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Showing posts sorted by date for query CK Hutchison. Sort by relevance Show all posts

Monday, May 18, 2026

 

China Fines MSC, CMA CGM, and Hapag, and Warns on Freight Rate Violations

Qingdao container terminal
China says it found violations during inspections at three container ports (Qingdao file photo)

Published May 14, 2026 3:50 PM by The Maritime Executive


China’s Ministry of Transport announced it has issued fines against a total of nine international container shipping lines, as well as seven of its domestic non-vessel operation common carriers (NVOCC) for what it terms freight rate violations. The Ministry said carriers and NVOCCs should see this as a warning to improve their systems.

Among the carriers being targeted as industry leaders are MSC Mediterranean Shipping Company, CMA CGM Group, Hapag-Lloyd, Ocean Network Express, and Evergreen Karine. Also listed for the violations were smaller carriers, including Wan Hai Lines, SM Line, Emirates Shipping, and TS Lines, and the seven NVOCCs.

The Ministry reported that it conducted inspections at the ports of Guangzhou, Qingdao, and Ningbo in August, September, and November 2025. It reports it was focusing on the implementation of freight rate filings by the companies.

“It said the companies cited were found to "have violated regulations, including failing to complete freight rate filing procedures or having discrepancies between the actual freight rates and the filed prices.”

It reported that the companies were penalized. The Ministry conducted “serious talks” while imposing administrative penalties. 

The Ministry is also demanding that the companies “improve their freight rate filing systems, ensure accountability, and earnestly fulfill their freight rate filing obligations.”

Calling this a warning, the Ministry said it will intensify its inspections. It said it would be reviewing compliance with freight rate filing regulations and correcting any violations in accordance with the law.

This latest effort came after the Ministry in March reported it had summoned both Maserk and MSC Mediterranean Shipping Company to talks.  It was widely believed it was a dressing down of the companies after each agreed to have the terminal operators assume one of the port operations at the Panama Canal. The Financial Times reported that Chinese officials privately demanded that the companies relinquish the operations of the terminals that had been seized from CK Hutchison by Panama’s government. CK Hutchison had also said it would invoke an arbitration against Maersk’s APM Terminals.

Friday, May 15, 2026

China Fines MSC, CMA CGM, and Hapag, and Warns on Freight Rate Violations

Qingdao container terminal
China says it found violations during inspections at three container ports (Qingdao file photo)

Published May 14, 2026 3:50 PM by The Maritime Executive


China’s Ministry of Transport announced it has issued fines against a total of nine international container shipping lines, as well as seven of its domestic non-vessel operation common carriers (NVOCC) for what it terms freight rate violations. The Ministry said carriers and NVOCCs should see this as a warning to improve their systems.

Among the carriers being targeted as industry leaders are MSC Mediterranean Shipping Company, CMA CGM Group, Hapag-Lloyd, Ocean Network Express, and Evergreen Karine. Also listed for the violations were smaller carriers, including Wan Hai Lines, SM Line, Emirates Shipping, and TS Lines, and the seven NVOCCs.

The Ministry reported that it conducted inspections at the ports of Guangzhou, Qingdao, and Ningbo in August, September, and November 2025. It reports it was focusing on the implementation of freight rate filings by the companies.

“It said the companies cited were found to "have violated regulations, including failing to complete freight rate filing procedures or having discrepancies between the actual freight rates and the filed prices.”

It reported that the companies were penalized. The Ministry conducted “serious talks” while imposing administrative penalties. 

The Ministry is also demanding that the companies “improve their freight rate filing systems, ensure accountability, and earnestly fulfill their freight rate filing obligations.”

Calling this a warning, the Ministry said it will intensify its inspections. It said it would be reviewing compliance with freight rate filing regulations and correcting any violations in accordance with the law.

This latest effort came after the Ministry in March reported it had summoned both Maserk and MSC Mediterranean Shipping Company to talks.  It was widely believed it was a dressing down of the companies after each agreed to have the terminal operators assume one of the port operations at the Panama Canal. The Financial Times reported that Chinese officials privately demanded that the companies relinquish the operations of the terminals that had been seized from CK Hutchison by Panama’s government. CK Hutchison had also said it would invoke an arbitration against Maersk’s APM Terminals.


Tuesday, May 12, 2026

 

Iran war shows dramatic decline of US imperialism


Underground Iranian missile base

First published at Arguing for Socialism.

Notwithstanding all the death and destruction meted out by the US-Israeli aggressors, they have failed to achieve any sort of victory over Iran. On the contrary, Iran seems to be in a stronger overall position.

Despite the unpopularity of the regime, public support for defending their country against the US has grown stronger within Iran. This is shown by the large and repeated public demonstrations within the country and the willingness of large numbers of people to turn out to protect vital infrastructure with their bodies.

Iran prepared in advance for the expected US-Israeli onslaught. There was a big decentralisation of the military command and military assets across the vast country. Missiles, drones and attack boats are kept in deep underground facilities under granite mountains, impervious to Washington’s vaunted bunker-buster bombs.

Before the war Iran placed a large order with China for decoys — high quality inflatable replicas of missiles, tanks etc., some even with their own heat sources to register on US-Israeli surveillance. We can assume that a lot of the devastation fell on these fakes. In the cities, government buildings were emptied of personnel.

