine superano ormai i 100 metri, mentre le navicelle possono pesare oltre 1.000 tonnellate, rendendo sempre più complesso utilizzare terminal portuali convenzionali per queste operazioni.
Il porto farà parte di un polo industriale dell’eolico offshore molto più ampio in costruzione a Xiangshan. Il progetto complessivo prevede sei grandi banchine e una capacità produttiva annuale di circa 70 strutture di supporto per turbine e tre fondazioni galleggianti, con i lavori delle strutture a terra già entrati nella fase di piena realizzazione.
Ningbo si prepara così a diventare uno dei principali nodi logistico-industriali della filiera offshore dello Zhejiang, insieme a Wenzhou. Il nuovo terminal fungerà da collegamento tra gli impianti produttivi e i siti di installazione in mare, confermando come la crescita delle turbine stia imponendo anche ai porti investimenti sempre più specializzati per la movimentazione dei carichi eccezionali.
Container ships have started heading towards the Arctic as sea ice melts rapidly. China's small shipping company Sea Legend has launched its first regular sea service connecting Asia and Europe via the Arctic Circle since mid-August. The ship named 'Dubai Tower', which departed from Ningbo Port in China on the evening of August 15, was passing through the Siberian Sea by August 31. This region is considered one of the most challenging sea routes in the world. The 175-meter-long container ship has to navigate through ice floes amidst strong winds. Visibility is very low due to thick fog and occasional blizzards. Rescue facilities are also limited in this high polar region, so even minor technical problems can quickly turn into serious accidents. The plan is to operate one ship every week from mid-August to early October. During this period, it is possible to cross the Northern Sea Route without the help of an icebreaker.Asia to Europe: Northern Sea Route and Suez CanalAccording to the Center for High North Logistics at Nord University in Norway, the journey from Ningbo to Felixstowe Port in the UK via the Northern Sea Route can be completed in about 20 days. The distance is approximately 7,850 nautical miles. In comparison, the same journey via the Suez Canal takes about 27 days without any port stops. With stops at various ports, the journey can extend to 40 to 50 days. The distance of the Suez route is about 11,000 nautical miles.In a test voyage in September 2025, a ship completed this route in just 20 days. However, Kjell Stokvik, director of the Center for High North Logistics, called the launch of regular container services surprising. According to him, the travel time can be significantly affected as Arctic weather and sea conditions are difficult to predict. On August 22, South Korea also sent a container ship named 'Panstar Acro' from Busan for a test voyage. Kim Hyun-gyom, head of the Panstar Group, which owns the ship, said that if the Arctic route is successful, it will contribute not only to an alternative sea route but also to the development of new economic zones and new logistics systems.Ships with Strong Structures RequiredShips using the Arctic route must have a reinforced structure and appropriate standards. Special sea route determination services must also be used, and the ability to predict sea ice conditions needs to be improved. The South Korean parliament is also studying legislation to coordinate government efforts to establish the country in the Arctic logistics sector. According to Mark Lanteigne, a professor of international relations at the University of Tromsø, Norway, countries including China and South Korea are preparing for a scenario in the next 15-20 years where Arctic ice will be significantly reduced. In such a situation, sea transport from Northeast Asia to Europe could be much cheaper in terms of fuel and time compared to the route through the Indian Ocean. 2025 has become the hottest year on record for the polar region. Therefore, it is expected that this new sea route can be operated for a longer period in the future. The increased interest of companies in the Arctic route is also due to the rise in attacks by Houthi rebels in the Red Sea. For security reasons, many ships have had to take the longer route around the southern tip of Africa, the Cape of Good Hope, instead of using the Suez Canal.What is the Profit?The Northern Sea Route is shorter, saving fuel. Since fuel is a major expense in maritime transport, this has attracted companies. However, the number of ports served on this route is small. The limited number of ports can affect commercial prospects, as each port stop generates additional income from loading and unloading goods. While the Northern Sea Route can primarily serve ports in Northern Europe, ships going via the Suez Canal can stop at many ports in Asia and West Asia to transport goods. Similarly, container