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Ever Given


Ever Given (IMO 9811000) is a Panamanian-flagged owned by Japan's Kisen Kaisha and operated by Taiwan's . Built in 2018, the vessel measures 399.94 meters in length overall and 59 meters in , with a maximum of approximately 20,000 TEU, placing it among the largest ships of its type.
On 23 March 2021, Ever Given ran aground in the during a northbound transit, wedging diagonally across the channel and halting all traffic for six days until refloated on 29 March after extensive salvage operations involving dredgers, tugboats, and tidal assistance. The grounding stemmed from a combination of factors including sudden gusts up to 49 miles per hour, a sandstorm reducing visibility, navigational decisions such as speed adjustments ordered by canal pilots, and communication challenges between the English-speaking crew and Arabic-speaking pilots. The blockage disrupted an estimated 12% of global trade, delaying billions in cargo and prompting widespread economic analysis of vulnerabilities.
Post-incident, legal contention arose as the demanded nearly $1 billion in compensation for salvage, lost tolls, and infrastructure damage, attributing fault to the vessel's operators, while the owner countered that the authority erred in permitting transit amid adverse weather. The dispute resolved in July 2021 with a $540 million settlement, allowing Ever Given's release and resumption of service, though the event underscored risks of ultra-large vessel designs in constrained waterways.

Construction and Specifications

Design and Building History

The Ever Given was constructed by Co., Ltd. at its Marugame shipyard in , , commencing with on December 25, 2015. , one of Japan's leading shipyards known for high-volume production of commercial vessels, developed the Imabari 20,000 TEU design on which the vessel is based, emphasizing structural efficiency for ultra-large container carriers. The design supports a nominal capacity of approximately 20,000 twenty-foot equivalent units (TEU), with dimensions of 400 meters in and 58.8 meters in to maximize cargo volume while adhering to port and canal constraints. The hull was launched on May 9, 2018, marking a key milestone in the three-year build process. Completion followed on September 25, 2018, after outfitting with systems including an 11-cylinder MAN B&W G95ME engine capable of 59,250 kW for efficient long-haul operations. As part of Marine's G-class series, the Ever Given represents the second iteration of the name, with eleven such vessels built by Imabari to standardized specifications for the operator's Asia-Europe and transpacific routes, prioritizing and stability through double-hull construction and advanced hydrodynamic profiling.

Technical Features and Capacity

The Ever Given is a Golden-class built by Co., Ltd. at its Saijo facility in , with hull number S-1833 and completion on September 25, 2018. Its overall length measures 399.94 meters, with a of 59 meters and a molded depth of 32.9 meters. The design draft is 14.5 meters when fully laden, though operational maximum draft reaches up to 16 meters depending on load and port restrictions. The vessel's tonnage metrics include a of 220,940, of 99,155, and of 199,629 metric tons. It features a nominal capacity of 20,124 twenty-foot equivalent units (TEU), optimized for efficient stacking with cellular holds and on-deck lashing systems typical of post-Panamax designs. is supplied by a Mitsui-MAN B&W 11G95ME-C9 low-speed, , generating 79,500 horsepower at 79 and driving a fixed-pitch for a service speed of approximately 22 knots. The engine operates primarily on , with auxiliary systems including bow thrusters for enhanced maneuverability in confined waters.

Ownership and Operations

Ownership Structure

The Ever Given is owned by Shoei Kisen Kaisha Ltd., a shipowning established in 1948 and functioning as a leasing of Co., Ltd., one of the world's largest shipbuilders. Shoei Kisen Kaisha, controlled by a prominent shipowning family, holds the registered ownership and bears primary legal responsibility for the vessel, including liabilities arising from incidents such as the 2021 Suez Canal blockage. The ship operates under a time agreement with , a Taiwanese and part of the , which manages commercial operations, including routing, cargo booking, and crewing arrangements. , founded in 1968, does not hold ownership title but assumes operational control and some risk-sharing through terms, as evidenced in post-incident compensation negotiations where both parties engaged separately with the . The vessel is registered under the Panamanian , a common practice in global shipping to optimize regulatory and tax structures, with technical management often handled by third-party firms such as Germany's Bernhard Schulte Shipmanagement for crew provision and maintenance. This layered structure—separating legal ownership, commercial operation, flagging, and management—reflects standard efficiencies in the container shipping industry but complicates liability attribution, as seen in the multifaceted legal claims following the Suez grounding.

