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.: 21-Mar-2018 :. Search News
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Shipping: Evolution Not Revolution
It was a relief to see the consolidation that took place in the shipping markets in 2017, which in turn has led to a healthier market and a stronger outlook for 2018. The energy sector, however, remains complicated with the LNG market rising, tankers falling, coal volumes up, and shale the wild card. All in all, more transaction volumes (demand) plus more controlled tonnage (supply) leads us to conclude that the year ahead of us will be more and more balanced. Yard consolidation has also continued (from 680 yards in 2007 to 300 today), which has meant upward pressure on newbuilding prices.
This year has seen the confirmation of three major changes to the shipping market whose implications, and whether they will be disruptive or evolutive, have yet to be settled:
1) the awareness that shipping is a major contributor to CO2 and sulphur emissions;
2) the fact that all shipping markets, and thus the landed costs of many trades, are based on broker indices; and
3) a recognition of the need for transaction traceability for compliance, sanctions, tax and reliability purposes. Regulations imposed on national companies by international organizations are by defi nition hard to enact and even harder to enforce.
The industry is making small steps, but there is a large differential building between those who embrace the targets and the others who try to circumnavigate or delay them. Geopolitical events complicate planning and decision-making, as oil at $40 a barrel leads to radically different decisions than oil at $75 a barrel. Such decisions range from immediate scrapping for heavy consumers, to conversion to dual-fuel engines, to newbuildings with full LNG-capable engines, or simply ultra-slow speeding. Our markets will be infl uenced by the ultimate proposals of the engine/ ship designers; what fuel qualities the energy companies can provide effi ciently; the political decisions of the major oil producers; and of course the fuel price which emerges from these developments, as all the while the climate conundrum unfolds.
The Singapore Stock Exchange (SGX) bought the Baltic Exchange at the end of 2016 and with it the right to publish all the shipping indices used as benchmarks for pricing, plus the settlement numbers used for derivatives and increasingly also for term physical transactions. The indices were developed by shipbrokers to allow a tanker and dry cargo shipping derivative market to fl ourish. The indices were extended into all sectors in response to a real need for transparency and objectivity. The industry is now faced with a realization that the indices less and less refl ect shipbrokers objective opinion of the state of the market, but rather more and more what the clients are showing to the market.
Who owns the indices? The cargo owners who transact (in which case the compliance offi cers will have a serious issue to resolve; transacting using an index which you infl uence), the shipbrokers who supply objective appraisals of how they see their markets (but they are seeing a smaller and smaller share), or the Singapore Exchange (in which case with what authority, as any major news provider could compile them, albeit with less objectivity and sentiment as the users who rely on them would quickly learn to feed the provider and thus infl uence the indices). Direct fi xing using indices is now the majority of dry bulk transactions.
On the major ore routes, which represent over 50% of the dry cargo market, we estimate less than 10% is fi xed through brokers or disclosed. The CIF (Cost, Insurance and Freight) net back prices of commodities are even more dependent on the indices. Price disclosure that used to be done by establishing bids and offers on the market is no longer necessary as the indices serve as price references. End users can now price their freight (and the landed cost of their commodity) on their own ships without going to the market.
Could this be the reason why a majority of the dry cargo orderbook in 2017 constituted orders by, or for, end users and traders. Traditional owners are having a harder and harder time justifying investing against returns based on purely indices. Is this a natural inevitable evolution or are we headed to an uneven playing fi eld where the giants are able to control the total commodity chain? We better figure it out before there is a revolution, but the evolution is already well advanced. Whether it is the Panama Papers, national tax laws, Brexit, terrorist funding, sanction enforcement, the future need for traceability and accountability is growing. Various maritime initiatives are underway with Silicon Valley targeting the huge transaction volumes in all aspects of the maritime sector.
The complexity of cross border trades and payments, coupled with the even more complex interaction between the participants, screams for transparency, speed and simplification. Blockchain and cryptocurrencies are heralded as potential solutions but with the complex web of essential maritime links, the chain will look more like a cobweb than an anchor chain. Our industry has major challenges ahead but we are confident that it will continue to grow in order to transport safely, efficiently and cheaply, with participants finding solutions to overcome climate, transparency and transaction hurdles. Maybe not in one go, but slow and steady like a ship tracing its own wake. Evolving not disrupting.