Early in the conflict Iran wiped out all the critical US radars in the Gulf region and Jordan. Iran has also destroyed several US AWACS (Airborne Warning and Control System) aircraft which play the same role. These radars were also a key part Israel’s early warning system. They will probably never be replaced. (Apart from their cost and complexity they use large amounts of rare earth elements for which China will be highly unlikely to grant export licences.)

Iran has also wiped out US bases in the Gulf states, rendering them literally uninhabitable. (The barracks were not even hardened; they had no bunkers for the troops to flee to.)

Iran has also attacked data centres established by the big US tech companies in the Gulf states.

The Gulf state rulers must surely be wondering just what their “alliance” with the US is worth. It couldn’t defend them and has actually made them a target of Iran.

Iranian missiles and drones have also pounded Israel, targeting military and security centres, industrial facilities and infrastructure. For instance, Ben Gurion airport, the country’s main link with the world, is effectively closed due to repeated attacks. There has been widespread damage across the country but there is complete censorship in Israel and the pro-Israel western corporate media has imposed its own blackout on the topic.

Hezbollah resurgent

In late 2024 the militant Lebanese Shia organisation Hezbollah was dealt some very heavy blows by Israel. The attack by exploding pagers killed and maimed a large layer of its military and political leadership. Then its charismatic leader Hassan Nasrallah was killed in a targeted assassination. A very pro-US government was installed with the avowed aim of disarming Hezbollah.

But the organisation has clearly successfully reorganised and rebuilt itself. It has re-established tight internal security. It has stopped using electronic communications and has gone back to couriered messages. Going dark in this way means Israel’s vaunted surveillance technology is largely neutralised.

Hezbollah has clearly preserved and/or rebuilt its drone and missile arsenal and is dealing lethal blows to Israeli forces, both in Lebanon and in Israel itself. Despite deploying five divisions and up to 100,000 troops, the IDF has made only very modest progress in Lebanon and suffered high casualties. Over 100 of its vaunted Merkava main battle tanks have been damaged or destroyed by Hezbollah IEDs, anti-tank missiles and drones. (I was astonished to see images of columns of IDF tanks wending their way along narrow roads in the hills of southern Lebanon — no anti-drone cages, sitting ducks for ATGMs and drones which duly took them out in large numbers.)

Revolution in military technique

The wars in Iran and Lebanon are a very clear demonstration of the revolution in military technique that has taken place over the last few years, driven by the war in Ukraine. Drones and hypersonic missiles now dominate the battlefield. Moreover, the development of cheap precision guidance coupled with satellite intelligence gives missile strikes stunning accuracy.

Both Iran and Hezbollah have obviously intensely studied the lessons of Ukraine. There drones have revolutionised the battlefield. They dominate a zone 10-30 kilometres on either side of the line of contact. Within this zone any vehicle (truck, tank, artillery piece) or individual soldier is at risk of being hit by a drone. Attacks are now made by small groups of soldiers infiltrating or moving rapidly on motorcycles. Drones are also deployed in swarms to overwhelm defences.

What this means is that big expensive hardware items like tanks, artillery units, aircraft carriers and other naval ships which once dominated the battlefield are now extremely vulnerable. Iranian missile attacks have forced US carriers to retreat well out of range. That means their aircraft can’t attack Iran without refueling support, which is itself very vulnerable.

Not only does Iran have an arsenal of thousands (possibly tens of thousands) of drones but it has a vast and varied stockpile of missiles, especially hypersonic manoeuverable ones. Against Israel it has also deployed missiles with cluster warheads, that is, high up in its trajectory the missile releases dozens of smaller bombs which cannot be intercepted and cause damage over a wide area.

Rise of US imperialism

US imperialism erupted onto the world stage with the 1898 Spanish-American war; its easy victory over Spain gave the United States a number of first-class strategic assets.

In the Caribbean, it annexed Puerto Rico; and, pushing aside the indigenous liberation forces, it established a harsh protectorate over Cuba. In the Pacific, Washington grabbed the Philippines — again pushing aside and then brutally crushing the native independence movement — and annexed Guam giving it a vital staging post on the way to the Far East.

Some years before this, US adventurers had overthrown the Hawaiian monarchy; in 1898 the US formally annexed the islands, thus completing its strategic corridor to China and the Far East.

In 1903, Washington engineered a revolt in Panama, separating the country from Colombia, and embarked on the construction of the strategically and economically vital Panama Canal (completed in 1914).

Long US decline

The high point for US imperialism was 1946. Washington was the big victor in World War II. Its territory and economy had not been devastated and it had a monopoly of nuclear weapons. However, since then, despite the appearance of omnipotence, there has actually been a long slow decline in its relative position.

The Soviet Union broke the US atomic monopoly in 1949 with its first atomic test; in 1955 it tested its first hydrogen bomb.

For some time the US not only had nuclear weapons but also had a monopoly on the means of delivering them. But possession of nuclear weapons doesn’t automatically solve anything: They can only be used in certain political conditions.

