We've seen several reports over the past week of high winds impacting operations in Sydney and Adelaide. As we move further into this time of year, these weather conditions are expected to become more frequent. Wharves and container parks are being affected, resulting in intermittent delays for container pickups and dehires. Current disruptions are causing waiting times of approximately 24–36 hours, largely due to temporary port closures from adverse weather and vessel bunching.
Melbourne: Melbourne is currently grappling with vessel delays of 5 to 10 days, largely due to inconsistent yard utilisation that hovers around 90% but fluctuates weekly. These capacity pressures are resulting in intermittent discharge delays.
Brisbane: Increasingly frequent delays of 3 to 7 days are being reported in Brisbane. As a key initial discharge point for many carriers, the port faces compounding challenges from heavy vessel volumes and continued yard congestion, leading to scheduling bottlenecks.
Fremantle: At Fremantle, wait times currently range from 0 to 5 days. Limited yard space continues to influence berthing availability and vessel sequencing.
China–Australia and China–New Zealand lanes remain largely unaffected, a trend primarily driven by excess vessel capacity. Major carriers, including MSC, have introduced ultra-large vessels (9,000 TEU ships) into these markets, contributing to persistent oversupply. While carriers attempted to withdraw tonnage during March and April to stabilize rates, these efforts have largely paused in May, allowing oversupply conditions to continue. As a result, both routes have seen minimal rate movement and remained relatively sluggish throughout the month.
This diverges significantly from the conditions seen across most other trade lanes. However, we anticipate that a market shift is imminent. Based on current deployment patterns and capacity reallocations (particularly vessels being redirected to the China–U.S. and other high-demand lanes) we expect a reversal in the China–Australia and China–New Zealand markets to begin taking shape after June 15th.
Over the past few days, major carriers on the China–Australia (CN–AU) trade lane — including COSCO, OOCL, ANL, PIL, HMM, EMC, ZIM, and MSC — have formally announced a General Rate Increase (GRI) effective after 15th June. Some shipping lines have indicated that rates may rise even higher depending on market response.
Shipping lines have confirmed that internal discussions are underway to reallocate empty containers across trade lanes based on profitability and demand — a trend that will likely continue to pressure CN–AU rates upward.
While the Trans-Pacific trade has been thriving, many failed to account for the typical slowdown on China–Australia routes in June. As it marks the end of the financial year (EOFY), it’s historically a quieter month, with businesses scaling back on spending and new orders. Both data trends and carrier forecasts indicate that early June volumes slightly trailed those of April and May.
Rate Updates ex China base ports (1st - 14th June):
CAT & CA2 Services – TSL, PIL, YML, SNL These carriers have extended rates from Qingdao, Shanghai, and Ningbo to Sydney, Melbourne, and Brisbane, valid through 1–14 June 2025. Despite recent disruptions in South China, particularly the A3S service cancellation by COSCO/OOCL/ANL, the rate from Shenzhen remains steady. The average spot rate is sitting at USD 750.00 per TEU, however the situation remains fluid.
NEAX (A1X) – HMM, EMC, ONE, HPL This near-premium service has also extended rates from all major China ports (excluding Shenzhen) to SYD/MEL/BNE. These are on par with the CAT/CA2 services. They offer a reduction of approximately 8%.
ZAX (PANDA) – MSC, ZIM Known for fast transit to Brisbane, ZAX rates are holding from Qingdao, Shanghai, Ningbo, Xiamen, and Shenzhen to Australian East Coast hubs. The same rate applies to Tianjin, Dalian, and Xiamen, offering strong value in those regions.
Premium Services – A3S, A3C, A3N, JKN, CNS (COSCO, ANL, OOCL) These premium services are leading the market, holding firm through 1–14 June 2025. Rates are showing an increase of approximately 15%. Despite widespread rate adjustments by competitors, these carriers show no sign of lowering their pricing, at least for now. Given the broader market trends, this move seems both strategic and confidence-boosting for the CN-AU trade lane.
Fremantle / Adelaide (AUWC Ports) Competitive rates are emerging for these destinations. Spot rates are ranging between USD 800 - 1000 per TEU.
Interestingly, rates for West Coast ports are softening due to no vessel reallocation from this region yet. However, potential congestion at Singapore and Port Klang may shift this trend in the second half of June.