Pre-Incident Service Profile

The Ever Given was owned by Shoei Kisen Kaisha Ltd., a Japanese shipowning company, and operated under time charter by , a Taiwanese container . Constructed by Imabari Zosen in Marugame, , and registered under the Panamanian flag, the vessel commenced operations in 2018 as part of Evergreen's fleet of ultra-large container ships. Deployed on scheduled liner services, primarily the Asia-Europe trade lane, the Ever Given facilitated high-capacity of containerized such as , apparel, and components between East Asian loading ports (e.g., , ) and discharge terminals in (e.g., , ). These routes relied on transits to optimize fuel efficiency and delivery schedules, with the ship maintaining a service speed of approximately 22 knots under normal conditions. From delivery through early 2021, it executed routine voyages in this capacity, contributing to Evergreen's participation in alliances like the Ocean Alliance for vessel sharing and slot utilization on major east-west corridors.

Incidents

2019 Hamburg Collision

On February 9, 2019, the Ever Given collided with the berthed ferry Finkenwerder while outbound on the River near Blankenese, a suburb of , , during a transit from to . The Finkenwerder, a 25-meter (82 ft) HADAG pleasure ferry moored alongside a pontoon, sustained heavy damage rendering it beyond repair, though no passengers were aboard and no injuries occurred. Strong winds were identified as the principal cause, exacerbating maneuvering challenges for the 400-meter ; two minutes post-collision, authorities imposed a temporary ban on River navigation due to the gusts. prosecutors launched a into the incident, focusing on potential navigational errors amid adverse . No significant damage to the Ever Given was reported, and it resumed operations following the event without prolonged disruption.

2021 Suez Canal Grounding

On 23 March 2021, at approximately 05:40 UTC, the Ever Given, a 400-meter-long with a capacity of 20,124 TEU, ran aground while transiting northbound through the en route from to . The vessel veered sharply to starboard amid strong crosswinds from a sandstorm, with gusts reaching over 40 knots, causing its bow to embed in the eastern bank and its stern to ground on the western bank in the single-lane section south of the Bitter Lakes. This diagonal wedging fully obstructed the 120-meter-wide channel, halting all maritime traffic in both directions and stranding over 300 vessels. The Egyptian Suez Canal Authority's investigation identified the root cause as loss of the ship's maneuverability, attributing it primarily to adverse wind conditions, combined with hydrodynamic effects like squat, bank suction, and the vessel's large beam relative to the canal's width. However, the Panama Maritime Authority's 2023 report, which scrutinized voyage data recorder information, emphasized human factors: the ship's master maintained excessive speed (around 13 knots) despite reduced visibility and wind warnings, while Suez Canal pilots failed to adequately account for bank effects, communicate effectively with the bridge team—exacerbated by language barriers—and order course corrections or speed reductions in time. The Panama findings critiqued the pilots' over-reliance on visual navigation without verifying compass readings and noted the master's passive role, contravening international standards requiring the captain's oversight during pilotage. Initial refloating efforts using on-hand tugs proved insufficient due to the ship's 200,000-ton and the canal's soft sandy banks, which complicated operations around the bow. Over the following days, specialized salvage teams deployed additional powerful tugs, conducted underwater surveys, and adjusted to lighten the vessel amid and controlled explosions to free aggregates. By 29 March, after partial freeing and a high , the Ever Given was successfully refloated and towed to the Bitter Lakes for inspection, restoring canal traffic after a six-day . No injuries or significant environmental damage occurred, though minor hull scraping was reported.

Grounding Circumstances

![Container Ship 'Ever Given' stuck in the Suez Canal, Egypt - March 24th, 2021 cropped.jpg][float-right] The Ever Given, a 400-meter-long container ship with a capacity of 20,000 TEU, departed the Suez anchorage early on March 23, 2021, transiting northbound through the Suez Canal toward Rotterdam from Tanjung Pelepas, Malaysia. Two Suez Canal Authority pilots boarded at Ballah around 07:16 local time (LT), assuming navigational control shortly thereafter at 07:20 LT. The vessel proceeded at increasing speeds, reaching approximately 12 knots, under orders to alternate helm between hard port and hard starboard to maintain course amid challenging conditions. Weather conditions included southerly winds of 25-27 knots with gusts up to 40 knots, and brief reductions in due to around 07:20 , though overall visibility exceeded 5 miles. At 07:38 LT, the ship ceased its turn and began swinging uncontrollably to starboard despite corrective and engine orders, including reductions to half ahead followed by full ahead. The grounding occurred at 07:41 LT at position 30°01.059'N 032°34.810'E, approximately 151 km from the canal's southern entrance, with the bow contacting the eastern bank while traveling at 12 knots. The wedged diagonally across the 200-meter-wide , its bow embedded in the eastern and stern against the western , fully obstructing northbound and southbound in this single-lane . No injuries were reported among the 20,526 TEU-laden ship's crew of 25, but the incident halted all within minutes.

