Joined November 2013
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Container Management retweeted
⚓The #PortofBarcelona and Port of Shanghai strengthen their mutual alliance.
We signed a strategic agreement with SMTC and SIPG to work on digitalization, green ports, and the Green Shipping and Digital Corridor between the Far East and the Mediterranean.portdebarcelona.cat/en/commu…
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Why it works in 2026: @Konecranes' modular Gen-D reach stackers, Cavotec drop-in battery packs replacing RTG diesel gensets, @Kalmarglobal's new EV line. The battery was never the hard part-the downtime was. New CM analysis: container-mag.com/article/ba…
#PortEquipment #Electrification
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Yard electrification is going glbl: @Konecranes is sending electric container handlers to Brazil, @LH_Maritime an electric crane to Paraguay. Shenzhen's DaChan Bay hit 100% electric tractor fleet. CM maps the shift: container-mag.com/article/ba…
#Ports #Electrification #Decarbonisation
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The CLI price rests less on volume growth than on scarcity. Santos has limited room to expand and chronic congestion — conditions AD Ports expects to support utilisation and pricing for years. Our analysis of the US$835m deal:
container-mag.com/article/ad…
#ADPortsGroup
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AD Ports Group pays US$835m for Brazil's CLI — its largest acquisition and first move into South America. Two capacity-constrained gateways at Santos and Itaqui, 17m tonnes of agri-bulk in 2025, roughly 8.5x EBITDA on our calculation.
container-mag.com/article/ad…
#ADPortsGroup
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Why would anyone accept a 325,000 teu-equivalent throughput floor on a terminal with almost no container base? Because the bidder is a carrier that can route its own cargo there. Our read on the COSCO-PTP Tarragona deal: container-mag.com/article/co…
@COSCOSHIPPING @PortdeTarragon
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COSCO-PTP has won a 50-year concession at Tarragona — a port whose container terminal closed in 2023 after DP World missed its volume minimums. The new floor is far higher: 325,000 teu-equivalents a year. Only one bidder was willing to carry it. container-mag.com/article/co…
@COSCOSHIPPING @PortdeTarragon
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14.5 m draught is not a race for size — it's a calibrated bet. Gdynia isn't trying to out-deep Baltic Hub's 17.5 m; it's aiming to be deep enough that a specific class of ship calls direct rather than feedering via Gdańsk or Hamburg. container-mag.com/article/gd…
#BalticSea #Logistics #SupplyChain
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Two new STS cranes at Gdynia are the visible edge of a bigger Polish bet: win direct deep-sea calls and keep Central Europe's cargo — and its value — onshore, instead of feeding it through the North Range. Our analysis: container-mag.com/article/gd…
#Gdynia #ContainerShipping #Ports @PortGdynia
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Portonave: built for what comes next
Brazil's most productive container terminal is mid-renovation, single-berthed, and still up 17% in the first quadrimester. Inside Portonave's R$2 billion bet on what container handling needs to look like once shore-power rules bite, @MSCCargo's largest ships start calling, and Santa Catarina's tax advantage is gone.
container-mag.com/article/po…
#Brazil #LatinAmerica #SouthAmerica @Portonave
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Hapag-Lloyd & @Seaspan complete first ship in five-vessel methanol retrofit programme
The 10,100 teu Seaspan Yangtze has been redelivered able to burn methanol and re-enters service on 10 June — but a thin global bunkering network means converted tonnage will run mostly on conventional fuel for now.
container-mag.com/article/ha…
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May's Market Analytics Report (available to CM subscribers):
In May the container industry stopped treating its disruptions as temporary and began pricing them as permanent—formalising Hormuz bypass corridors and embedding war-risk surcharges as the CCFI doubled, while Q1 earnings exposed a deep split between loss-making ocean carriers and record-setting terminal operators, supply-base and tariff risks mounted, port electrification went mainstream, and a late-month spot-rate surge confirmed a Q2 inflection carriers had priced in a quarter too late.
container-mag.com/report/mar…
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When @MSCCargo called the strike on its feeder ship the MSC Sariska V "completely unjustified," it took the unusual step of stating in writing that it is a neutral commercial operator. That is the carrier's own characterisation, and a carrier hit in a war zone has reasons to make it. Where the ship was hit is not a matter of characterisation.
The MSC Sariska V was not transiting the Strait of Hormuz. It was struck around 40 nautical miles southeast of Umm Qasr, at the northern head of the Gulf —the destination end of the feeder-and-landbridge network carriers spent the spring building precisely to route around #Hormuz risk.
Full Editorial: container-mag.com/article/th…
#shipping #trade
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Will other African ports copy Ngqura's LNG pivot? Mostly no — carrier-anchored hubs like Lomé and Lekki have no reason to. The ports that might look like @Kenya_Ports' Mombasa: a working box business, spare deepwater quay, state backing.
container-mag.com/article/ng… #Ports #LNG
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Ngqura's LNG concession is diversification, not rescue. After @MSCCargo shifted its hub to Walvis Bay, the port's transhipment fell ~46% — yet gateway boxes grew, and SA's deepest-draught calls still go nowhere else. @follow_transnet
container-mag.com/article/ng… #Ports #LNG
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Why the ANL Kokoda charter matters beyond Australia: it's the first post-covid maritime-resilience programme to move from policy review to an operational charter. The EU, Japan and South Korea are still at the strategy or shipbuilding-capacity stage. @CatherineKingMP
container-mag.com/article/au…
#maritime #supplychain
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One stat frames the US port-crane question: ZPMC builds ~80% of the ship-to-shore cranes at US ports.
So whether US$2.74bn of new crane spend goes east, to Europe, or domestic hinges on the pause's fine print.
@NAWE_US #ports #shipping
container-mag.com/article/us…
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Australia charters its first strategic-fleet vessel: the 1,740 TEU ANL Kokoda, operated by @cmacgm's Australian arm. Australian-flagged and crewed for a five-year pilot, available for government requisition in emergencies. First of three; 12 the target.
container-mag.com/article/au…
#shipping #maritime
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US ports flag a US$6.7bn equipment bill over the next 5 years — US$2.74bn of it ship-to-shore cranes stuck in China tariff limbo.
@NAWE_US has asked @USTradeRep to clarify the one-year pause. Its scope decides where the spend flows.
#ports #shipping
container-mag.com/article/us…
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