Sunday, May 24, 2026

Nigerian Ports Blocked by Collision Between Maersk Feeder and Small Tanker

Onne Port Nigeria — The collision reportedly took place in the Bonny Channel as the feeder was maneuvering before docking at Onne Port (Nigerian Ports Authority)

A feeder containership operated by Maersk was involved in an incident in Nigeria’s Bonny Channel, which has left the ship aground. According to media reports, the Maersk Valparaiso is blocking access to the channel and preventing ship movements at Port Harcourt and the Onne port, where it was headed.

The 23,359-dwt feeder has a capacity of 1,740 TEU and operates on a route linking Nigeria, Ghana, Togo, and Côte d'Ivoire. Built in 2010, the feeder is 175 meters (574 feet) in length. Registered in Singapore, it has been operating for Maersk since 2022.

According to a statement from the Nigerian Maritime Administration, the Maersk Valparaiso was inbound to the West Africa Container Terminal located in Onne Port on May 20. It was carrying approximately 717 containers bound for the terminal operated by Maersk’s APM Terminals.

The Daily Trend newspaper reports the vessel was maneuvering in the channel, preparing to dock at berth 4 at Onne. It collided with a small product tanker coming from the Onne Oil and Gas Free Zone. The tanker named Lady Martina grounded, and according to the Daily Trend, the Maersk vessel became “stuck in the mud” in the channel. It is reported to be waiting for a damage assessment.

The Maritime Authority responded to a call from the vessels, sending a patrol boat. It reports that five of the crewmembers aboard the product tanker sustained injuries and were taken ashore for treatment. The vessel, which is 57 meters (187 feet), was built in 1962 and had departed the terminal at Port Harcourt. According to the reports, it drifted and is aground in the Bonny Channel. The authorities are dealing with an oil spill.

The Maersk vessel’s AIS signal continues to show status as “aground” as of Thursday, May 21. The newspaper reports that the hope was that the tide would help the containership to move, but it has remained stuck. Nigerian officials are reported to be working on a plan to refloat the vessel.

For now, the access channel to both ports remains blocked. The Daily Trend quotes sources saying congestion is growing in the Bonny Anchorage. Vessels are unable to arrive or depart from the Oil and Gas Free Zone.

Onne Port was developed by the government and converted to a unique Public-Private Partnership approach by the Federal Government of Nigeria. It has emerged as Nigeria’s second-largest port for exports. APM highlights the terminal for its excellent hinterland connections to the rest of Nigeria. It reports the terminal has a capacity to handle vessels up to 4,500 TEUs and an annual throughput capacity of 361,000 TEUs.

Carnival Corporation Marks First Meal Donation in Latin America

By [Carnival Corporation]

Carnival Corporation, the world's largest cruise company, today announced its first surplus meal donation in Latin America, establishing a pathway for Carnival Cruise Line ships visiting Roatán. The donation of 210 portions of prepared, unserved meals from Carnival Jubilee was provided to the municipality of Roatán for distribution to local partners serving communities in need.

Part of Carnival Corporation’s Less Left Over strategy to reduce food waste, the company’s meal donation program safely redirects high-quality surplus meals to help address food insecurity in port communities where the company’s ships call. With the addition of Roatán, the program has expanded to 18 ports since 2017, providing more than 320,000 meal portions to global communities since its inception, with plans to continue expanding the model into new markets.

“Expanding our surplus meal donation program to Latin America is an important step in our Less Left Over strategy and an example of how collaboration can turn surplus into support for communities,” said Vicky Rey, vice president of government affairs for Latin America, Carnival Corporation. “This work requires clear processes, strong government collaboration and shared commitment, and we are especially grateful to President Asfura for helping facilitate this first donation so quickly, along with the federal and local leaders who helped make it possible.”

“This first donation shows what can happen when the right partners come together with a shared purpose,” said Ron McNab, mayor of Roatán. “Prepared, unserved meals can now safely move from ship to shore to support schools, hospitals and community organizations across Roatán. We are grateful to Carnival Corporation and Carnival Cruise Line for helping to bring this program to life.”