Even in 1950-53, the Korean War showed the limits of US power. The US was fought to a stalemate by China and North Korea. Macarthur, the US commander, wanted to drive north into China, which would probably have touched off World War III. Truman sacked him in 1951. Washington also considered but rejected using nuclear weapons. Several million died in the war and the North was utterly devastated but US imperialism had been fought to a standstill.

The Vietnam War (1955-75) again showed the limits of US power. Despite killing millions of Vietnamese and devastating large parts of the country and its ecology, Washington was defeated. The indomitable Vietnamese resistance combined with the growth of a powerful antiwar movement in the United States itself saw off the aggressors. (Estimates of all military and non-military deaths range from 1.35 million to over 3.8 million. 58,000 US soldiers died plus many thousands more died by suicide afterwards.)

The 2003 Iraq War is yet another case in point. The US had a nominal victory but overall the conflict was a political disaster. Today, Iran has great influence in the country and the government has long been calling for US forces to leave.

The 2001-21 Afghanistan War was also a political disaster. The US invasion overthrew the Taliban regime and installed a puppet government; 20 years later the US fled the scene and the Taliban were back in power.

Trump’s plan

Despite the madness of Trump, he actually does have a plan to deal with the US decline. His tariffs are supposed to induce businesses to transfer operations to the US and reverse decades of offshoring of production. But it’s not that simple. The US doesn’t have the workers and labour costs are too high. And so many of the production inputs are themselves imported.

Furthermore, key elements of his broader program cut across re-shoring US production. Trump’s attacks on the universities, science and migrants are driving away much-needed talent. US industry has been restructured for so long: offshoring, just-in-time inventory, etc. can’t be reversed.

Then there is the obvious weakness of the vaunted US military machine, for all its undoubted lethality. As we have mentioned, the mighty but extremely expensive US aircraft carriers are also hugely vulnerable to missile and drone attacks. The Ukraine war has shown that US military equipment is hugely costly and often too complicated to maintain in battlefield conditions. (A prime example is the M1 Abrams tank. Costing in excess of $10 million USD, with its gas turbine engine it is prone to mechanical breakdown plus it is vulnerable to cheap drones. It has not fared well on the rough and often muddy Ukrainian battlefield.)

Competition with China

Right from the start, Trumpism has been dominated by the drive to reassert US primacy against China. Trump hit China with extremely punitive tariffs but he has been forced to back off.

China has one tremendously powerful counter to Trump’s attempt to attack its economy, namely its current near monopoly of the production of rare earth elements (REE). These 17 elements are actually not rare at all but, as Wikipedia explains, are in fact “relatively plentiful in the entire Earth's crust ... but in practice they are spread thinly as trace impurities, so to obtain rare earths at usable purity requires processing enormous amounts of raw ore which is costly and energy intensive.” REE are also often associated with thorium, so refining them can involve radioactive contamination, further complicating the whole process.

Rare earth elements are vital in electronics, lasers, advanced magnets and various industrial processes. They are thus vital to US production of radars, missiles and other essential military equipment.

China controls some 90% of global demand for rare earth minerals. And it has placed severe restrictions on what is exported and to which countries. The US and its allies are furiously trying to develop alternative sources of REE but, at the very least, this will take some time. Meanwhile, the US military may well take a big hit, being simply unable to produce some key items.

Battle over ports

Washington is trying to push China out of Latin America and the Caribbean. The Panama Canal has emerged as the latest site of this intense economic war. According to one report:

In January 2026 the Panama Supreme Court effectively ended Chinese-linked control over critical ports at both ends of the Panama Canal. While the canal itself is operated by the Panama Canal Authority (an agency of the Panamanian government), the court ruling annulled 25-year contracts held by CK Hutchison Holdings, a Hong Kong-based company that had operated the key container terminals of Balboa and Cristóbal since the 1990s.

China’s response was not long in coming. CK Hutchison has taken Panama to international arbitration. And China has sharply increased its detention of Panama-flagged ships in Chinese ports. Chinese state-owned shipping giant Cosco announced in early March that it was suspending all services at the Port of Balboa, at the Pacific end of the Panama Canal.

Now Peru is emerging as another key site of the struggle over maritime trade. As CNBC reports:

China has ramped up investment in strategic infrastructure across Latin America, including a major deep-water port in Peru. The Port of Chancay, operated and majority owned by state-owned Cosco, is expected to cut shipping times by about half …

China dominates the world’s shipbuilding orderbooks with nearly two-thirds of global orders flowing to Chinese yards in 2025 …

Meanwhile, around 40% of U.S. container traffic travels through the Panama Canal every year, which in all, moves roughly $270 billion in cargo annually.

Any expansion of Beijing’s maritime dominance, therefore, could put the U.S. and its allies at risk of the same dependency they face with critical minerals and rare earths …

Chancay is designed to link by rail with a Brazilian port on the Atlantic coast, dramatically shortening transit times for goods shipping to China.

Is the US heading toward a shooting war with China? On a purely military level this would be a very bad idea. For many years the US has been wargaming an all-out non-nuclear conflict with China and invariably loses or takes crippling losses.

China is undoubtedly a very keen observer of the US military’s difficulties in the Iran war. If the US has failed in a war against Iran it would seem to have absolutely no hope in a non-nuclear contest with vastly more powerful China.

Where is it all heading?

