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𝐑𝐮𝐬𝐬𝐢𝐚𝐧 𝐎𝐢𝐥 𝐅𝐥𝐨𝐰𝐬 𝐒𝐮𝐫𝐠𝐞 𝐢𝐧 𝐒𝐢𝐠𝐧 𝐔𝐒 𝐒𝐚𝐧𝐜𝐭𝐢𝐨𝐧𝐬 𝐒𝐭𝐚𝐫𝐭𝐢𝐧𝐠 𝐭𝐨 𝐂𝐫𝐮𝐦𝐛𝐥𝐞 US sanctions on Russia’s oil tanker fleet are showing signs of faltering, after a clutch of blacklisted vessels loaded cargoes for the first time in more than a year to drive up the country’s crude shipments. Washington’s measures have been instrumental in restricting Moscow’s ability to ship its oil and raise funds for the war in Ukraine. But in recent days, three blacklisted vessels loaded cargoes of Russia’s flagship Pacific grade and sailed from the country’s main regional port. And satellite imagery suggests that more ships are leaving anchorages west of the port of Nakhodka, where they’ve idled since being sanctioned. At stake is Moscow’s ability to get oil to the world and bring down spiraling freight costs that have been denting the nation’s petroleum revenues. The more tankers it can reactivate, the more Russia can work around the west’s measures. It has found ways around earlier ship sanctions, amassing a huge fleet of tankers owned by little-known and frequently changing entities, domiciled far from the reaches of western governments and avoiding services provided by western companies. But the sanctions regime was bolstered in January when President Joe Biden’s outgoing administration announced a swath of new curbs, including blacklisting an additional 161 ships. That move initially had a throttling effect on oil flows, but Biden’s successor, President Donald Trump, is pushing hard for a ceasefire in the three-year-long conflict, potentially opening the way for an easing of restrictions on Moscow’s oil trade.

𝐔.𝐒. 𝐭𝐨 𝐋𝐞𝐯𝐲 𝐅𝐞𝐞𝐬 𝐨𝐧 𝐂𝐡𝐢𝐧𝐚-𝐋𝐢𝐧𝐤𝐞𝐝 𝐒𝐡𝐢𝐩𝐬, 𝐏𝐮𝐬𝐡 𝐀𝐥𝐥𝐢𝐞𝐬 𝐭𝐨 𝐃𝐨 𝐭𝐡𝐞 𝐒𝐚𝐦𝐞, 𝐃𝐫𝐚𝐟𝐭 𝐄𝐱𝐞𝐜𝐮𝐭𝐢𝐯𝐞 𝐎𝐫𝐝𝐞𝐫 𝐒𝐚𝐲𝐬 The United States is planning to charge fees for docking at U.S. ports on any ship that is part of a fleet that includes Chinese-built or Chinese-flagged vessels and will push allies to act similarly or face retaliation, a draft executive order stated. The administration of U.S. President Donald Trump is drafting the executive order in a bid to resuscitate domestic shipbuilding and weaken China’s grip on the global shipping industry. Addressing China’s growing dominance of the seas and diminishing U.S. naval readiness is a rare point of consensus between U.S. Republican and Democratic lawmakers. Chinese shipbuilders account for more than 50% of all merchant vessel cargo capacity produced globally each year, up from just 5% in 1999, according to the Center for Strategic and International Studies. That gain came at the expense of shipbuilders in Japan and South Korea. U.S. shipbuilding peaked in the 1970s and now accounts for a sliver of the industry output. The draft executive order, dated February 27 and reviewed by Reuters on Thursday, proposes fees should be imposed on any vessel that enters a U.S. port, “regardless of where it was built or flagged, if that vessel is part of a fleet that includes vessels built or flagged in the PRC (People’s Republic of China).” The U.S. administration and Chinese officials could not be immediately reached for comment.