“Surplus meal donation starts with strong food safety standards and close coordination between our shipboard teams and our partners ashore,” said Schalkie Badenhorst, director of food operations, Carnival Cruise Line. “Our team members help make this work possible by identifying high-quality unserved meals remaining after service and ensuring they are handled and transferred ashore in accordance with our food safety requirements.”

The announcement builds on Carnival Corporation’s long-standing presence in Roatán through Isla Tropicale, its cruise destination in Honduras. Isla Tropicale is one of seven exclusive destinations in Latin America and the Caribbean designed for Carnival Corporation guests traveling on one of its eight global cruise lines. Since opening in 2009, the destination has represented a total company investment of $93 million, welcomed close to 9 million visitors and generated approximately $750 million in economic impact. Isla Tropicale supports more than 1,300 local jobs, benefiting vendors, tour operators, transportation providers and others tied to its operations.

Carnival Corporation’s Less Left Over strategy has reduced its per-person food waste by 47% since 2019, avoiding more than $250 million in surplus food costs, while continuing to deliver award-winning dining experiences to its more than 13.5 million guests. The strategy spans dozens of small and large programs, practices and technologies across its world-class cruise lines, designed to cut food waste by 50% by 2030 (vs. 2019).

The products and services herein described in this press release are not endorsed by The Maritime Executive.

Singapore Issues First Authorization for Ammonia Bunkering Trials

Itochu ordered the first ammonia bunker vessel which will start the bunkering trials in late 2027 (Itochu)

Singapore’s Maritime and Port Authority recently granted the first authorization for an ammonia bunker operation that will use ship-to-ship fuel transfers. The program is being developed by subsidiaries of Japan’s Itochu Corporation and will be used to fuel the newly built ammonia bulkers for the joint venture between Mitsui O.S.K. Lines and CMB.TECH.

Itochu reports that the authorization was granted following MPA’s review of comprehensive safety studies, risk assessments, and business plans for ammonia bunkering in Singapore developed by Itochu's Singapore-based subsidiary ZETA Bunkering. The authorization became effective on May 15, 2026, for a trial period up to two years, subject to MPA’s prevailing regulatory framework.

The companies ordered the first newbuild ammonia bunker vessel in June 2025, which is being built by Japan’s Sasaki Shipbuilding. The vessel, which will have a capacity of approximately 5,000 cbm of ammonia marine fuel, is expected to be delivered in September 2027.

Once the vessel is placed into service, the plan is to conduct the demonstration trials in conjunction with the MOL-CMB.TECH joint venture. The companies announced in March 2025 that they had agreed to joint ownership of three ammonia-fitted 210,000 dwt Newcastle bulk carriers. The vessels are being built at Qingdao Beihai Shipyard in China and will operate under a 10-year charter to MOL. The companies also placed an order at China Merchants Jinling Shipyard (Yangzhou) for a total of six chemical tankers. Two of the vessels will be ammonia-fitted on delivery, and the other four will be built ammonia-ready. CMB.TECH will own the vessels, which will operate under charter to MOL Chemical Tankers.

Singapore is at the forefront in the development of ammonia as an alternative marine fuel. The first-ever ship bunkering and trials were done under the authorization of the MPA for the Fortescue vessel, an offshore support vessel that was converted for ammonia operations. The test of the Fortescue vessel were conducted in early 2024, and the vessel was authorized for registration in Singapore.

Itochu says through these demonstrations and subsequent ammonia bunkering trial operations, it will work closely with MPA and other maritime stakeholders to develop infrastructure, technologies, and operational standards for ammonia bunkering that prioritize safety and environmental sustainability. Itochu will also formulate detailed implementation plans, conduct risk assessments, and establish emergency response measures, ensuring that safety and environmental protection remain paramount.

These trials will enable Itochu to establish safe and sustainable ship-to-ship bunkering operations using ammonia as marine fuel. It aims to commercialize the ammonia bunkering business in Singapore and at major maritime hubs worldwide.