ships that can operate in the Arctic Circle are relatively small due to sea conditions. Ships from China can carry about 1,740 containers, and ships from South Korea can carry 2,758 containers. In comparison, the world's largest container ships can carry about 24,000 containers. According to Stokvik, the Arctic route may be particularly suitable for high-value goods. The Arctic route can reduce risks for temperature-sensitive goods such as lithium batteries or electric vehicles, which carry a risk of fire in extreme heat.Russian ControlSo far, this sea route has been mainly used for transporting raw materials between China and Russia. Of the 103 voyages on this route in 2025, 34 were for oil and gas, and 23 were for mineral transport. The number of ships carrying containers was only 15, compared to 11 in 2024. According to Nils Rasmussen, chief shipping analyst at BIMCO (Baltic and International Maritime Council), a major international shipping organization, the new service launched by China will be able to carry less than 0.5 percent of the total volume of weekly containers going from East and Southeast Asia to Northern Europe. Since this service will operate for only eight weeks, it will account for less than 0.1 percent of the annual container transport between the two regions.The challenges on this route are not limited to climate. Russia wants to maintain control over this sea route, which stretches for thousands of kilometers along its coast. Russian Foreign Minister Sergey Lavrov stated on August 13 that Russia is committed to open and practical cooperation with all interested parties, taking into account its sovereign rights in the Arctic region. Every ship must obtain permission to use the route from Russia's state-owned company Rosatom. The Russian government has given this company the responsibility for the development and management of the Northern Sea Route infrastructure. However, companies using this route and refueling at Russian ports may be at risk of violating Western sanctions. Stokvik raised the question of how European countries would react if they found out that a container ship from China had refueled in Russia or used an icebreaker on the Arctic route. The large Chinese shipping company COSCO stopped sending ships via this route in 2022 after the start of the Ukraine war. According to Lanteigne, a small Chinese company, where the risk of sanctions is now relatively low, is currently operating a regular service, while South Korean ships are trying to make the journey without stopping at Russian ports. Kim, head of the Panstar Group, also cited the need to cross Russian territorial waters, international sanctions, and high insurance premiums as major challenges for this route.Rescue Operations Also ChallengingThe scientific organization Belona has warned that the environmental impact of an accident or oil spill in the Arctic region could be extremely severe. Due to extremely low temperatures, the natural ecosystem's ability to self-clean and restore is reduced, so the effects of pollution can last for a long time. Scientists warn that even a normal oil spill can turn into a major environmental disaster, as oil dissolves very slowly in icy water. In a report published in August 2025, Belona outlined various risks of Arctic maritime transport. These include underwater noise pollution from ship engines, the risk of radioactive pollution in case of an accident involving ships with nuclear reactors, discharge of polluted water, pollutants and black smoke emissions from burning hydrocarbon fuels, and the impact on the habitat and migration of local species. Rescue operations in case of an oil spill or accident would also be extremely difficult. According to Belona, there are only 11 rescue centers along the entire route. Especially in its eastern part, there is a severe lack of emergency rescue personnel and necessary infrastructure. There are also not enough rescue and emergency notification vessels. In October 2024, a ship named Nordic Giant ran aground on a sandbar near Teriberka in Russia's Far Northwest. The rescue team had to wait 41 days for it to arrive. Major maritime companies like Italy-Switzerland's MSC and France's CMA CGM have refused to use the Arctic route citing environmental reasons. The 'Safety and Shipping Review 2026' report published by the insurance company Allianz in June 2026 also warned of significant risks on the Arctic route due to harsh weather and limited infrastructure.From Le Monde This specific news has been automatically translated by AI. As a result, there may be some inaccuracies or language errors.
Colpiti nell’operatività due dei principali gateway cinesi, aggravando una situazione già critica per i servizi container L'articolo Il tifone Saudel ferma Ningbo, a Shanghai la congestione spinge le attese fino a 11 giorni proviene da Shipmag .