US imperialism and its power-mad ruling class will never be reconciled to its decline. It will continue to attempt to use its military muscle and standover tactics to compensate for its declining economic power.

Many commentators are hailing the development of a “multipolar” world. Factually, the US is no longer the sole superpower; its writ is no longer unchallenged. So there are already multiple centres (poles) of power. But the idea of a stable multipolar capitalist world, let alone as an objective to be striven for, is ridiculous. Ferocious competition is inherent in capitalism — both between the giant monopolies and between the states which protect them. Is a multipolar capitalist world better than a unipolar one? It will be different, that is all.

Whatever the geopolitical system, capitalism everywhere is based on the exploitation of wage labour and the siphoning of wealth from the Third World (the Global South).

All the things that have maintained a relative social and political stability in the world in the post-World War II period are fast eroding or being destroyed. Capitalism can offer nothing to the mass of the world’s people. Climate change is rushing toward us at breakneck speed and very little is being done to either avert or prepare for it. The only hope for humanity is a socialist world. Can we get there? This is the challenge of our time.

Monday, May 04, 2026

 

Chinese Firm Files Arbitration Over Australia's Move to Reclaim Darwin Port

Darwin Australia
Dispute centers on a Chinese company's 99-year lease for the Darwin port (Landbridge)

Published May 1, 2026 3:17 PM by The Maritime Executive


The long-running dispute regarding a Chinese company’s 99-year lease of Australia’s Darwin port took a new turn with Landbridge Group confirming it filed an arbitration claim against the Australian government. The now decade-old lease has become the center of an ongoing politically charged issue, with both the current government and the opposition demanding the port be returned to Australian control.

Landbridge, owned by Chinese billionaire Ye Cheng, who is reported to have ties to the Chinese Communist Party, won the bidding for the lease in 2015 and paid Australia A$506 million (approximately US$375 million based on 2015 exchange rates). At the time, it was a small port, and Landbridge promised investments to revitalize the operations. It was nonetheless a controversial deal that drew political comments and reactions from the United States and others due to the strategic position of Darwin. The government is now calling control of the port a national security issue.

Landbridge asserts it has made the investments helping to grow the operation. In November 2025, it reported more than A$42 million in profit (EBITDA) for the operations. It was an increase of 25 percent over the prior year, and the operators said the port was generating strong net cash flows. They cited the growth in cruise operations and the support of the Barossa offshore gas project.

“Landbridge acquired its interest in the port through a fair, open, and competitive process in full compliance with all applicable Australian laws and regulatory approvals. Multiple Australian Government reviews have confirmed there are no national security concerns,” the company asserted in a statement. “Having engaged with the Commonwealth in an effort to reach a constructive resolution, Landbridge has regrettably been unable to achieve a satisfactory outcome through dialogue alone and is now taking the necessary steps to protect its legal rights.”

The company filed an arbitration claim on April 24 with the World Bank’s International Centre for Settlement of Investor Disputes. It is calling Australia’s actions “discriminatory” and “inconsistent with Australia’s obligations” under the Australia-China Free Trade Agreement (CChAFTA).

The government and the company confirmed they have been in discussions, with both sides calling them “constructive,” but said they have been unable, so far, to achieve a “satisfactory outcome.” There is ongoing political pressure in Australia to wrap up the discussions, with some calling for the government to nationalize the port and cancel the lease.

Landbridge says it “expects” Australia to “refrain from taking any action adverse” to its interests pending resolution of the dispute and consistent with international rules. Experts are highlighting in the Australian media, however, that it could take years for the arbitration to be resolved.

Australia’s Transport and Infrastructure Minister Catherine King issued a statement saying the government was “disappointed” by Landbridge’s decision. She said the government would defend the claim while saying they intended to continue the discussions with Landbridge.

This dispute and the actions are very similar to the case between Hong Kong-based CK Hutchison and Panama over the port operations at Balboa and Cristobal. Panama’s Supreme Court ruled the concession to operate the port terminals was unconstitutional, and the government seized the operations. China and the company have also cited the breach of contracts and trade agreements. CK Hutchison has also filed an arbitration seeking more than $2 billion in damages from Panama.

Sunday, April 12, 2026

 

CK Hutchison Files Arbitral Claim Against Maersk Over Panama Terminals

Balboa
Courtesy CK Hutchison

Published Apr 7, 2026 11:01 PM by The Maritime Executive

 

CK Hutchison, the Hong Kong-based ports giant, has filed an arbitral claim against AP Moller-Maersk. The case expands on an earlier arbitral claim that Hutchison filed against the Panamanian government, alleging that it has illegally seized two of Hutchison's container terminal leases.

Until this year, CK Hutchison was the operator of container terminals in Balboa and Cristobal, Panama, among dozens of its other global holdings. Following pressure from the Trump administration to reduce Chinese "influence" at the Panama Canal, the Panamanian government launched an investigation into the circumstances of CK Hutchison's contracts, which had been in place uninterrupted since 1997 and had been renewed in 2021. After the government audit, Panama claimed that Hutchison had underpaid for its concession by about $1.2 billion. In February, Panama's supreme court concluded that the laws establishing the terminal concessions were not valid, paving the way for the government to seize the two terminals. 