RINA Awards AiP for Energy Harvesting Ship That Could Become Green Supplier

concept for hydrogen generating vessel — Drift's vessels would produce and store green hydrogen as they sail making them the first net-positive vessels (Drift)

RINA awarded an Approval in Principle (AiP) certificate to a unique concept vessel that would be an energy-harvesting ship, designed to produce green hydrogen as it sails the world and supply it to ships and other users. The approval was issued to Drift Energy, a UK-based start-up launched in 2021.

The company says it is following a roadmap towards building the world’s first net-positive vessel. Drift plans to launch its first ship during 2027, subsequently moving to series production. It reports already having a current orderbook of more than 30 vessels.

DRIFT’s energy harvesting ships would harness deep ocean wind to produce green energy at sea and deliver it worldwide. The vessels use hydrokinetic turbines under the hull to produce electricity, which is then converted via electrolysis into green hydrogen fuel and stored onboard for delivery to ports and other demand centers around the world. They would also incorporate a proprietary AI-enabled routing technology, which would enable the ships to locate and follow optimal weather patterns, achieving ultra-high load factors compared to other renewable energy sources.

Each vessel would have an onboard megawatt-class electrolyzer to produce and store gigawatts of green hydrogen. The hydrogen payload would be stored in standard 40-foot containers, ready to be lifted ashore. Alternatively, the hydrogen can be pumped ashore, and the vessel will also be able to directly bunker other vessels in port or at anchor. Future capability will also allow refueling at sea.

“The AiP validates the vessel’s feasibility from a class perspective and is a key step towards full plan approval,” said Ben Medland, Drift Energy’s Founder and CEO. “Our ships are set to play a pivotal role in the global energy transition, and I am delighted that DRIFT is defining the framework that such innovative vessels will be evaluated against in the future.”

It is the first time that an AiP has been awarded for an energy-harvesting ship, and, through RINA’s risk?based Approval in Principle framework, it confirms that DRIFT’s novel design meets safety levels equivalent to established marine industry standards while enabling clean energy generation at sea.

Patrizio Di Francesco, North Europe Special Projects Business Development Manager and Principal Engineer at RINA, said, “Through close technical collaboration with Drift Energy, RINA has assessed a novel design that introduces new approaches to the generation and transport of clean energy at sea, while addressing classification and safety requirements from the earliest stages of development.”

Drift also highlights the advantages over other forms of green hydrogen generation. It notes that the ships can be built and delivered in significantly less time than is required to develop wind farms. They will also be able to position the ships to maximize their yield based on shifting wind patterns, and the moveability of the ships means they can not only generate the alternative fuel, but it can also be brought to where it is needed.

In addition to the potential to provide marine fuel, Drift points to the opportunities with superyachts. It says it can also supply heavy industry and deliver green hydrogen to small island nations that will not have the generation capabilities.

NATO Monitors Russian Surveillance Ship Loitering Near NATO Exercise

Portuguese frigate and Russian intelligence collection vessel — Portuguese frigate as it was monitoring the Russian vessel loitering near the NATO exercise (NATO Maritime Command)

It was a case of who’s watching whom, according to reports from NATO Maritime Command. A Russian “intelligence collection” warship was spotted by NATO, reportedly loitering nearby by as one of its largest and most demanding exercises got underway.

Named Dynamic Mongoose 2026, the operation is taking place in Norway, bringing together warships, assets, and submarines from nine allies. The Russians are rarely too far away, trying to observe the action during one of these exercises. This year, NATO reports it identified the Russian vessel Yuri Ivanov, only one of two in a class of ships Russia built for intelligence collection.

Yuri Ivanov was commissioned in 2015 and is thought to have about 120 people aboard. It is a 4,000-ton displacement vessel measuring 95 meters (312 feet). Its sister ship operates in the Black Sea and has been a target for Ukraine.

NATO commanders reported on Thursday, May 21, that the vessel was loitering in the area of the exercise, which had commenced on May 18 and runs to May 26. They call the training program one of the most demanding maritime exercises for NATO as they sail in the cold waters of Norway. The exercise launched from Trondheim, and it focuses on submarine and anti-submarine warfare capabilities.