Outlook for the Second Half of June
Following the early June reset in the market, carriers are now less confident in pushing through their full General Rate Increases (GRIs) of USD 300/600 or even USD 500/1,000 per 20GP/40HQ. While earlier expectations were high, my prediction is that rates will more likely stabilize in late June, depending on the service. A more meaningful market recovery for China–Australia trade lanes is expected to take hold after 15 July.
Advertised GRIs:
OOCL: USD300.00 per TEU for all cargo ex North East Asia to Australia & NZ. Applicable from the 15th June.
ZIM/Gold Star Line: USD300.00 per TEU for all cargo ex North East Asia to Australia & NZ. Applicable from the 1st June
Cosco: USD300.00 per TEU for all cargo ex North East Asia to Australia & NZ. Applicable from the 15th June.
MSC: USD125.00 per TEU for all cargo ex China, Hong Kong, Japan, Korea, and Taiwan to Australia. Applicable from the 1st June.
MSC: USD500.00 per TEU for all cargo ex China, Hong Kong, Japan, Korea, Taiwan, Cambodia, Thailand, Vietnam, Malaysia, Myanmar, Singapore, Philippines, and Indonesia to Australia and New Zealand. Applicable from the 15th June.
ANL: USD300.00 per TEU for all cargo ex Northeast Asia to Australia. Applicable from the 5th June.
Rates out of Southeast Asia have been extended into early June. With congestion building across most major hubs, we can expect Southeast Asia to follow suit in implementing GRIs moving into peak season.
Spot rates are sitting between USD850 - 1100 per TEU for the first half of June, with the tariffs common-rated for both the East and West Coast destinations.
Advertised GRIs:
ANL: USD300.00 per TEU for all cargo ex Southeast Asia, Indian Subcontient, and Middle East Gulf to Australia and New Zealand. Applicable from the 5th June.
Capacity:
JKN service: Blank sailing in week 24
ZAX service: Blank sailing in week 23 & 24
CAT service: Blank sailing in week 25
CAE service: Blank sailing in week 26
CA2 service: Blank sailing in week 26
A3S - Cosco Hong Kong - cancelled sailing week 22. Capacity diverted to TPEB trade.
CA2 - YM Eternity - cancelled sailing week 25. Capacity diverted to TPEB trade.
NEAX - blank sailing in week 27.
Wide Juliet 2337N will phase out in Shanghai during Week 23.
Dimitra C 2343S will phase in at Shanghai in Week 23 to replace Wide Juliet.
TS Sydney 2504S will phase in at Shanghai in Week 25.
Port activity across China is shifting rapidly. Qingdao has seen a notable spike in congestion, with 46 vessels waiting at anchor, more than double last week’s count. Ningbo is also experiencing increased delays, while Shanghai remains relatively stable. The total vessel count around the Shanghai–Ningbo anchorage has eased slightly to 128.
Following the temporary suspension of US-China tariffs, bookings to the US have surged. This last-minute rush is creating strain on capacity and equipment availability. With many transpacific vessels previously pulled from rotation and a wave of blank sailings earlier in May, it’s taking time for shipping lines to reallocate assets—meaning space is tight and delays are likely to intensify as we head into June.
ANL had recently announced additional loaders scheduled for the Australian market. However, following the announcement of new U.S. tariffs, they’ve since redirected these vessels to the China–U.S. trade lane. The vessels affected include ELA 001S (1,400 TEU including high cube) and Qingdao Tower 001S (3,700 TEU including high cube).
Port Klang is feeling the pinch from high yard congestion, with utilization hitting 90%. Average vessel waiting times are around 1.5 days, but some ships are sitting idle for up to 2.5 days. The pressure is beginning to affect turnaround efficiency and overall terminal performance.
Singapore is seeing a wave of vessels arriving in clusters, causing a temporary pile-up. Right now, 38 ships are anchored offshore, leading to 1–2 week delays for transhipment cargo. If you're routing through Singapore, expect some disruption in lead times over the next couple of weeks.
Indian Subcontinent:
Sri Lanka: Colombo is currently facing the most severe congestion in the region. The port is overwhelmed by vessel bunching and delays, worsened by rerouted Pakistan-bound cargo. Transhipment delays now average 1–2 weeks. As of this update, 16 vessels are anchored outside the port—up from nine last week—highlighting rising operational strain.
Pakistan: While ports in Pakistan remain operational, ongoing shipping bans and political tensions have forced many carriers to divert cargo through regional transhipment hubs like Colombo, Singapore, and Khalifa. This rerouting is contributing to rising congestion at those ports, particularly Colombo. Expect delays.