After the takeover, Panama offered temporary contracts for the ports' operations to MSC and to APM Terminals, Maersk's container-terminal division. The facilities are running smoothly under new management, according to Panama - but not to Hutchison's satisfaction. The company and its Panamanian subsidiary are seeking $2 billion in damages in an arbitral proceeding against the government of Panama, alleging "radical breaches" of contract.   

Panama has been at pains to emphasize that it is not expropriating CK Hutchison's two terminals, but is rather issuing temporary licenses for Maersk and MSC to manage them. Hutchison considers the ruling "unlawful" and a risk to "health and safety" at the two terminal complexes; it has heavy backing from the Chinese government, which claims that the Panamanian supreme court ruling is "unreasonable and absurd."

Maersk now faces a separate arbitration proceeding of its own. Hutchison has filed a claim against the number-two ocean carrier for "aligning" with the Panamanian government, aiding the takeover and the installation of new terminal operators. The company has yet to comment on the claim.  

Friday, March 27, 2026

 

FMC is “Closely Monitoring” China’s Detention of Panama-Flagged Vessels

Panama flag on a ship
Data indicates a surge in detentions for Panama-flagged ships in China (AMP)

Published Mar 26, 2026 7:38 PM by The Maritime Executive


The recently designated Chairman and a Commissioner of the Federal Maritime Commission, Laura DiBella, issued a statement regarding China’s current retaliation policies against Panama after the cancellation of CK Hutchison’s concession to operate the port terminals at the Panama Canal. Chairman DiBella, in a statement expressing her personal views, said the FMC is “closely monitoring” the recent developments, offering the first indirect response from the Trump administration to the escalating dispute.

Donald Trump had called for Panama to take action to reduce China’s influence at the Panama Canal after repeatedly saying, “China runs the Panama Canal.” The administration was known to be supportive of BlackRock’s deal to acquire the Panama Ports Company from CK Hutchison. After Panama’s Supreme Court ruled the enabling legislation for the port terminal concession unconstitutional, U.S. Ambassador to Panama Kevin Marino Cabrera issued a statement saying it strengthened Panama’s national security and “makes possible a review of port governance, as well as transparent and competitive processes.”

DiBella, in her statement, says the FMC is empowered to investigate if a foreign government is implementing practices that result in conditions unfavorable to shipping in the foreign trade of the United States. The statement notes that Panama-flagged ships “carry a meaningful share of U.S. containerized trade.”

The statement highlights that China has imposed a surge in detentions of Panama-flagged vessels in Chinese ports under “the guise of port state control, far exceeding historical norms.” The South China Post earlier this month cited “a source from the shipping industry” saying China’s government had quietly told officials to intensify inspections on Panama-flagged ships to increase the pressure on Panama.

By number of ships, Panama has the largest flag registry and plays a critical part in commercial shipping. Lloyd’s Intelligence reviewed Tokyo MOU data on port state control actions, reporting that more than three-quarters of the detentions since early March involved Panama-flagged ships in Chinese ports. It is an unheard-of surge in the number of detentions.

Unconfirmed reports said the Chinese government told other companies not to do business in Panama, while public statements have questioned Panama as an investment destination. China and the company have both accused Panama of not respecting contracts and the law and said the country was running a campaign against the company due to geopolitical pressure. State-owned COSCO Shipping also announced in March that it was suspending service to Balboa.

This comes as the Panama Ports Company reported it had escalated its arbitration claims against Panama to over $2 billion. CK Hutchison has vowed to use all the legal avenues against Panama, seeking penalties for the loss of its business.

Saturday, March 21, 2026

 

Filing Confirms MSC is Buying into Sinokor and Behind Tanker Buying Spree

VLCC tanker
MSC is buying into Sinokor which has been buying up VLCCs (file photo)

Published Mar 19, 2026 5:23 PM by The Maritime Executive


Public filings in Cyprus and Greece are ending months of speculation, providing the first confirmation that the Aponte family and MSC Mediterranean Shipping are in fact linked to a sudden and dramatic wave of tanker acquisitions that began in late 2025. South Korea’s Sinokor Maritime was the name associated with the buying spree of very large crude carriers, while speculation linked the money and the ultimate buyer as MSC.

It has now been revealed that MSC, through its SAS Shipping Agencies Services division, has acquired a 50 percent ownership stake in Sinokor Maritime. It will share ownership of the company with Ga-Hyun Chung, the founder of Sinokor and previously the company’s sole owner.  The company, on its website, says it launched the first Korea-China container liner service in 1989 as Sinokor Merchant Marine Co., and over the years, it has expanded mostly in containerships and dry bulk.

The companies, according to an in-depth article in Forbes, started a relationship when MSC was moving aggressively to buy secondhand tonnage in the container segment. They believe Sinokor sold MSC at least 11 vessels as part of a buying spree in which $40 billion was spent between January 2022 and March 2025 on containerships, according to Forbes. Today, MSC is reported to own or have on charter a total of nearly 1,000 containerships with a total capacity of over 7.2 million TEU.

Sinokor, which is equally as private as MSC, was linked to a rapid series of VLCC tanker acquisitions, with Forbes writing that market sources told it that it appeared it was buying as many large oil tankers as “it could get its hands on.” There were deals with Dynacom Tankers and Frontline, as well as smaller companies. Forbes cites data from Veson Nautical, which says by March, $3.3 billion had changed hands for at least 60 tankers.

