Containerschepen

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Joost.R
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Locatie: Noord-Brabant.

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Maersk Returns to Liverpool

With the new service Maersk returns to Liverpool after more than a decade and launches its first ever direct service to Dublin.
Providing a direct service between the British Isles and Algeciras to connect to the whole of Mediterranean and North Africa, the newly announced Irish Sea product into Liverpool and Dublin compliments the existing network and offers improved transportation solutions for serving local markets.
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Image: Maersk
Operated by Seago Line, the Intra-European shipping expert and part of the Maersk Group, the new service further allows easier access to other trades and helps sister companies Maersk Line and Safmarine deliver for their customers in the North West of England and Ireland. Most notably, the new short sea service creates a great opportunity for a West Africa product offering with a new transshipment option to connect both markets to Nigeria.

“We are thrilled to offer a new service and expand our product portfolio for both countries”, shares Seago Line General Manager for UK & Ireland Robert Clegg. “With competitive transit times and convenient berthing windows, we are well-placed to serve customers who seek new opportunities through this Mediterranean connection. Furthermore, our customers located in the Liverpool hinterland can now access South European and North African markets with Seago Line as a complimentary addition to our existing offer, while for Irish cargo this becomes an attractive alternative to the current feeder option via Rotterdam.”

With the introduction of Seago Line’s Irish Sea service, Maersk Group returns to Liverpool with a direct product after a 10 year absence. At the same time, it will be Maersk Group’s first ever direct connection to the Irish capital, supplementing the existing Latin American service to Cork operated by Maersk Line. Brian Godsafe, Managing Director at Maersk Line UK & Ireland comments:

“This service is a positive addition to our current portfolio. The Irish Sea feeder offers flexibility to customers in and around the Liverpool area. It is also a major change for our Irish customers, who will now receive a faster and direct product to better serve their import and export needs.”

The new service will offer 6 days transit time between Algeciras and Liverpool and 7 days between Algeciras and Dublin. The first call to Liverpool is planned on April 13th and to Dublin on April 14th.

Source: Maersk

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Joost.R
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Drewry study warns of diminishing economies from megaships

Global shipping consultancy, Drewry, has carried out a simulation study of the operational and financial impacts on lines, terminal operators, ports and other supply chain stakeholders as vessel size increases up to and beyond 18,000 teu (twenty-foot equivalent units, the standard metric used to measure a ship’s cargo carrying capacity). The study results suggest that the economies of scale, that have been a key feature of the liner industry, may be running out.
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Triple E class Container ship Maersk McKinney Image: Maersk Line
Since 2009, leading container shipping lines have engaged in a new-build ‘arms race’ with vessel sizes increasing at breakneck pace to drive down unit costs and improve profitability. This race-to-scale is set to continue with a further 53 megaships expected to enter service in 2016. While bigger ships help carriers reduce voyage costs, these savings are increasingly offset by higher port and landside costs meaning that total system cost savings are small and declining.

Larger vessels place greater demands on ports, where channels have to cater for deeper draughts and on terminals, which need to upgrade equipment, yard facilities and manning levels to effectively handle increased peak cargo volumes. On a total ‘system cost’ basis the study found that the upsizing of vessels provides only modest savings for the overall supply chain with efficiency gains being further eroded as vessels size increases beyond 18,000 teu.
Drewry expects that even with no further increase in maximum vessel size, the sheer number of mega vessels expected to be delivered in 2016 will strain terminal resources, as the average size of ships increase the amount of cargo that has to be handled at times of peak container activity.
Key findings from the Drewry study:
Combined shipping line and port ‘total system’ cost savings peak at only 5% of total network costs and economies of scale diminish as vessel sizes rise beyond 18,000 teu
Terminals will incur significant capital expenditure to handle larger vessel sizes and terminal yard areas will need to increase by one third to avoid congestion, even with no growth in volume
Scale economies from megaships only work for the total supply chain if terminals can increase productivity in line with increases in vessel size
Continued vessel upsizing risks, leading to:
– No significant cost benefit, lower service frequency and/or less choice for shippers;
– Higher supply chain risks as volumes are concentrated in fewer vessels;
– Environmental effects arising from dredging deeper channels and expanding yard area;

“As more megaships enter service the industry is rapidly approaching a critical stage,” said Tim Power, managing director of Drewry.