Vessels preparing for the start of the exercise (NATO)

Germany, the Netherlands, and Portugal are participating with submarines. Among the surface vessels are HDMS Esbern Snare from Denmark, FGS Sachsen from Germany, HNLMS Zeeleeuw from the Netherlands, NRP Francisco De Almeida from Portugal, and HMS Duncan and HMS Prince of Wales from Great Britain. Maritime patrol aircraft from Canada, France, Germany, Portugal, the United Kingdom, and the United States are also participating in the exercise.

During Dynamic Mongoose, the Allied submarines are maneuvering beneath the cold Norwegian Sea, testing their skills. The surface and air forces are challenged to detect, track, and counter the underwater threats.

They also had a Russian “visitor” to deal with. NATO maritime commanders decided to assign NRP Francisco De Almeida and a Merlin Mk2 from HMS Prince of Wales to monitor the Russian vessel as it was positioned near the NATO fleet.

NATO posted a message online of “We are watching,” but it became a challenge to know who was watching whom.

Russian Patrol Ship Improvises Using Fencing to Protect Against Drones

Russian patrol ship with protection against drones — Fencing struck around the bridge and superstructure as makeshift protection against drones (DVA Major on Telegram)

In the more than four years since Russia invaded Ukraine in an all-out war, Ukraine has become proficient in drone technology and has frequently reported its use of its systems to attack Russian warships and other critical infrastructure. Ukrainian media this week spotted photos posted on Russian social media showing an improvised solution to add protection to Russian patrol boats.

The pro-Russian site DVA Major posted pictures showing Russian patrol boats “covered in chain-link fencing!” It says that public funding was used to buy the material and that it has been applied to more than one patrol ship.

The area around the bridge was seen draped with the fencing. It has also been applied to the top of the superstructure.

“This solution isn't a panacea. It won't protect against all types of enemy ammunition. But if nothing is done, nothing will happen,” writes DVA Major.

The Ukrainian site Militarnyi studied the pictures, and although the vessel was not named, it believes it has identified the class of ship. It says the structure around the bridge is unique to the Project 22460 patrol ship.

Russia commissioned the first of the vessels in 2009 and uses them for various coastal patrols. The media reports are that four of the vessels are currently based in Crimea, and two more are at Krasnodar Krai.

In February 2026, Ukraine's general staff said it had used drones to hit two border guard ships moored near the town of Inkerman in Crimea, at the easternmost end of Sevastopol Bay. The vessels damaged were Project 22460 Rubin-class fast patrol boats. Further, it was reported that Ukraine had targeted vessels of the same class in December 2025 in the Caspian Sea. Last weekend, Ukraine also reported hitting a different class of patrol ship in Crimea with drones.

Example of Project 22460 patrol ship - note the structure below the bridge -- Aleksandr Markin photo (CC BY-SA 2.0)

The 22460 patrol boats are fast, with a speed of 25 knots and 650 tons displacement. They are 62.5 meters (205 feet) in length, with reports that they have a crew of 20 and space for 14 additional people.

Other pictures were recently online of the Russian Project 21980 class, which is used for anti-sabotage operations. One of those vessels also appeared to have been fitted with a similar netting made of fencing to block drones.

It remains to be seen if it is judged an effective protection and if it will appear on other Russian ships.

An answer to many questions: Damen Fuel Flexible Tugs

Range of options is prepared for the future – whatever it may hold

The numerous new regulations facing the industry in recent years leave no room for doubt – the maritime energy transition is underway.

To offer just one example of many, in 2024, the EU Emissions Trading System (ETS) was further rolled out to incorporate maritime transportation. True, it’s currently only applicable to vessels over 5,000 gross tonnes. This is unlikely to remain the case for long, however. Already, there are indications that the regulations could be expanded to cover all vessels over 400 gross tonnes in 2027 and below that in the near future.

Into the carbon market

With that, many towage companies will be expected to dramatically lower their emissions, and forced to enter the carbon market, purchasing credits to offset their carbon output – a potentially costly endeavor.