Rescue and Refloating Operations

Rescue operations for the Ever Given commenced immediately following its grounding in the Suez Canal on March 23, 2021, coordinated by the Suez Canal Authority (SCA) and salvage experts including SMIT Salvage, a subsidiary of Boskalis. Initial efforts focused on dredging sand and mud from beneath the bow and stern using suction dredgers capable of removing approximately 2,000 cubic meters per hour, alongside excavators on the bank to clear accumulated material. Tugboats, including harbor and seagoing variants, were deployed to pull and push the vessel, with ballast tanks emptied to reduce its weight. Over the subsequent days, multiple refloating attempts yielded partial success, such as slight movements of the bow, but the ship remained lodged diagonally across the channel. By March 28, approximately 30,000 cubic meters of sand had been dredged, supported by 11 harbor tugs and two powerful seagoing tugs, including the Alp Guard and Carlo Magna. plans considered offloading up to 18,300 containers or , though these were deemed high-risk and ultimately unnecessary. The successful refloating occurred on , 2021, at approximately 15:05 local time, aided by a high spring tide and coordinated action from 13 tugboats and two dredgers under SCA oversight. The 224,000-ton vessel was then towed to the for inspection and to clear the channel, restoring traffic after six days of blockage.

Causal Investigations

The Panama Maritime Authority (PMA), as the for the Panamanian-registered Ever Given, led the formal marine casualty investigation into the grounding on March 23, 2021, in accordance with guidelines. The 68-page final report, released in July 2023, analyzed information, witness statements, meteorological data, and hydrodynamic simulations to determine probable causes and contributing factors. It concluded that the incident resulted from a confluence of environmental forces, hydrodynamic effects in the confined canal, and navigational shortcomings, rather than any single dominant factor. Probable causes included strong southerly winds averaging 19 knots with gusts up to 40 knots, which exerted significant lateral force on the vessel's high freeboard and deck cargo, causing it to yaw and deviate from the centerline. These winds shifted directions between 77° and 210°, exacerbating the Ever Given's vulnerability due to its beam-to-draft ratio and shallow under-keel clearance of approximately 2.5 meters at the grounding site. Compounding this were hydrodynamic phenomena— (increased draft from speed-induced pressure reduction), suction (attraction to the eastern ), and cushion (repulsion from the western )—amplified by the vessel's excessive transit speed of 12–13.5 knots, exceeding the Suez Canal's permitted maximum of 8.64 knots for such conditions. The report noted that these effects led to a progressive loss of , with the bow grounding on the eastern at kilometer 132.5 while the swung toward the western bank. Human factors were identified as critical, with the two Suez Canal pilots issuing abrupt "hard to port" and "hard to starboard" helm orders rather than precise course adjustments, failing to anticipate wind-induced drift or invoke contingency measures like speed reduction or additional tug escort—mandatory under canal rules for vessels over 170,000 SCNT but not requested despite deteriorating from sand-laden gusts. Communication breakdowns occurred, as pilots conversed in excluding the primarily bridge team, limiting the master's ability to intervene effectively, though the report faulted the master for not asserting authority sooner under the vessel's . Systemic contributors included the Ever Given carrying an outdated 2015 edition of Suez Canal transit rules instead of the 2020 version, which emphasized enhanced pilotage protocols for ultra-large container ships. The report's emphasis on pilotage errors and procedural lapses contrasts with initial attributions by the to weather alone, highlighting potential institutional reluctance to acknowledge navigational deficiencies in a controlled . Recommendations encompassed improved pilot training on hydrodynamic interactions and English-language bridge protocols, vessel operator enhancements to systems for canal-specific hazards, and canal authority measures for stricter enforcement of speed limits and tug requirements during adverse conditions. No evidence of mechanical failure or cargo issues was found, underscoring that the grounding stemmed from predictable environmental-navigational interactions inadequately mitigated.

Impacts and Consequences

Economic Disruptions

The grounding of the Ever Given in the from March 23 to March 29, 2021, obstructed approximately 12% of global maritime trade volume, which passes through the canal daily, including one million barrels of oil and 8% of seaborne . The blockage delayed an estimated $9.6 billion in per day, with over 300 vessels accumulating in a backlog carrying roughly 1.5 million twenty-foot equivalent units of cargo. Rerouting around the added 10-14 days to voyages for diverted ships, increasing fuel consumption by up to 40% on affected routes and exacerbating fuel price spikes amid post-COVID strains. The (SCA) reported direct revenue losses from foregone tolls, with estimates for major carriers like alone totaling $6 million; overall SCA claims in related litigation included broader lost earnings exceeding $500 million when accounting for halted transits and salvage coordination expenses. Shipping operators faced substantial operational costs, including 's documented $89 million in losses from , vessel idling, and expedited rerouting for its fleet. Insurers processed claims covering hull damage to the Ever Given, business interruption for delayed cargoes, and emergency salvage efforts involving dredgers and tugboats, with total payouts projected in the hundreds of millions though precise aggregates remain disputed due to varying policy scopes. Global economic modeling attributed up to $136.9 billion in cascading losses, primarily from shortages and halts in import-dependent economies like , which absorbed 75% of quantified impacts through disrupted inputs. Sectors such as automotive parts, semiconductors, and goods experienced acute delays, contributing to temporary pressures in and ; for instance, European automakers reported stoppages due to missing components. While short-term global GDP effects were limited to 0.2-0.4 percentage points of trade volume reduction, the incident highlighted vulnerabilities in just-in-time , prompting some firms to diversify routes despite higher long-term costs. Recovery accelerated post-refloating, with congested traffic clearing by mid-April 2021, though elevated freight rates persisted into Q2.