“To ensure the economics of vessel upsizing continue to benefit the entire supply chain, lines and ports need to work in a more coordinated manner if further productivity improvements from the transport system are to be realised. Addressing the operational and cost effects at port facilities caused by the challenging load and discharge patterns of these larger ships requires a cross-industry effort. All stakeholders in the supply chain must recognise the need for dialogue and collaboration if the maritime transport system as a whole is to benefit. If these benefits cannot be delivered and economies of scale in this industry really are running out, the implications are profound.”

There is a wider possible implication of these findings for the industry: if economies of scale in liner shipping have finally run their course, future vessel ordering will no longer be driven by the need to secure economies of scale but will instead be based on lines’ assessment of future demand growth.

“When this happens, the tendency to structural overcapacity that has plagued the industry will be much reduced,” added Power. “If this were combined with a process of continuing industry consolidation, liner shipping might at last be in a position to generate sustainable profitability.”

Source: Drewry
Meestertje
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Lid geworden op: 29 jan 2010 21:08

Re: Grote Containerschepen

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Svitzer Mallaig vs Msc Oscar 8)
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Machinare nesse est!
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Joost.R
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Lid geworden op: 22 feb 2005 18:30
Locatie: Noord-Brabant.

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Hanjin Shipping to remove two 13,000 teu boxships from Asia-Europe lane

South Korea's Hanjin Shipping announced on Thursday (Mar 17) that it will remove two 13,000 teu containerships on its Asia to North Europe lane starting April, as part of efforts to cut operation cost.
The restructured NE6 (Asia-North Europe 6) service will have nine 13,000 teu boxships instead of the current 11, and port calls will be rearranged to allow shorter transit time, save operation cost and enhance efficiency. The changes will kick in on 3 April.

It will also allow even faster cargo transhipment to West and North Africa through Algeciras as well as shorter transit time from northern Europe to Asia,” Hanjin Shipping commented.

The NE6 port rotation is Busan, Shanghai, Yantian, Singapore, Algeciras, Hamburg, Rotterdam, Algeciras, Singapore, Yantian and back to Busan.
In addition, its jointly-run PM1 (Pacific-Med Pendulum 1) will be replaced by the shipowner's new HPM (Hanjin Pacific Mediterranean Pendulum) service to connect the US West Coast, Asia and Mediterranean.

This HPM route will be served fifteen 10,000 teu containerships and the service will commence on 6 April.
“As such, Hanjin Shipping intends to improve business profitability by providing exclusive services to areas with great potential for market growth,” Hanjin Shipping said.
“Through this restructuring, we are confident that we will provide more stable, swift and higher quality service to our customers and that we will also contribute to enhancing CKYHE Alliance’s service competitiveness,” it added.

Source: Seatrade Global
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Joost.R
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Islamic Republic of Iran Shipping Lines IRISL resumes its container liner service to Northern Europe

With the call by the container ship Azargoun in Hamburg on 17th March 2016, IRISL – Islamic Republic of Iran Shipping Lines – is reopening its regular liner service European Container Line (ECL) between Northern Europe and ports in the Persian Gulf following its closure in mid-2010 on account of sanctions.
The new service will be operating with 2,500teu containerships, calling at Hamburg and Antwerp, along with Genoa, Istanbul, Port Said and Bandar Abbas. The Azargoun is 207 metres long and 29.8 metres wide and was built for IRISL at what was then the Aker MTW shipyard in Wismar in 2003.
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Image: mgklingsick
In addition, the SEVGI will be resuming the conventional liner service with multi-purpose tonnage between Northern Europe and the Persian Gulf. IRISL’s liner services will be represented in Germany, Belgium and the Netherlands by the firm currently being jointly set up by Peter W Lampke & Co KG (PWL) and IRISL (Europe), namely IRISL Agency (North), based in Hamburg and with branches in Antwerp and Rotterdam.

Since the restricted opportunities for trading of recent years have generated immense pent-up demand for investment goods for the oil, automotive, chemical and energy sectors, German industrial companies, especially, anticipate an early revival in business activity. Germany is traditionally Iran’s largest trading partner in the West. Hamburg, in particular, where so many Iranians have settled and set up businesses, has for generations maintained very close and friendly relations with firms and state organizations in Iran. Prior to sanctions, the main imports via Hamburg were barley, potash fertilizers, feedstuffs and machinery. As exports from Iran, fresh and tinned fruit, yarns, other textiles, rubber and vegetables topped the list in the Port of Hamburg.