Another strong indication that the transition is progressing is the difficulty vessel owners frequently encounter when trying to attract funding. In many cases now, lending is only available to operators able to demonstrate the sustainability of their intended investment.

Fuel of the future?

Even without these issues to contend with, there remains the question of what to invest in, explains Erik van Schaik, Product Manager Tugs at Damen.

“A newbuild tug ordered today may still be in operation three decades from now. Who knows what the fuel picture will be five years from now, never mind 25 or 30 years?”

In reality, there will most probably be no one dominant maritime fuel type in the future. Various factors will affect which fuel will be used – availability, infrastructure, maturity of technology, and required level of energy density.

The operational profile of the vessel will certainly play a role in determining the fuel type used, he continues.

“For example, with a predictable port-based towage operation, a fully electric, zero emissions approach makes sense. For less predictable operations farther from shore, the way forward is more likely to be a carbon-neutral approach with a fuel such as HVO or green methanol.”

Flexibility – the key to tomorrow

In short, there is a lack of clarity at present. This doesn’t mean there are no routes open to vessel owners; however, the key to the future does not lie in having the solution right here, right now. Rather, says Erik, it lies in having the flexibility to be able to respond once the future arrives.

“That is the thinking behind Damen’s Fuel Flexible (FF) Tugs range. This is a series that provides diesel propulsion, competitive in today’s market, but prepared for what’s to come.

“If, in the future, it becomes commercially attractive – or indeed, mandatory – to sail with hybrid propulsion, HVO or methanol, you have the possibility to switch – at that moment.”

The FF series consists of three tug types – the ASD Tug 2512 FF, the ASD Tug 2713 FF, and the ASD Tug 3313 FF. The vessels are, respectively, 25 x 12, 27 x 13, and 33 x 13 meters, offering a range of capabilities for operations in ports, close to shore, and offshore.

Modular energy concept

With these tugs, Damen applies a modular energy concept, Erik explains. In its design of the vessels, Damen has created additional spaces which, in the future, can be used for storage and handling of alternative energy sources. For now, this space sits empty, waiting to see what the future will bring.

When the moment comes, it is ready for rapid conversion to a number of different configurations, depending on what is required or desirable.

“The fuel flexible tugs are prepared for an easy retrofit from diesel or HVO to diesel or HVO plus methanol or diesel or HVO plus battery electric PTI/PTO hybrid.

“The existing Damen diesel tug family and the new Damen Fuel Flexible Tug family will have a comparable price per ton bollard pull. Tug owners can undertake a retrofit to a different energy source during the lifetime of the vessel when they are certain there is a business case for it. If that moment never occurs during the lifetime of the vessel, no money is lost.”

The way forward

“What this means is, you have today a single platform that supports multiple configurations – diesel, HVO, hybrid, or methanol – ready for the future. Of course, there will be an investment required to convert it to a different configuration, but you will only need to do that at the point when you know for sure that the decision you are taking is relevant and likely to offer a return on investment.

“To our thinking, this is a practical way forward. While no one can offer clarity on what the future looks like, the FF range offers operators a smart solution; a range of vessels suited to today’s operations and ready, without significant adaptation, for tomorrows. The FF Tugs offer operators a means to invest in fleet renewal, cost-effectively and with confidence.”

This article is sponsored by Damen Shipyards Group. For more information about the tugs, please visit the company online.

The opinions expressed herein are the author's and not necessarily those of The Maritime Executive.

DNV Study Suggests Possibility of Eliminating Efficiency Loss From Fouling

A standard reference chart showing the serious impact on fuel efficiency as fouling progresses (IMO). A DNV study shows that frequent cleanings can keep a ship's fouling level from progressing towards the right side of the curve.