𝐒𝐡𝐢𝐩𝐩𝐢𝐧𝐠 𝐆𝐢𝐚𝐧𝐭 𝐌𝐒𝐂 𝐒𝐞𝐭 𝐭𝐨 𝐁𝐞𝐜𝐨𝐦𝐞 𝐖𝐨𝐫𝐥𝐝’𝐬 𝐋𝐚𝐫𝐠𝐞𝐬𝐭 𝐓𝐞𝐫𝐦𝐢𝐧𝐚𝐥 𝐎𝐩𝐞𝐫𝐚𝐭𝐨𝐫 𝐢𝐧 $𝟐𝟐.𝟖𝐁 𝐇𝐮𝐭𝐜𝐡𝐢𝐬𝐨𝐧 𝐏𝐨𝐫𝐭𝐬 𝐃𝐞𝐚𝐥 In a landmark deal announced on Tuesday, Hong Kong-based CK Hutchison will sell its 80% stake in Hutchison Ports Holding to a Blackrock-TiL consortium, positioning Mediterranean Shipping Company (MSC)—already the world’s largest ocean carrier by far—to become the global leader in container terminal operations, according to Drewry’s analysis of the deal. The $22.8 billion transaction, the largest ever in the global container terminal sector, comes amid heightened political scrutiny over Chinese influence in critical maritime infrastructure. Notably, the deal also includes the sale of Hutchison Port Holdings’ 90% interest in Panama Ports Company, which operates the Balboa and Cristobal ports on opposite ends of the Panama Canal. Since December, President Trump has repeatedly criticized alleged Chinese influence over Panama Canal operations and discriminatory practices against the U.S.—claims that the Panamanian government has firmly rejected. “My administration will be reclaiming the Panama Canal, and we’ve already started doing it,” Trump said in his address to a joint session of Congress this week. “Just today, a large American company (BlackRock) announced they are buying both ports around the Panama Canal and lots of other things having to do with the Panama Canal and a couple of other canals.” Drewry’s global terminal operator (GTO) rankings show Hutchison Ports currently operates 43 maritime container terminals outside China and Hong Kong, spanning from Australia to the UAE, with a combined capacity exceeding 73 million TEU and throughput of nearly 47 million TEU as of 2023.

𝐒𝐚𝐧𝐜𝐭𝐢𝐨𝐧𝐬 𝐀𝐫𝐞 𝐓𝐚𝐧𝐠𝐥𝐢𝐧𝐠, 𝐍𝐨𝐭 𝐒𝐭𝐨𝐩𝐩𝐢𝐧𝐠, 𝐂𝐡𝐢𝐧𝐚’𝐬 𝐈𝐫𝐚𝐧 𝐎𝐢𝐥 𝐓𝐫𝐚𝐝𝐞 Successive rounds of sanctions on companies and tankers said to be aiding Tehran are finally slowing the flow of Iranian oil to China, as costs rise and more traders are compelled to engage in risky efforts to circumvent US measures. In recent weeks, shipments have been disrupted by a spate of seller defaults, according to executives at Chinese private refineries, the buyers of most of Tehran’s cargoes. While they said no specific reason was provided, they blamed logistical challenges and higher expenses snarling the supply chain. Trade with China, by far its largest oil buyer, has long been a financial lifeline for Tehran, and one that Washington has increasingly been focused on severing. After the latest rounds of sanctions on tankers, owners, brokers and traders, the US blacklist now covers more than two-thirds of the approximately 150 vessels that handled the shipments of Iranian crude in 2024, according to data analytics firm Kpler. China does not recognize unilateral sanctions and has repeatedly defended its right to trade with Iran. But the realities of the vast US financial system mean ports and shipping companies with links outside the mainland are reluctant to risk dealing with sanctioned entities and vessels, especially as US President Donald Trump promises tougher enforcement. The cost of working around Washington’s curbs is hefty and rising. The chartering rate for a non-sanctioned supertanker willing to move Iranian oil from Malaysia to China was pegged at between $5 million to $6 million earlier this month — a level that traders say is a record high and an increase of as much as 50% from last year. The use of smaller tankers — less cost-effective than more typical large alternatives — has spiked, based on Kpler data. In February, a ship-to-ship oil transfer off Malaysia was conducted between an Iran oil-laden supertanker and three Aframax-size vessels, an unusually slow and expensive move.