India: Although Indian ports are functioning normally, Mundra is experiencing growing delays. Vessel waiting times have risen to over two days, and seven vessels are currently queued at anchor. The ceasefire with Pakistan has not yet lifted the shipping restrictions in place between the two nations.
Bangladesh – Chittagong (Chattogram): Yard congestion at Chittagong stands at around 75%. Berth occupancy remains steady, with vessels typically staying for 2–3 days per call. While not as severe as elsewhere, continued congestion could impact vessel turnaround times.
Ports across North China are experiencing extended vessel waiting times, largely due to berth congestion compounded by weather-related disruptions like strong winds and dense fog.
As more carriers shift capacity to the Transpacific trade, we anticipate growing disruptions to schedule reliability as we approach peak season.
China
Shanghai (Yangshan): Waiting times range from 24 to 72 hours due to heavy vessel bunching and overall port congestion.
Ningbo: Vessels are experiencing 24 to 36 hours of delays. Waiting times vary by terminal, depending on congestion levels.
Qingdao: Average waiting time is between 24 to 72 hours, primarily due to vessel bunching and terminal congestion.
Singapore
Waiting times are currently between 12 and 36 hours, driven by a surge of vessel arrivals causing bunching and operational slowdowns.
South Korea (Busan)
General terminals: Report average delays of 18 hours.
PNIT Terminal: Facing significantly higher delays of up to 72 hours due to mega vessel bunching.
Japan (Yokohama)
Waiting times sit between 12 and 24 hours, with congestion gradually improving.
Weekly Sunday strike action has been suspended following an agreement with the Japan Harbor Transportation Association (JHTA).
Rates:
Rates on U.S.-bound routes recorded modest gains. Freight from Shanghai to New York rose by 4%, reaching $4,527 per 40ft container. The Shanghai to Los Angeles lane increased by 2% (or $61) to $3,197, while the Los Angeles to Shanghai backhaul saw a marginal 1% rise (or $4) to $713 per container.
With recent shifts in U.S.-China trade policies, Drewry expects spot rates to climb further in the coming week, as carriers reallocate capacity to handle increased booking volumes from China. Source: Drewry
Freight rates on the Trans-Pacific Eastbound (TPEB) trade lane are climbing rapidly due to a combination of strong demand, tight capacity, and multiple rate hikes. Following the General Rate Increase (GRI) on May 15, carriers have announced another significant GRI of up to $3,000 per FEU effective June 1. These increases are already impacting spot market rates, especially for floating contracts. At the same time, Peak Season Surcharges (PSSs) are being introduced across fixed-rate agreements, with implementation beginning mid-May and set to rise further from June 1. The surge in booking volumes, paired with constrained space, is driving this upward pressure on pricing as the market enters an early and intense peak season.
Capacity:
Following a 45-day trade standstill between China and the United States, the two nations have reached a provisional 90-day tariff truce during negotiations in Geneva. This temporary agreement has triggered a surge in demand on the China–U.S. shipping corridor, as uncertainty around what will follow the 90-day window has driven both consignees and shippers to act quickly.
Even if this arrangement transitions into a longer-term solution, the initial 45-day disruption — compounded by an average 15-day production cycle, has already resulted in a two-month operational lag. As a result, the China–U.S. lane is expected to remain under pressure for the remainder of the year.
As of now, space allocations for late May on this route are completely booked out, and ocean freight rates have doubled in a short period. Looking ahead to June, early indicators suggest continued upward pressure, with rates possibly doubling again.
This dramatic increase in demand has begun spilling over into adjacent trade lanes — particularly China to South America — where capacity is also extremely tight and rates have surged. In parallel, other key corridors such as China–Europe, China–Middle East, and China–Southeast Asia are all experiencing rate hikes of varying intensity.
Carriers have responded swiftly to a surge in transpacific demand by reinstating capacity, anticipating a short-term boost in shipments following recent tariff reprieves. Despite this proactive approach, spot freight rates have only seen modest increases, lacking the significant spikes observed during previous general rate increases. Estimates suggest that between 180,000 and 540,000 TEU of cargo has accumulated in China, awaiting shipment to the U.S., reflecting the market's uncertainty about the longevity of the demand uptick and the effectiveness of carriers' capacity adjustments. Source: The Loadstar
Schedule Reliability:
Liner carriers that had paused certain services are expected to restore regular service loops over the coming weeks.