Posted On:21-Mar-2018



Megaships impact on PH maritime industry
The Philippine maritime industry may see a literally huge change in the future of shipping as more cargo companies are investing in large-scale vessels or megaships. They expect more than 40 huge container ships to arrive this year and next. Bloomberg reported that these vessels were ordered at least two years ago and are now ready for delivery.
Megaships refer to vessels carrying 18,000 20-foot equivalent units (TEUs) or more. More shipping companies are having them now after Maersk Line introduced its large-capacity ships years ago. Since then, most of Maersk's competitors, including CMA CGM, Evergreen Line, Mediterranean Shipping Co., and China Shipping Container Lines, have also unveiled their own megaships. These are expected to dominate the maritime sector in the next two years.
New shipping standard
Experts believe that these large vessels will be the new standard of shipping, and will most likely be more functional by 2020. Since megaships have become popular in the international maritime industry, ports and shipping sectors from different parts of the world are now adapting to this change.
In fact, several Philippine ports have prepared bigger cranes, as well as enhanced their infrastructure and system, for the entry of megaships.
In 2016, nine US ports invested a total of $30 million for essential dredging and other infrastructure improvements. European ports are also ready for megaships, as they have put up large cranes to carry them. In fact, these cranes have been operational for the past two years and have cleared almost 100 megaships.
Meanwhile, a large number of megaships are deployed to and from Asian ports, since most of these ports can receive 19,000 TEU vessels. This makes Asia more competitive in the maritime market.
Preparing for expansion
APL CEO Nicolas Sartini said in an interview that the Philippines should also invest in refining its port structures and systems if it wants to handle the major cargo shipping lines plying the main East-West trade routes. The country can continue to grow as part of the trade network if its ports would be able to accommodate the largest vessels, he added. With regard to the growing need for more improved ports, the Manila International Container Terminal (MICT) is already planning to expand its facilities and provide services to the intra-Asia trade's biggest container ships.
For its part, International Container Terminal Services Inc. (ICTSI) has already placed orders for 20 rubber-tired gantry cranes and five quay cranes that can carry a maximum of 13,000 TEU vessels. Two of the quay cranes will be positioned at MICT's Berth 5, while the rest will be deployed to Berths 3, 6, and 7. Three of these cranes are scheduled for delivery this year, and the rest in 2019.
As part of its capital equipment program, ICTSI has invested $80 million to build another dock and buy more equipment for MICT. On top of that is the multibillion-peso capacity improvements that the terminal has committed to the Philippine Ports Authority (PPA). ICTSI Senior Vice President and Regional Head of Asia-Pacific and MICT Christian Gonzalez said the Philippine port system was indicating further expansion, since the country's ports hit the 2-million mark in 2016. This just shows that the market is heading for better and more positive growth.
More trade, less fuel use
One major benefit that megaships offer to the global maritime industry is their energy efficiency and environmental influence. The World Shipping Council believes that larger ships are going to handle trade that is less costly and more environment-friendly. In container shipping operations, the largest cost goes to fuel. This means that if more cargoes are transported using one large ship, fuel consumption and consequently air emission per TEU would be reduced. In addition, larger ships broaden the service coverage of shippers, because carriers need to fill space to save on energy.
Megaships also mean bigger and better trade systems, since their impact can be felt on land, including trucks, intermodal yards, ports, highways, and railroads, as well as distribution centers. Using megaships should be aligned with the improvement of these land-based facilities and should be ready to handle over 18,000 TEUs.
Upgrading ship carriers also means upgrading ports and roads, facilities, and the whole logistics chain. Unfortunately, some are just not yet ready for it, and one has to invest in upgrades first before they can catch up with the market. It's not all positive, though: One big downside of megaships in the shipping industry as a whole is that, although it can reduce the number of transactions annually, they can also generate more workload.
For example, a facility may be able to accommodate a million TEUs a year, but may only receive fewer ship requests. The problem is that these vessels contain large amounts of boxes that need to be unloaded within a day for efficiency’s sake. Aside from that, these boxes should be transferred through rail and road as smoothly as possible.
Clearly, megaships can also affect transactions at ports, where peak seasons demand more labor and equipment, while needing less work the rest of the time. While the advantages and disadvantages of megaships have been discussed worldwide, shipping lines are still pushing through with having them. In fact, the next generation of megaships are expected to carry 24,000 TEUs. This means that ports have nothing else to do but adapt and evolve in order to face this new challenge, just like what the other ports have done.