𝐔𝐒 𝐕𝐞𝐭𝐨𝐞𝐬 𝐆-𝟕 𝐒𝐡𝐚𝐝𝐨𝐰 𝐅𝐥𝐞𝐞𝐭 𝐓𝐚𝐬𝐤 𝐅𝐨𝐫𝐜𝐞 𝐏𝐥𝐚𝐧, 𝐒𝐢𝐠𝐧𝐚𝐥𝐬 𝐌𝐨𝐫𝐞 𝐂𝐡𝐚𝐧𝐠𝐞 The US has rejected a Canadian proposal to establish a task force that would tackle Russia’s so-called shadow fleet of oil tankers, as the Trump administration re-evaluates its positions across multilateral organizations, according to people familiar with the matter. Canada, which holds this year’s revolving G-7 presidency, will host a summit of foreign ministers in Charlevoix, Québec, next week. In negotiations to formulate a joint statement on maritime issues, the US is pushing to strengthen language around China while watering down wording on Russia, said the people, who asked not to be identified discussing sensitive matters that aren’t public. The term “shadow fleet” is used to refer to aging oil tankers concealed to overcome Western sanctions imposed on Moscow since it launched a full-scale invasion of Ukraine in 2022. Read more: China and India Scramble for Crude as Sanctioned Russian Tankers Turn Back As well as vetoing Canada’s proposal to establish a task force to monitor for sanction breaches, the draft G-7 statement seen by Bloomberg News shows the US pushed to remove the word “sanctions,” as well as wording citing Russia’s “ability to maintain its war” in Ukraine by replacing it with “earn revenue.” In wording around sea safety and security, the US pushed to name China directly, including by referencing the risk to “lives and livelihoods” caused by its moves to “enforce unlawful maritime claims,” its aerial maneuvers, and the South China Sea specifically. G-7 communiques aren’t final until they’re published through consensus, and negotiations could still yield significant changes before or during the summit.

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𝐑𝐮𝐬𝐬𝐢𝐚𝐧 𝐎𝐩𝐞𝐫𝐚𝐭𝐨𝐫 𝐃𝐞𝐧𝐢𝐞𝐬 𝐋𝐨𝐬𝐢𝐧𝐠 𝐓𝐚𝐫𝐭𝐨𝐮𝐬 𝐏𝐨𝐫𝐭 𝐂𝐨𝐧𝐭𝐫𝐚𝐜𝐭 STG Engineering, a Russian company that operates Syria’s Tartous commercial port, said on Friday that it was continuing to work as usual and that its contract had not been annulled as some media in the Middle East had suggested. Three Syrian businessmen and media reports suggested in January that Syria’s new ruling administration had cancelled the contract that was signed under former President Bashar al-Assad, who fled to Moscow in December after a lightning rebel offensive. Semi-official Syrian newspaper Al-Watan at the time quoted the head of Tartous customs, Riad Joudy, as saying that the port investment contract had been annulled after the Russian firm had failed to fulfil the terms of the 2019 deal, which stipulated investment in infrastructure. But Dmitry Trifonov, CEO of Moscow-based STG Engineering, told Reuters on Friday his company was still managing the port and that nobody had told them their contract had been annulled, a process he said would be lengthy and bureaucratic if it happened. “It is impossible to terminate the agreement unilaterally, because it has been ratified by both the president and the parliament, and no one has notified us,” said Trifonov. “It has to go through the parliament and the president. Any statements have no legitimate basis because the cancellation of the presidential decree and ratification by the previous parliament is a whole procedure. What someone is saying now is just words.” Media reports about the port contract had previously referred to the Russian operator as being STG Stroytransgaz, a major construction company. When contacted about its role on Friday, Stroytransgaz said in a statement that it could not comment on the matter. “JSC Stroytransgaz is a construction holding company and neither organisationally nor legally had, or has, anything to do with the company STG Engineering, with which the Tartous port management contract was concluded,” it said.