Freight rates on European trade lanes remained relatively stable. The Shanghai to Genoa route saw a 4% increase, bringing the rate to $2,841 per 40ft container. In contrast, rates from Shanghai to Rotterdam, Rotterdam to Shanghai, Rotterdam to New York, and New York to Rotterdam showed no significant movement, reflecting steady demand and capacity levels across these corridors. Source: Drewry
MSC Mediterranean Shipping Company will apply a Peak Season Surcharge (PSS) to all cargo from Europe (including NWC, SCANBALTIC, West MED, East MED, Adriatic, Greece, and Turkey) POLs to Australia and New Zealand PODs, as from 15 June 2025
The PSS will be charged at USD175.00 per TEU.
ANL/CMA CGM Group will apply a PSS to all cargo on the NEMO and PAD services ex North Europe to Australia and New Zealand.
The PSS will be effective from the 15th June at a level of USD300.00 per TEU.
FEWB: Ocean carriers are implementing significant rate increases on the Asia–Europe trade lane, despite an oversupply of capacity and subdued demand. General Rate Increases (GRIs) of over 20% have been announced, with some carriers planning further hikes effective June 1. These increases are driven by factors such as port congestion in Northern Europe, ongoing disruptions in the Red Sea, and a surge in pre-tariff shipments from China. Carriers are also employing blank sailings to manage capacity and support rate levels. However, the effectiveness of these rate hikes remains uncertain, given the current market conditions. Source: JOC
Capacity:
Shipping operations across Northern Europe are facing considerable delays as congestion at major ports like Antwerp, Hamburg, Bremerhaven, and Rotterdam continues to escalate. These disruptions are pushing transit times well beyond normal ranges, with ripple effects felt across connected trade lanes, including services to the Gulf and Asia.
What’s Driving the Delays?
A mix of operational and environmental challenges has been building since the start of the year:
Berthing delays of 7–10 days are common, stemming from fog-related disruptions, ongoing labour actions, and the reshuffling of vessel services within alliances.
High yard utilisation—often exceeding 92%—is further slowing productivity.
"Cut and run" port calls, vessel swaps, and sudden schedule changes are increasingly frequent as carriers try to make up for lost time.
Emergency measures—like reduced export delivery windows and altered berth priorities—are being implemented to help manage the backlog, but these in turn contribute to further delays.
As a result, transit times from Northern Europe to the Arabian Gulf have stretched from 40–45 days to 55–70 days, and in some cases up to 90 days.
🇧🇪 Belgium – Antwerp
A nationwide union-led action on 20 May caused several vessel delays, resulting in a severe backlog. Some terminals report yard occupancy nearing 100%, with barge delays running 96–144 hours. The imbalance between imports and exports is compounding congestion.
🇩🇪 Germany – Hamburg & Bremerhaven
Both ports are under pressure, with extended berthing delays worsened by the upcoming Pentecost holiday. While terminal productivity remains relatively strong, overall congestion is pushing schedules further off course.
🇫🇷 France – Le Havre
Le Havre is facing berthing delays of up to 6 days as congestion persists across the French coast.
🇳🇱 Netherlands – Rotterdam Terminals
ECT Delta: Recently lifted truck restrictions but still facing long turnaround times and yard congestion. Barge delays: 48–72 hours.
Delta II: A labour shortage is impacting all aspects of port operations. Vessel move limits and scan bottlenecks persist. Barge delays: 72–96 hours.
APM Maasvlakte II: Congested but stable. Transshipment cargo is moving slower due to limited barge availability. Barge delays: 24–36 hours.
RWG: Yard utilisation has improved slightly. Empty containers are being accepted again, but congestion continues. Barge delays: 48–72 hours. Accelerated cargo pickup is encouraged.
🇬🇧 United Kingdom
London Gateway: Erratic vessel rotations and ad-hoc transhipment through Southampton or Rotterdam are delaying deliveries. Yard utilisation has improved, but berth congestion and vessel diversions are still ongoing.
Southampton: Supporting diverted vessels from London Gateway. Vessel wait times average 1.61 days, and terminal utilisation has improved. Landside delays and rail issues are showing signs of recovery.