In its exposé, Forbes dug into the corporate records in Panama and Equasis. It identified 31 tankers linked to Sinoor but not owned by the company. It found 11 of them registered to a company headed by Mario Aponte and with the address of MSC Shipmangement in Cyprus. There was a total of 18 similar companies, but it was unclear if the other seven had or were buying tankers as well. It notes that another 20 tankers are registered in Liberia, where the records are not public.

Forbes’ sources put the total number of tankers acquired at 76, while other analyses believe it is higher, reaching possibly 100 or more VLCCs. Bloomberg estimates the partnership will eventually control about 150 supertankers, giving it a 40 percent market share. Others put it closer to 25 percent.

It appears to be a well-timed play into the tanker sector as valuations soared in 2026. The war with Iran, however, raises uncertainties for the longer-term outlook for the market.

It is not the first time MSC has used SAS to make its move into other segments. In 2024, SAS purchased Gram Car Carriers to get the group into that market segment. MSC has also expanded its investment into ferries and cruise ships, as well as launching airfreight and buying into railroads and onshore logistics. It took a half interest in the operator of the Port of Hamburg and is said to still be pursuing the acquisition of CK Hutchison’s international port terminal portfolio.

In typical Aponte, MSC fashion, there has been no acknowledgement of the investment in Sinokor or the tankers. The company does not comment on its strategic intent or the opportunities for integration in its operations.
 

Panama Responds to Hutchison Calling Accusations “Scandalous”

Panama
Panama continues to defend against the accusations coming for CK Hutchison in the dispute over the operation of the port terminals at the Panama Canal

Published Mar 20, 2026 7:27 PM by The Maritime Executive

 

The back-and-forth between China, Panama, and CK Hutchison heated up as Panama’s President, Jose Raul Mulino, met the press on Thursday in his weekly session. He dismissed the accusations made by the Panama Ports Company (PPC) and CK Hutchison in the ongoing dispute resulting from Panama's annulment of the Chinese company’s long-standing concession to operate the port terminals in Balboa and Cristobal.

PPC at the beginning of the week asserted that Panama had missed the filing deadline for its international arbitration. Among the reasons, it said Panama did not have international lawyers. Mulino dismissed the accusation, calling it “outrageous and a lie.” He said Panama has appointed international lawyers who will defend against the claims. PPC has said it will seek at least $2 billion in damages.

The company and China have repeatedly made claims that Panama was acting unlawfully and not respecting its contracts. PPC also asserts that Panama raided a storage unit and took proprietary materials and will not return them.

Mulino told reporters the company’s recent statements are “fallacious and libelous.”

Panama took back both port terminal operations in February when the country’s Supreme Court finalized a ruling that said the laws establishing the 1997 concession and a no-bid 25-year renewal in 2021 were unconstitutional. The country’s controller general had initiated the court case after an audit that it said showed irregularities. 

Panama asserted the state had lost as much as $1.2 billion in revenue due to the irregularities, insufficient payments, and tax exemptions. Hutchison asserts it invested at least $1.7 billion over the life of the concession on modernization and operation of the terminals at each terminus of the Panama Canal, as well as training.

Media reports have said Panama opened a new investigation into the business after taking back the two ports. It awarded temporary contracts to Maersk’s APM Terminals and MSC’s Terminal Investment Limited (TiL) for the operation of the terminals until a new tender can be conducted. It reports that both ports are operating normally and at capacity after a smooth transition.

The Panama Ports Company and Hutchison have said they asked for discussions to resolve the issues while accusing Panama of conducting a year-long campaign against the company. Panama on Thursday said it was the company that had refused to cooperate, concealed information, and obstructed coordinated transactions.

Hutchison has vowed to continue to pursue all legal courses of action against Panama. The international arbitration is expected to run for years. China also appears to be retaliating against, telling other companies not to do business with the country, ordering inspections of Chinese-flagged ships in Chinese ports, and COSCO has suspended its operations at the Port of Balboa.

The United States has celebrated Panama’s taking back the terminals. Donald Trump last year had repeatedly said China was running the Panama Canal and called for action, saying otherwise the U.S. would take back the canal.

Wednesday, March 18, 2026

Beijing Shows Panama the Cost of Abandoning Neutrality

For decades, Panama successfully cultivated a foreign policy posture of strict neutrality defined by its unique geography centered on the operation of the Panama Canal.

This small-state hedging strategy allowed Panama to welcome commercial presence from both the United States and China while maintaining the waterway’s treaty-based impartiality.

However, in early 2026, this equilibrium shattered. Following Trump’s victory last year Panama has exited China’s Belt and Road Initiative and already signaled its alignment with US security concerns, yet it has secured no binding commitment that Washington to make up for the loss of investment.

Moreover, after sustained pressure from Washington characterized by Trump 2.0 rhetoric and Senate resolutions declaring Chinese-backed investment a violation of the Neutrality Treaty, Panama’s Supreme Court annulled the 1997 concession of CK Hutchison’s Panama Ports Company to operate the strategic Balboa and Cristóbal terminals. By seizing these assets and documents, threatening personnel with criminal prosecution and handing temporary operations to Maersk and MSC, Panama abandoned its neutrality and became an active participant in US geoeconomic lawfare. The nation that once skillfully balanced Washington and Beijing now finds itself possibly investment and revenue-starved, as many investors now see the jurisdiction as high-risk.