Legal Proceedings and Liabilities

The () initially demanded $916 million from the owners of the Ever Given, Shoei Kisen Kaisha, to cover salvage costs, lost transit fees estimated at up to $15 million per day of blockage, and other damages following the March 23, 2021, grounding. On April 14, 2021, an Egyptian ordered the seizure of the vessel after the rejected a settlement offer from the ship's insurer, UK P&I Club, prompting prolonged negotiations amid multiple hearings in . Negotiations reduced the SCA's claim, with the authority eventually agreeing to a of approximately $550 million, payable in installments, which included compensation for economic losses and salvage expenses. The Ever Given was released on July 7, 2021, following the signing of the settlement contract during a at the SCA headquarters. In parallel, Shoei Kisen Kaisha declared general average on April 1, 2021, requiring cargo interests to contribute proportionally to the costs of refloating and salvage under principles, with cargo release conditioned on security bonds or deposits provided to adjusters. This mechanism addressed liabilities for extraordinary expenditures incurred to preserve the vessel and during the peril. The owners also initiated limitation of liability proceedings in the on April 1, 2021, under the Protocol to the 1976 Convention on Limitation of Liability for Maritime Claims, seeking to cap third-party claims at around 81.5 million (approximately $115 million at the time). A establishing the limitation fund was granted on April 8, 2021, potentially shielding the owners from unlimited exposure to delay-related claims from affected shippers and operators. UK P&I Club, providing protection and indemnity coverage, contested the SCA's demands as unsubstantiated, particularly the inclusion of non-recoverable elements like , while handling potential and third-party claims through the general average process and limitation framework. Separate disputes emerged, including a 2023 Danish lawsuit by A.P. Moller-Maersk against Marine and related parties, which was settled out of court for undisclosed terms related to shipment delays. No major hull or damage claims were reported beyond salvage-related adjustments, with liabilities largely resolved via and the aforementioned mechanisms by late 2021.

Post-2021 Status

Return to Service

Following its release from the Suez Canal on July 7, 2021, after resolution of legal disputes with the , the Ever Given proceeded to the , , arriving on July 19, 2021, to discharge its remaining cargo before continuing to the , . The vessel then transited to , , for structural repairs necessitated by grounding-induced damage, including deformation to the , propeller issues, and rudder misalignment. Ever Given entered at Co. on October 4, 2021, where over six weeks, workers replaced the damaged section—prefabricated in —and bow thrusters, while repairing the propellers and to restore full operational integrity. These modifications addressed vulnerabilities exposed by the incident, such as the bow's vulnerability to bank contact in constrained waterways. The ship exited and loaded 5,147 twenty-foot equivalent units (TEU) of cargo at Qianwan Container Terminal before departing on November 14, 2021, bound for via , marking its return to commercial service under . For its subsequent Suez Canal transit, scheduled for December 7 or 8, 2021, the vessel was assigned experienced pilots from the to mitigate recurrence risks. This resumption integrated the ship back into the Asia- trade lane without reported further modifications to its class society certification.

Ongoing Operations as of 2025

Following its refloating and release from the Suez Canal on July 7, 2021, the Ever Given underwent necessary inspections and repairs before resuming commercial operations under charter to . By late 2021, the vessel had returned to active service on transpacific and Europe-Asia trade routes, transporting standard containerized cargo including consumer goods, , and industrial materials. As of October 2025, the Ever Given continues routine global voyages without reported incidents disrupting its schedule. The ship departed Valencia, Spain, on September 28, 2025, and was last reported underway in the at 11.2 knots, bound for with an estimated arrival around November 4, 2025. Its navigational status remains "underway using engine," handling typical container loads on high-traffic lanes that avoid undue risk factors identified in prior investigations, such as strong crosswinds in confined channels. Operations emphasize compliance with international maritime standards, including enhanced bridge team protocols adopted fleet-wide post-2021 to mitigate in adverse conditions. The vessel's Panama-flagged status and 9811000 facilitate seamless calls across major hubs like those in the Mediterranean, Atlantic, and regions, supporting Evergreen's just-in-time delivery model amid ongoing global demands. No structural modifications beyond routine have been documented, preserving its capacity for 20,000 TEU equivalents.

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