Port congestion across Northern Europe is intensifying and is anticipated to persist into July, driven by a confluence of factors including labor shortages, low water levels on the Rhine River, and shifting trade patterns. According to Drewry, a maritime consultancy, waiting times for berth space have surged—Bremerhaven experienced a 77% increase between late March and mid-May, while Antwerp and Hamburg saw rises of 37% and 49%, respectively. The temporary rollback of U.S. tariffs on Chinese imports has led to a surge in shipping demand, further straining port capacities. Additionally, the ongoing Red Sea disruptions have forced vessels to reroute around southern Africa, exacerbating delays. Industry leaders, such as Hapag-Lloyd's CEO Rolf Habben Jansen, suggest that it may take another six to eight weeks to alleviate the congestion. Meanwhile, the looming threat of increased U.S. tariffs on European goods adds to the uncertainty, potentially impacting transatlantic trade flows and shipping rates. Source: GCaptain
Global Overview:
The latest Drewry World Container Index (WCI) rose by 2% to reach $2,276 per 40ft container, reflecting a significant shift from pandemic-era highs. While this figure is 78% below the September 2021 peak of $10,377, it remains 60% above the pre-pandemic 2019 average of $1,420, signaling a new normal for global freight rates.
Year-to-date, the average composite index stands at $2,723, which is $174 below the 10-year average of $2,897—a figure that was notably skewed by the extreme volatility during the Covid-19 period (2020–2022). Source: Drewry
Upcoming Global Public Holidays:
Bangladesh: Eid al-Adha Holiday: 5th - 10th June
Global airfreight demand continued to soften in early May, with chargeable weight falling by 1% in Week 19 (May 5–11) compared to the previous week. This marks the latest in a string of declines stretching back to early April, interrupted only briefly in Week 17. Over a two-week comparison, total global tonnage dropped by 3%, driven largely by sharp declines from Asia Pacific (-8%) and Central/South America (-5%). The drop from CSA followed the seasonal end of flower exports tied to Mother’s Day, while Asia Pacific’s fall was compounded by the impact of China’s ‘Golden Week’ and uncertainty surrounding U.S. tariffs. Meanwhile, Europe (+2%) and North America (+3%) posted modest growth, reflecting a post-Easter and Labor Day recovery. However, the end of the U.S. ‘de minimis’ exemption for Chinese imports under $800 on May 2 further dampened traffic from China to the U.S., reinforcing the global downtrend.
As demand weakened, global airfreight rates declined for the fourth consecutive week, dropping to $2.34 per kilogram, a 2% decrease from Week 18 and 3% lower than the same week in 2024. Rates fell across most regions, particularly on routes from North America to Asia Pacific (-5%), Asia Pacific to North America (-4%), and Europe to North America and Central/South America (both -3%). The exception was pricing from North America and Europe, which edged up due to temporary post-holiday volume recoveries. Adding to the pressure on air cargo was a 2% global drop in capacity, led by a 5% reduction in Asia Pacific lift. Only Europe saw a slight capacity increase. Uncertainty around tariff policy and a slump in ocean freight rates—which made sea shipping more cost-effective—also contributed to a weakening airfreight market, as many companies paused sourcing and delayed shipments while watching for economic and regulatory clarity. Source: World ACD
Airfreight demand from China to the U.S. took another hit in early May, deepening the slump already triggered by trade tensions and policy shifts. The recent termination of the U.S. ‘de minimis’ exemption significantly accelerated the downturn, with chargeable weight from China and Hong Kong to the U.S. dropping 10% in Week 19 (May 5–11), following a 14% decline the week before, which was partially influenced by Labor Day holidays. Compared to the same week in 2024, volumes were down a staggering 27%, marking the fourth consecutive week of double-digit year-on-year declines. In contrast, airfreight traffic from Asia-Pacific to Europe remained steady, with chargeable weight from China and Hong Kong to Europe showing no significant change week over week.
Looking ahead, the sudden and temporary halt in U.S.-China tariff escalation may prompt a short-term spike in airfreight activity, as shippers rush to move goods before higher duties are reinstated. The 90-day suspension has reduced tariffs on Chinese-origin shipments, potentially restoring some interest in airfreight for small parcel delivery. However, unlike postal shipments, non-postal parcels must go through customs clearance, which introduces extra costs and delays—factors that could dampen the appeal of air transport despite the more favorable duty environment. With container shipping capacity already tight, any surge in demand could further strain logistics networks. Source: World ACD
Capacity and space for AU imports:
Shanghai (PVG)
Sydney (SYD)
MU: Space available from May 29; freight rate increase.