Just prior to the de facto expropriation, CK Hutchison and its subsidiary launched arbitration proceedings through the International Chamber of Commerce, amending their claim in March 2026 to demand damages now estimated at approximately $2 billion. The company’s legal argument is that Panama Ports Company operated the ports since 1997, invested over $1.8 billion in infrastructure, and had its concession renewed in 2021 to run through 2047, with Panamanian audit authorities consistently confirming compliance with contractual terms.

Panama’s defense rests on a domestic constitutional ruling, but international investment law generally protects foreign investors from unlawful expropriation without prompt, adequate, and effective compensation. As the Panama Ports Company stated, the government’s actions constitute “radical breaches and anti-investor conduct,” and they “will not relent and they are not coming for some token relief.” If the ICC arbitration panel rules in favor of Hutchison, keeping in mind investor-state precedents often favor claimants, Panama faces a fiscal shock equivalent to roughly 2.5% of its GDP. Moreover, enforcement under the New York Convention could allow Hutchison to freeze Panamanian state assets abroad, from bank accounts to future canal revenues. This legal sword hanging over Panama’s economy is the direct result of forgoing its business-friendly neutral posture for the unpredictable terrain of US lawfare.

Beijing Strikes Back

While the arbitration process grinds forward over several years, Beijing has deployed immediate economic leverage to ensure Panama feels the sting of its decision. Contrary to initial analysis suggesting retaliation would be ineffective because Panamanian exports to China are minimal, China’s response has been strategically calibrated to target Panama’s investment pipeline and logistics stability rather than just trade flows. First, Beijing has instructed state-owned enterprises to suspend negotiations on all new business projects in Panama. This guidance puts potential investments worth billions of dollars at immediate risk, including infrastructure projects such as bridge construction, cruise terminals, and metro line extensions that Chinese firms had been pursuing. Second, Chinese customs authorities have tightened inspections on Panamanian imports in sectors sensitive in Panama. While these products represent a tiny fraction of Chinese imports, the delays and uncertainty create domestic political friction for the José Raúl Mulino administration.

Most significantly, China has leveraged its position as the second-largest user of the Panama Canal, accounting for 21.4% of cargo volume. Shipping companies have been instructed to consider rerouting cargo through other ports where feasible. While the canal retains structural advantages for certain routes, even marginal diversions by major Chinese carriers like COSCO Shipping—which has suspended Balboa operations and rerouted empty containers—translate directly into tangible revenue losses for the canal authority. In March 2026, the Chinese Ministry of Transport issued a formal and urgent summons to executives from Maersk and MSC in Beijing, a move widely interpreted by industry analysts as a direct threat of economic retaliation. This diplomatic pressure stems from the decision by Maersk’s subsidiary, APM Terminals, to take over operations at the Port of Balboa after the Panamanian government annulled the concession of the Hong Kong-based firm CK Hutchison. China has characterized this transition as a “hostile takeover” of its assets, warning that the shipping giants are facilitating an illegal seizure and may be liable to such actions. Beijing also signaled that Maersk could face severe regulatory hurdles or restricted access to Chinese ports if it continues to operate the disputed Panamanian infrastructure.

China’s response demonstrates the tools available to defend its overseas interests are international arbitration, trade scrutiny, investment freezes, and logistics adjustments. Panama’s miscalculation was believing it could serve as an instrument of US geoeconomic lawfare without consequence. Panama is now living the consequences of its abandonment of neutrality, and the international community is watching closely as the costs continue to mount. The precedent set by the Supreme Court’s retroactive annulment of a long-standing contract has sent a chilling signal to international investors as was predicted. What foreign entity will now commit billions to Panamanian infrastructure when 50-year contracts can be invalidated due to foreign political pressure? Many observers believe Panama has effectively poisoned its own well for future foreign direct investment.

Panama’s pivot represents a fundamental miscalculation about the nature of great-power competition. By seizing Chinese-linked assets under US pressure, the Mulino administration appears to have believed it could secure Washington’s favor without sacrificing its commercial relationships with Beijing. The United States has provided no guarantee of compensation for the $2 billion arbitration exposure, nor has it offered to underwrite the investment void left by frozen Chinese projects nor compensate for the trade decline. Washington’s geoeconomic lawfare, characterized by the push to reassert US dominance over strategic assets treats Panama as an instrument of policy rather than a partner.

Miguel Santos García is a Puerto Rican writer and political analyst who mainly writes about the geopolitics of neocolonial conflicts and Hybrid Wars within the 4th Industrial Revolution, the ongoing New Cold War and the transition towards multipolarity. Read other articles by Miguel, or visit Miguel's website.

Wednesday, March 11, 2026

 

COSCO Cancels Container Service at Balboa in Panama

COSCO containership in Panama
COSCO vessel seen in the Panama Canal

Published Mar 11, 2026 6:24 PM by The Maritime Executive

 

China’s state-owned shipping company COSCO Shipping Lines informed customers in a memorandum dated March 10 that it has suspended all services at the Port of Balboa, Panama, at the Pacific terminus of the Panama Canal. No reasoning was given for the suspension, which quickly contributed to speculation that it was another step in China’s retaliation against Panama after the seizure of the port terminal operations from CK Hutchison.