📰 The World Economic Forum📅 2026-08-28📍 NingboenClima · decarbonizzazione
The Northern Sea Route: A viable Asia-Europe alternative? The World Economic Forum
In South Korea, a container is loaded onto a ship bound for Europe via the Arctic, testing whether a route opened by melting sea ice can be commercially viable.Image:Yonhap via REUTERS Earlier this month, China established the first scheduled cargo service between Asia and Europe via the Arctic Ocean, marking a major development in opening the Arctic to trade. Passing north of Russia through the Arctic Circle halves the time it takes some ships to reach Europe compared to traditional routes south of Asia, but the route also holds significant environmental and geopolitical risks. On 15 August, a Chinese-owned ship set off from the eastern Chinese port of Ningbo and is expected to complete its voyage to the UK via the 5,600km Northern Sea Route (NSR) in about 20 days. The ship, carrying high-value cargoincluding batteries and photovoltaic equipment,is the first of eight scheduled this season by the carrier Sea Legend. Countries including India, South Korea and Japan have all shown interest in Arctic shipping routes, although China has been the most active in seeking passage, framing it as the so-called Polar Silk Road. The pursuit of Arctic trade routes has intensified as the war in the Middle East and rising geopolitical tensions have highlighted the risks posed by strategic trade bottlenecks such as the Strait of Hormuz, Malacca Strait and Suez Canal. Currently, the bulk of cargo using Arctic shipping routes is Russian oil and gas, passing between Russian and Chinese ports rather than across the full route into Europe. The volume has been growing in recent years, but is dwarfed by routes such as those through the Suez Canal. Sea ice and weather conditions mean that the NSR is only accessible to many ships during the warmer months. However, with warming climates causing polar ice to retreat, the route is likely to become accessible for extended periods. Sea Legend is using digital navigation and monitoring to adjust routing in real time according to conditions. From November to July, when only ships with reinforced hulls can pass through the route, the carrier companyhas bought or leased a number of smaller vessels. These are costly, in short supply and may still need to be accompanied by icebreakers. All of this starts to erode the price and speed advantage of the NSR. China has already been joined by others on the Arctic passage, with South Korean company PanStar also sending its first container ship from Busan New Port to Europe this month. Travelling via the Arctic willcut the journey by around 7,000km and 10 days, with South Korea's Vice-Oceans Minister Nam Jae-hon saying the route was "bound to become an alternative" to Middle Eastern shipping routes. Some experts have cautioned that South Korea's use of the NSR could expose operators to potentially violating Western-imposed sanctions if they use Russian-provided services such as icebreakers or emergency support. Moreover, observers note that China's partnership with Russia to transit the NSR poses a risk should it be used in the future for military purposes. Shorter journeys via the NSR burn less fuel, cutting both oil expenses and carbon emissions. So, in that respect, the route may offer some environmental benefit. However, as the environmental groupBellona cautioned in its 2025 report,there are many other reasons why the route has environmental costs. The Arctic ecosystem is fragile and already under pressure from warming temperatures and melting ice. The treacherous conditions the NSR presents – shifting ice floes, narrow passages, poor weather conditions – also create an increased likelihood of accidents and emergencies. Furthermore, there is little capability in the region to deal with oil spills, for example, and ships stuck in ice may have to wait weeks for assistance. In addition, noise pollution from ships may disrupt marine wildlife like whales and seals who depend on sound for navigation and communication. The habitat is also an important breeding and feeding ground for fish, migratory birds and marine mammals. However, as receding ice makes the NSR passable for longer and conflict adds risk and tensions to alternative routes, the incentives to use the NSR may continue to grow for some countries. License and Republishing World Economic Forum articles may be republished in accordance with the Creative Commons Attribution-NonCommercial-NoDerivatives 4.0 International Public License, and in accordance with our Terms of Use. The views expressed in this article are those of the author alone and not the World Economic Forum. 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Ningbo-Zhoushan port sees completion of 5,500 tonnes green methanol bunkering engine.online
COSCO SHIPPING Libra, a methanol dual-fuel container ship, was bunkered with green methanol at the port's Meishan area on 23 August. IMAGE: Zhong Ran Lv Neng 85 bunkers COSCO SHIPPING Libra at Meishan. China (Zhejiang) Pilot Free Trade Zone According to the China (Zhejiang) Pilot Free Trade Zone, the operation set a new record for the volume of green methanol bunkered by a single international vessel in Zhejiang province. The bunkering was done under the supervision of Meishan Customs, a branch of Ningbo Customs and was carried out by the methanol bunkering vesselZhongran Green Energy 85. In July 2026, the vessel became China’s first newly built professional methanol bunkering vessel and officially entered operation, becoming a key methanol bunkering vessel at Ningbo-Zhoushan Port. Earlier in June,Zhong Ran Lv Neng 85, the stainless-steel chemical tanker and the first methanol bunkering vessel in China, wasdeliveredto China Marine Bunker (PetroChina). By Gautamee Hazarika Please get in touch with comments or additional info to news@engine.online