Thanks to significant quantities of natural resources – mainly oil, gas and ores – as well as an oil processing industry much expanded in recent years, Iran possesses a powerful economy. With capital that has so far been frozen on account of sanctions, this will ensure a steep revival in efforts by Iranian firms to import. Official visits by German companies and public sector delegations confirm the intense interest in expanding commercial relations with Germany. For several decades, IRISL has operated regular services with containerships and conventional tonnage. The company owns 170 vessels. In its East Asia service, for instance, IRISL deploys ships with a capacity of 6,500teu. Additional liner services to SE Asia are run with 2,200 to 2,500teu ships. IRISL also runs container services from the Persian Gulf to the Mediterranean as well as East Africa.

Source: IRISL
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Joost.R
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CMA CGM launches new WEMED service dedicated to intra Mediterranean trades

• CMA CGM strengthens its historical presence on the Mediterranean market by connecting France, Spain, Turkey, Lebanon, Egypt, Malta and Algeria direct
• CMA CGM offers a direct connection between East Med and West Med
CMA CGM, a leading worldwide shipping Group, announced yesterday the launch of the first Group’s service dedicated to intra Mediterranean trades.
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Image: Arjan Elmendorp
The WEMED service (West Med – East Med) was launched on March 11th 2016 and offers the Group’s clients direct transport solutions to Eastern Mediterranean countries (France, Spain, Algeria) an Western Mediterranean countries (Turkey, Lebanon, Egypt).

The WEMED line is the first and only CMA CGM service to be fully dedicated to Mediterranean countries. It directly links Eastern Mediterranean countries (France, Spain, Algeria) to Western Mediterranean countries (Turkey, Lebanon, Egypt) via Malta, a CMA CGM major hub offering transshipment connections towards worldwide markets.
This new service answers the area’s growing commercial exchanges – Turkey being a major economic partner for Mediterranean countries – and strengthens CMA CGM presence on its traditional market.
The WEMED line offer strong performances for East Mediterranean countries:
•Transit times offered from Southern Europe to East Mediterranean Sea are among the best on the market: Turkey is linked in 7 days from Valencia, and 9 days from Marseille.
•The WEMED line offers the only direct and weekly connection from Mersin, Istanbul, Beirut and Alexandria to Algiers.
Four 1,200 to 1,700 TEU-capacity vessels will be deployed on this new line. The rotation will be as follow: Marseille, Barcelona, Valencia, Malta, Mersin, Iskenderun, Beirut, Alexandria, Malta, Algiers and Marseille.
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Source: CMA CGM
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Joost.R
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Asia-Europe container rates down 80%

Spot rates for containers shipped by sea from Asia to Europe continue to decline on the slow pace of the European economic recovery and the sluggish flow of exported industrial products from Asia.
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The fee per 20-foot container has ranged between $200 and $250 since late February — 80% cheaper than the recent peak in late December and well below the rate of $1,400 to $1,500 thought to be the break-even line for the shipping industry.

Shipping companies are negotiating fiscal 2016 contracts with major cargo owners, and falling spot rates are one factor dragging contract prices lower.

The equivalent of 1.37 million 20-foot containers was shipped in January, down 1.8% on the year, according to the Japan Maritime Center. Cargo volumes topped those of a year earlier for the first time in 10 months this past December but promptly began declining again.

Terrorist attacks in Europe have hurt the region’s tourism industry. “If this effect ripples over to consumer spending, it could have an impact on container shipping volumes,” warns Yasumi Kudo, president of the Japanese Shipowners’ Association.

Source: Nikkei
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Joost.R
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UASC continues to grow in South America

A new joint venture agency in Uruguay and official representation in Intermodal South America 2016.

United Arab Shipping Company (UASC) announced today the opening of a new joint-venture agency in Uruguay and participation in this year’s Intermodal South America exhibition, opening today in São Paulo and running until 7th April. These initiatives are part of the carrier’s ambitious growth plans and customer-focused strategy, and highlight the importance of the South American market for UASC.
Following several initiatives including significant investment in new reefer units and a cooperation agreement with Hamburg Süd opening up new services to East Coast South America, UASC aims to highlight its expanded service during Intermodal South America 2016, the international exhibition for logistics, cargo transportation and international trade.
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Image: UASC
Uffe Østergaard, Chief Commercial Officer at UASC said, “UASC has expanded its presence in South America in 2015, now serving all major ports along the Brazilian East Coast and the River Plate on a weekly basis and providing customers with access to an enhanced product offering,connecting the South American markets with Asia, Indian sub-continent, Red Sea, Middle East,North Europe and Mediterranean.”

