A Liberia-registered container ship operated by MSC, the MSC Elsa 3, sank off the coast of Cochin, India, following extreme monsoon conditions. The 184-metre vessel was carrying 640 containers—25 of which reportedly held hazardous materials such as calcium carbide—when it succumbed to severe listing on 24 May and sank the following day.
All 24 crew members were successfully evacuated by Indian maritime authorities after the vessel’s distress signal was received. However, the incident has triggered significant environmental concerns due to the potential for oil leakage and the presence of dangerous cargo.
The MSC Elsa 3 was en route from Vizhinjam, India’s newest transhipment terminal, to the Vallarpadam container terminal at Cochin as part of MSC’s coastal shuttle service. It had made five recent port calls at Vizhinjam in May alone.
Early analysis suggests a combination of adverse weather and possible issues related to cargo stowage or vessel stability may have led to the capsizing. Official investigations are ongoing, and MSC has yet to issue a public advisory.
Built in 1997 and with a nominal capacity of 1,730 TEU, the age of the MSC Elsa 3 has raised questions within the maritime industry. Analysts point to its accident history, including a collision near Yemen in 2016 and a piracy incident off Nigeria in 2021, as indicators of potential risk.
“This should be a wake-up call regarding aging vessels operating in Indian waters,” one shipping expert based in Mumbai told The Loadstar. “It’s not just about age—it’s about maintenance and operational readiness.”
Despite MSC operating one of the world’s most modern fleets, its roster includes nearly 200 vessels aged 20 years or older. The MSC Elsa 3 has been a fixture on regional relay routes, including services between Tuticorin and Colombo.
In light of the incident, attention is turning once again to India’s port access regulations. The Directorate General of Shipping recently updated entry rules for older foreign-flagged vessels, but the current 30-year limit for fully-cellular container ships still allows aging ships like the Elsa 3 to operate.
“This is exactly why we’ve been calling for tighter scrutiny of old tonnage,” an Indian shipowner commented.
The fate of the ship’s cargo remains unclear. Since the vessel was a total loss, no general average is expected to be declared. Insurance claims are likely to be assessed based on the final findings of the investigation, particularly regarding the carrier’s liability.
Industry experts recall a similar case in 2010, when a 31-year-old MSC vessel collided with another ship in Mumbai, shutting down operations at Nhava Sheva port for several days and prompting tighter safety rules.
As salvage and environmental efforts continue, the MSC Elsa 3’s loss could become another catalyst for regulatory reform in coastal shipping operations.