When evaluating the antifouling properties of a hull coating - and the corresponding fuel savings that an operator can expect to achieve over time - shipowners look at how much the vessel gets slowed down by fouling over time. A poorly-chosen coating will show a large slowdown and falling fuel economy between five-year dockings; a properly-chosen coating will still show some slowing over the years, but not much. It now appears possible that the baseline for this measurement could be reset to zero: coating maker Jotun has published results that suggest that with a proprietary hull-cleaning robot, a ship can operate all the time with a continuously clean hull - for all intents and purposes, just as efficient after five years as the day it came out of the drydock.

The study, conducted by DNV, followed 12 vessels that have used Jotun's hull-cleaning robot for more than three years (on average). A check of the ship's performance data found no measurable speed loss over time, compared to an initial one-year reference period. Physical inspections were also conducted to check for visible fouling on the underside.

"The analysis confirmed that the hulls remained clean throughout the review period and that no measurable loss of speed occurred. This provides Jotun with third-party verification that the solution performed as intended under real operating conditions," explained Olav Rognebakke, Head of Section Hydrodynamics and Stability at DNV.

The idea is to use a cleaning-compatible coating, then clean so often that early-stage fouling is removed before it can stick to the hull and grow into something large enough to induce drag. Jotun says that by evaluating the speed loss data, DNV has shown that this level of cleanliness is operationally meaningful for the shipowner.

"Credible speed loss data matters. Without it, operators face operational and regulatory risk, and fleet decarbonisation plans can be built on the wrong assumptions. Independent verification, like through DNV, is how we turn claims into documented performance," said Morten Sten Johansen, Global Category Director for Hull Performance at Jotun.

D.E.I.

Panama Canal Names First Female Administrator as Challenges Grow

The President of Panama, Jose Mulino, announced on Thursday the decision of the Board of Directors of the Panama Canal Authority to appoint its first-ever female administrator for the vital waterway. An engineer and the current deputy administrator, Ilya Espino de Marotta, will officially assume the leadership position on October 1, taking the reins at a critical time as the operation is seeing increased traffic and potential impacts from a brewing El Niño weather pattern and the lingering pressure from the United States after Donald Trump asserted that China was controlling the operations.

A marine engineer, a graduate of Texas A&M University, with a master's degree in Economic Engineering from Santa María La Antigua University and executive training from INCAE and the Kellogg School of Management, Espino de Marotta, the authority highlights, was selected after a national international search, consultation, and evaluation process. It notes she has over 40 years of experience and is a 35-year veteran at the Panama Canal, having overseen major projects, including the expansion programs.

Espino de Marotta takes over as volume at the Panama Canal is increasing. The industry trade group BIMCO highlights that the disruptions in the Middle East and the closure of the Strait of Hormuz are contributing to the Panama Canal’s volumes. With oil and gas prices increasing, U.S. exports are growing, and Asia is seeking to make up the shortfall through U.S. imports.

BIMCO highlights an eight percent year over year increase in daily transits at the Panama Canal, with a current daily average of 38 vessels driven by the tanker sector. In the past five weeks, BIMCO reports there has been a 16 percent year-over-year increase in traffic at the Panama Canal.

(BIMCO - Clarksons data)

“The daily maximum capacity of the Panama Canal is around 36 to 40 transits, meaning it is currently operating close to maximum capacity,” says Filipe Gouveia, Shipping Analysis Manager at BIMCO. “The recent spike in demand has inflated auction prices and caused a 50 percent year-over-year increase in waiting times, now sitting at a 47-hour average.”

The Panama Canal Authority’s online dashboard shows a total of 83 booked vessels and 10 non-booked vessels waiting as of May 21. It says the average wait for non-booked vessels is 3.9 days northbound and 8 days southbound.

The surge in volume has also sent prices skyrocketing for the slots the AMP auctions off to vessels without bookings. Earlier in the month, brokers reported a record $4 million price paid at auction for a slot, while the average is running around $400,000, up nearly three times from the average before the war started in the Middle East.

BIMCO highlights that container vessels, LPG, oil tankers, and bulkers make up approximately three-quarters of the transits. The rise in energy shipments, it notes, adds to the strain as many of these vessels operate in the spot market without schedules that permit advance reservations.