“The enhanced service coverage enables us to cater effectively for many of the key companies in different industries in South America”, Mr. Østergaard added.

“South America is a key market for UASC and as part of our ambitious growth plans, new agencies will be inaugurated soon in Brazil and Argentina in addition to the newly opened agency in Uruguay; these developments mark the next stage of our evolution in South America and gives a flavor of our longer term aspirations”.

“Providing the highest quality of service excellence and reliability standards is our philosophy in doing business, UASC’s participation in Intermodal South America 2016 and the opening of new agencies will allow us to be closer to our customers and maintain ongoing dialogue with them on the ground to explore further enhancements to our services”.

Source: UASC
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Joost.R
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Drewry: Container Shipping Approaching Crucial Trigger Point in 2016

Further expected container shipping liner losses throughout the first half of 2016, exacerbated by the awful prevailing spot and contract freight rates will lead to a major trigger point at some stage later this year. This will happen either through radical capacity management at the trade route level and/or a much more sensible and logical approach to commercial pricing, according to the latest Container Forecaster report published by global shipping consultancy Drewry.

Global rate levels are no longer sustainable and with the lines’ GRI mechanism soon to be defunct on European trades due to new EU regulations that are about to be implemented, carriers will need to find new tools.
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Drewry estimates that global freight rates will deteriorate further this year while at the same time carriers will no longer be able to reduce costs at the same pace, given that the main advantages of lower fuel prices have already been realised.

At the moment, ocean carriers continue to cling to the vain belief that the lower slot costs of the 14,000 teu and 18,000 teu vessels will bring them success. However, Drewry’s contention after a recent study is that the hoped for economies of scale are much reduced after vessels of this size are deployed.

The three months grace just given to beleaguered HMM does nothing to dispel the myth that ocean carriers are made of bullet proof material. Asking shipowners to bail them out by drastically cutting charter rates is a sign of the times. Having focused on the cost side for so long, it is vital that carriers turn themselves to the revenue side of the equation if shippers are to have a sustainable container industry.

Some 66 void sailings in February in the major east-west trades did nothing to prop up freight rates. A global idle fleet that hit one million teu (5%) by March also seemed to do little to sentiment. Drewry even heard anecdotally that spot rate levels from Asia to the West Mediterranean reached as low as $5 per 40ft.

While global handling growth is forecast to reach an estimated 2.1% in 2016 and this is by no means back in 2009 negative territory, the industry could get very ugly by the second half of this year if current commercial trends continue. Drewry believes a trigger point will be reached when more radical action on the capacity front will have to take place.

Neil Dekker, Drewry’s director of container research added: “This inflection point will only deliver any kind of market stability if carriers start to use their in-house rate profitability models and offer commercially sustainable freight rates. Ocean carriers should be looking at revenue per teu rather than industry load factors. In a world where overcapacity is a given on every trade, headhaul load factors of, for example, 85% need not be considered a disaster by any means. With 2.6 million teu of new capacity to be delivered by the end of 2017 this kind of load factor and potentially even lower is the new reality, so get used to it.”

Source: Drewry
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Joost.R
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Suez Canal in 30% rebate US East Coast - Asia bound containerships

The Suez Canal Authority is offering a 30% rebate for containerships transiting canal from US East Coast ports and destined for Asia.
The rebate applies to vessels sailing from New York and ports to the south of it on the US East Coast and then calling in Asia at Port Klang, Malaysia and ports eastwards according to Alphaliner’s weekly newsletter.

The rebate applies to vessels leaving New York after 7 March and is initially valid for 90 days. The rebate is aimed at recapturing traffic from the US East Coast to Asia that has opted sail via the Cape of Good Hope on the backhaul even though the distance is 12,412 nm compared to 10,117 nm via the Suez Canal given lower bunker prices and avoiding paying the canal tolls.

“The longer sailing distance is compensated by slightly higher speeds so that the rotation durations are not much affected. The detour is a viable option on the backhaul legs which are less transit time sensitive than headhaul legs,” Alphaliner noted.

The analyst said that six out nine Asia – US East Coast services had been returning to Asia via the Cape of Good Hope since late 2015.

Source: Seatrade Maritime


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