HO, SQ, MH: All carriers have increased freight rates.
Melbourne (MEL)
MU: Space available from May 28.
HO: Space opens from May 31.
MH, SQ: Freight rate increases in effect.
Brisbane (BNE)
MU: Space available from June 3.
SQ: Space available from May 29 with freight rate increases.
Auckland (AKL)
MU: Space remains tight, some availability from June.
NZ: Cancelled space on D2/4; limited availability until June.
SQ: Freight rate increase; 1st leg available from May 29.
Beijing (PEK)
Sydney (SYD) / Melbourne (MEL)
JD: Freight rate increase. Space to SYD from June 5; to MEL from June 3. Heavy goods preferred.
CX, SQ: Freight rate increases across the board.
Brisbane (BNE)
SQ: Freight rate increase; space available from June 5.
Auckland (AKL)
SQ: Freight rate increase; space available from June 5.
Shenzhen (SZX) / Hong Kong (HKG)
Sydney (SYD)
CZ: Freight rate stable; space from May 28. Heavy goods welcomed.
HU: Freight rate increase; space for second leg from June 5.
Melbourne (MEL)
HU: Freight rate increase; heavy goods encouraged.
Auckland (AKL)
HU (from SZX): Freight rate decreased; preference for heavy goods.
Guangzhou (CAN)
Sydney (SYD)
SQ: Space available from June 3; freight rate increase.
CZ: Space opens from May 31; heavy goods encouraged.
CA: Freight rate increase.
Melbourne (MEL)
SQ: Space from June 3.
CZ: Freight rate stable.
CA: Freight rate increase.
Brisbane (BNE)
SQ: Special Wednesday offer available.
CZ: Freight rate increase.
Auckland (AKL)
CZ, CA: Freight rates remain stable.
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General News.
On May 26, 2025, South Australia experienced severe weather, including wind gusts up to 126 km/h, heavy rainfall, and abnormally high tides, leading to widespread power outages and infrastructure damage. The Bureau of Meteorology reported sea levels reaching 4.51 meters above the lowest astronomical tide at Port Pirie, with many coastal areas experiencing significant storm surges. Source: ABC News
On May 27, 2025, a severe dust storm swept across New South Wales, significantly impacting Greater Sydney's air quality. The storm, driven by strong westerly winds, transported dust from drought-affected regions in South Australia and western Victoria, enveloping Sydney in an orange haze and reducing visibility.Air quality measurements recorded hazardous levels of particulate matter (PM10), with readings exceeding 600 µg/m³ in several areas. Notably, Prospect reported 693.3 µg/m³, and Illawarra peaked at 903.2 µg/m³, surpassing pollution levels typically observed in some of the world's most polluted cities. Source: Watchers News
China has criticized Australia's plan to reclaim the Port of Darwin from Chinese company Landbridge Group, which secured a 99-year lease in 2015. Chinese Ambassador Xiao Qian labeled the move as "ethically questionable," arguing that Landbridge made significant investments to improve the port's operations and contribute to the local economy. He contended that it is unfair to target the company now that the port has become profitable. The Australian government, citing national security concerns due to the port's strategic location and its proximity to U.S. military operations, has expressed intentions to return the port to Australian ownership, potentially through compulsory acquisition if no private buyer is found. Landbridge maintains that the port is not for sale. Source: GCaptain
On May 25, 2025, the Liberian-flagged containership MSC ELSA 3 sank approximately 14.6 nautical miles off the coast of Kochi, India, after developing a severe list due to technical issues and adverse weather conditions. All 24 crew members were safely rescued, with 21 evacuated by the Indian Coast Guard and the remaining three, including the captain, by the Indian Navy. The vessel was carrying 643 containers, including 13 with hazardous materials such as calcium carbide, as well as significant quantities of diesel and furnace oil. The sinking has resulted in a substantial oil and chemical spill, prompting the Kerala government to declare a statewide emergency. The Indian Coast Guard has launched containment efforts, deploying ships and aircraft equipped with pollution response tools to manage the spill and recover drifting containers. Authorities have issued public warnings to avoid contact with any floating debris, emphasizing the potential dangers posed by the hazardous cargo. Fishing activities within a 20-nautical mile radius have been suspended to ensure safety and facilitate cleanup operations. Source: GCaptain
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