“Looking ahead, demand for Panama Canal transits could stay high for as long as disruptions in the Strait of Hormuz persist and U.S. energy exports stay strong. In the short term, congestion and waiting times could remain high and increase further in the medium term,” reports BIMCO.

The first challenge will come in June. Beginning at midnight on June 9, the canal will begin a dry maintenance process for the east lane at Gatun Lock, and it is scheduled to run through June 17. During that time, booking slots will be cut to just 16 vessels, with the authority warning that lockage will take additional time as the vessels share the westbound lane. It will be offering 10 fewer slots than normal during the maintenance period.

Also looming and expected to start this month or next is the weather phenomenon known as El Niño, which is likely to reduce rainfall on the isthmus. The authority highlights that it is better prepared than in the 2023-2024 season, when the lack of water forced it to cut transits to 22 vessels and reduce the maximum draught.

It reports monitoring began in late 2025 and that it has kept water levels at historically high levels in Gatun Lake, which serves as the main reservoir of the operations. They also point to an unusually wet season, which helped strengthen water reserves in the lakes, while they have also maintained water-saving measures at the locks. Currently, they do not anticipate being forced to renew restrictions in 2026, but the situation requires careful monitoring and management.

Longer-term, Espino de Marotta is likely to face renewed pressures from the Trump administration, which has also demanded free passage for U.S. government ships. The authority is also planning the development of two new port terminals, one at each end of the canal, with the tender expected in the coming months. It was announced to address U.S. concerns before Panama’s courts canceled the concession of CK Hutchison. The country remains locked in a brewing legal battle or arbitration with the Hong Kong company, while it also plans to tender for new concessions to operate the two existing terminals.

The Panama Canal Authority has announced other expansion plans, including a natural gas pipeline and improvements to the logistics corridor. It also has a long-term program to improve its reservoir system and water management.

Maersk Center Downsizes Amidst Uncertainty on Path to Decarbonization

An ammonia bunkering simulation at Port of Rotterdam, conducted in partnership with the Maersk Mc-Kinney Møller Center for Zero Carbon Shipping (MAGPIE / MMMCZCS)

Amidst uncertainty about the form and timing of shipping's green transition, the A.P. Moller Foundation's Maersk Mc-Kinney Møller Center for Zero Carbon Shipping has quietly reduced its headcount by about 30 percent. Chief technology officer Torben Nørgaard has also confirmed that he is departing to join a commercial venture.

"Far from retreating, the Center is adapting so that we can continue to deliver on our mission, together with our partners and the wider maritime ecosystem," said CEO Bo Cerup-Simonsen in a statement earlier this week. "Drawing on the insights and experience we have gained, we are deepening our focus and directing our energy to where our impact can be greatest."

Going forward, the center plans to focus on its technical work - researching energy efficiency measures and low-carbon propulsion - and supporting the development of regulations and policies.

Simonsen said that he is optimistic about the long-term future of the IMO's carbon emissions regulatory process. Many of the member states that are skeptical of aspects of the Net Zero Framework have reservations about implementation, but are still committed to the broader idea of the 2023 IMO Greenhouse Gas Strategy, he said - encouraging for the prospects of working out a deal down the road.

"These [MEPC] meetings have left us in a constructive, if fragile, position. Member states are now preparing to find a way forward that can secure broad support while living up to the ambition of the 2023 IMO GHG Strategy," Simonsen said.

The downsizing may also reflect a financial reality. With new geopolitical headwinds facing decarbonization in general, the center has shed several commercial sponsors since the start of 2025. Notable departures from the public partnership list include big names in energy, classification, shipping and marine technology, but 18 core sponsors remain.

MONOPOLY CAPITALI$M

Baleària Completes Canary Islands Acquisition from Armas Trasmediterránea

Baleària Canary Island ferry acquisition — Baleària completed the Canary Islands portion of the combination reporting it will launch a new brand (Baleària)

Baleària, Spain’s leading maritime passenger and freight transport company, has completed the first phase of the planned acquisition of Armas Trasmediterránea, taking control of the assets in the Canary Islands. It includes both inter-island routes and connections between the mainland and the island and, according to the company, consolidates Baleària’s position as Spain’s leading operator of scheduled maritime transport while also establishing it as one of Europe’s leading ferry operators, in terms of both scale and quality.