In a brief customer advisory obtained by Panama’s La Prensa newspaper, COSCO writes that it is suspending its services at the Port of Balboa. “There will be no departures or arrivals at the Port of Balboa. Confirmed bookings will be canceled,” it advises.

Import releases will be delivered as normal, reports COSCO. However, it also says that empties must be returned only to the Ports of Manzanillo or Colón Container Terminal; no units will be received in Balboa.

The move comes just weeks after Panama seized the operations from a subsidiary of CK Hutchison and entered into new contracts with Maersk’s APM Terminals and MSC’s Terminal Investment Ltd. (TiL) for the operations at the ports at each terminus of the Panama Canal. APM took over all the operations at Balboa, with Panama reporting that the terminals are back to normal operations. Maersk has a temporary 18-month contract with Panama, which says it will rebid the operations. 

The announcement came a day after China’s Ministry of Transport announced that it had held “talks” with Maersk and MSC in China. It said they were “regarding their international shipping operations.”

CK Hutchison and its operating subsidiary, Panama Ports Company, have threatened various legal actions against both the companies and the government of Panama. It said it will be seeking a minimum of $2 billion in damages in an international arbitration it has filed against Panama. 

When it was first reported that Panama had asked APM to temporarily operate the terminals, CK Hutchison said it had notified A.P. Moller-Maersk that any assumption by APM Terminals of operations of the two terminals without its agreement would cause damages. It said it would result in recourse against APMT.

Chinese officials have criticized Panama, and reports said they were advising other Chinese companies not to invest in the country. It said publicly that the actions against Hutchison raised concerns about investments, and it accused Panama of legal violations in not honoring its contracts.

It is unclear how much volume COSCO handled with Panama. The company did not make it clear if this was a temporary or permanent change, or if it would be changing its operational routes. COSCO Group is ranked as the fourth largest global container carrier with a capacity of over 3.7 million TEU and over 550 containerships. Other divisions are large bulk carriers, as well as a tanker operator and car carriers. 



China Reports it Held “Talks” with Maersk and MSC in Beijing

Cristobal Panama
Speculation is that China might seek revenge against MSC and Maersk for taking over Hutchison's port terminal operations in Panama

Published Mar 10, 2026 10:14 PM by The Maritime Executive

 

China’s Ministry of Transport issued a one-sentence notice reporting it had held “talks” with both Maersk and MSC Mediterranean Shipping Company. While no details were announced, it quickly raised speculation that Chinese officials were reacting to the two companies' assumption of the port terminal operations in Panama after the government annulled CK Hutchison’s concession and seized the operations in Balboa and Cristobal.

In the unusual statement, the Ministry of Transport announced it had “held separate talks with relevant officials from Maersk Group and Mediterranean Shipping Company regarding their international shipping operations.” It said the meeting had taken place on March 9 while offering no further details.

Chinese officials in both Beijing and Hong Kong, where Hutchison is based, have spoken out strongly against the court ruling and Panama’s actions against Hutchison. They have reportedly warned other companies about doing business in Panama while publicly saying it would defend Chinese companies’ rights and legal positions. It contends Panama’s actions raise doubt about investing in the country.

CK Hutchison and its operating company for the two ports, Panama Ports Company, have alleged that the seizure was the completion of a campaign by the government of Panama against the company. They asserted misstatements and distorted facts as the campaign progressed against the Panama Ports Company.

After the Supreme Court’s decision was first announced, Hutchison said it would take legal action and threatened both APM Terminals, the Maersk terminal operator, and any other companies that interfered with its operations. It said it could pursue legal charges and claims for damages against APM if it took over the operations.

Panama decided to split the operations, giving one port to APM and the other to MSC’s Terminal Investment Limited (TiL). Each company was given an 18-month temporary contract, while Panama said it will re-bid the concessions. Further, Panama took control of all the equipment and material at the ports to continue the operations. Panama has reported that both ports were back to full operations in a matter of days.

Last week, Hutchison announced that it had filed grievances against Panama and was seeking talks to resolve the situation. Panama Ports has filed an international arbitration, saying it would seek at least $2 billion in damages while also demanding the return of papers and other information seized by Panama after taking control of the operations.

Speculation is centered on China taking further actions as a form of revenge against the two shipping companies. Reports are raising the possibility that China will launch retaliatory actions against the two companies to punish them for their involvement with Panama. 

Media reports have also highlighted that BlackRock and MSC are believed to be pushing to complete the planned acquisition of CK Hutchison’s international portfolio of terminals. The companies had agreed to the deals a year ago, but they became stuck in the geopolitical issues between the United States and China. Late last year, it was speculated that the negotiations were at an impasse. The new speculation is that the companies were pursuing a move to carve up the portfolio, permitting COSCO to take the lead on ports viewed as critical to China. It is unclear if China’s dissatisfaction over the outcome in Panama has increased the opposition to the sale of the portfolio of terminal operations, even if COSCO could have a leading position.