The agreement for this acquisition was announced last August, with the company now taking control of the Canary Island assets. The procedures relating to the operations for the Strait of Gibraltar and Alboran Sea are yet to be finalized. The company said the deal would include the management of 15 ships, while other portions of the operations were being sold to DFDS.

This acquisition marks the integration of three historic Spanish shipping companies: Trasmediterránea (founded in 1916), Armas (in 1941), and Baleària (in 1998). The resulting group will have around 4,500 employees and a fleet of over 50 vessels. The combined annual traffic volume will exceed 8 million passengers and 11 million linear meters of cargo, generating a consolidated turnover of over €1 billion (nearly $1.2 billion at current exchange rates).

"The new Baleària is ready to ensure the efficiency of the entire national maritime transport network across all its regions," said Adolfo Utorm, president of Baleària. “We are talking about a key infrastructure for territorial cohesion with the Canary and Balearic archipelagos, and with the autonomous cities of Ceuta and Melilla, as well as a vital link for political and commercial relations with Morocco and Algeria."

As part of this integration, the company has launched the Baleària Canarias brand, through which it will operate in the Canary Islands. During the transitional period, this new brand will coexist with that of Armas Trasmediterránea.

Baleària has also committed to investing €45 million ($52 million) over the next three years in the Canary Islands to enhance the quality, digitalization, and comfort of the fleet it has acquired. The company has also guaranteed that the entire existing workforce will be retained.

It is a significant consolidation of ferry operations in Spain and its territories. Baleària called it a strategic deal that would increase its competitiveness against the multinational ferry companies.

Seven Crewmembers from MSC Elsa 3 Casualty Seek Release from India

containership sinking — Seven crewmembers remain detained in India a year after their ship sank (DGS)

A year after the MSC Elsa 3 containership rolled onto its side and sank off the Indian coast, seven officers and crewmembers from the vessel remain detained in India. They are asking the High Court in Kerala for the return of their passports and permission on humanitarian grounds to return to their home countries.

The MSC Elsa 3 had listed onto its side on May 24, 2025, and later sank around 14.6 nautical miles off the Kerala coast. The Indian Coast Guard organized a rescue mission and brought all 24 crewmembers safely into the port. However, the crew says that the Mercantile Marine Department in Kochi issued a notice directing that no crewmember should leave Kochi without written permission.

The police later filed papers for charges against the vessel and its owner/operator, while the local government and the Indian authorities have filed court claims for more than $1 billion in compensation. In addition, the cargo owners filed admiralty claims, while the local fishing community and others have also filed claims in the court against MSC.

The crew told the court that the police had seized their passports. Yet they highlight that only the master of the ship was named in the police indictment. They assert that they have cooperated with the investigation and should now be released to return to their homes. They note that the Director General of Shipping allowed 15 crewmembers to depart India in August 2025.

The remaining crewmembers, including the master, chief officer, chief engineer, and second engineer, filed papers with the High Court asking for the return of their passports and contending they are being illegally detained. The crewmembers are from Russia, Ukraine, Georgia, and the Philippines.

The court held an initial hearing on the petition, and it asked for responses from the Indian government and the local government in Kerala. A follow-up hearing has been scheduled for next Friday, May 29.

Media reports are also highlighting that a year after the casualty, the shoreline continues to be polluted by the cargo. The vessel was carrying 643 containers, some transporting calcium carbide and plastic nurdles. Days after the ship sank, some of the containers began to wash ashore or break open. Around 630 metric tons of debris were recovered during a shore cleanup while a diving program sought to drain the oil from the hulk.

An environmental group is now saying that despite the government ending the cleanup, it is still finding nurdles on the beaches. It reports finding a “persistent presence of the pellets on beaches” while warning that the pellets will be a persistent threat. They theorize that strong waves and weather conditions could also be stirring up debris that remained at sea and driving it to shore.