Posted On:21-Mar-2018



Maersk Line relaunches Asia-Europe Network to increase schedule reliability
- With the new network, Maersk Line significantly improves schedule reliability while retaining competitive coverage and transit times.
- Network changes apply to Maersk Line's Asia-North Europe and Asia-Mediterranean strings.
- Westbound sailings will start early May.
Maersk Line announces changes to its services connecting Asia and Europe to focus on improving the reliability of the world's most comprehensive Asia-Europe network. Enhancements address customers needs for stable and efficient services and allow for competitive coverage of ports and main markets in both Asia and Europe.
"We are pleased to provide our customers with this revised network, which will offer them a higher level of cargo arrival reliability", comments Johan Sigsgaard, Maersk Line's Head of Europe Trade.
Port congestions and weather conditions have, among other factors, traditionally impacted reliability on Asia-Europe services. Changes introduced by Maersk Line will address these challenges by significantly improving buffers in schedules, making it easier to accommodate potential disruptions and thus minimising the impact on service delivery.
"Forced port omissions disrupt cargo flows and impact our customers supply chains. This network is designed to reduce the necessity to omit ports", adds Johan Sigsgaard.
As part of the new network, reliability will be enhanced by reducing the amount of duplicate port calls and allocating more buffer time around hub ports. Overall on North European and Mediterranean strings, there will be a reduction of 17 port calls, with an additional vessel added to the network.
The revised portfolio will in addition allow Maersk Line to better balance available capacity across markets, reducing the risk of oversupply and providing strengthened services to key Asian and European ports. Direct coverage to all main markets has been maintained, with tailored products designed for North European, Mediterranean, and Adriatic countries and with attractive coverage of main Middle East markets.
First Westbound sailings on Maersk Line’s revised Asia-Europe network will take place in May.

Posted On:21-Mar-2018



NA body extends support to maritime agency
NA body extends support to maritime agency  The NationPN participates in maritime defence exhibition in Qatar  The News International (blog)Full coverage

Posted On:21-Mar-2018



Seafarer Goes Missing from Vroon s Livestock Carrier, ITF Hints at Foul Play
A 45-year-old seafarer working on board the livestock carrier Galloway Express is reported missing, the International Transport Workers Federation (ITF) said, urging for an investigation into the man s disappearance. The mariner apparently went missing on March 13, 2018, in what was described as "man overboard" incident, while the flag of convenience ship was bound for Australia.

Posted On:21-Mar-2018



Cargo ship capsized, drifting in English Canal after collision, crew safe
General cargo ship BRITANNICA HAV collided with fishing vessel DEBORAH, or maybe more correct, was struck by fishing vessel, at around 1440 UTC Mar 20 in English Canal north of Le Havre. According to MRCC Jobourg France, BRITANNICA HAV was breached portside with ensuing water ingress, developed a list and capsized, drifting west in the process. Seven crew went to life rafts and were picked up by DEBORAH, the only person slightly injured said to be DEBORAH s skipper.

Posted On:21-Mar-2018



Reefer holed, leaking oil in Kalundborg Fjord, Denmark
Reefer CROWN RUBY while en route from S-Petersburg Russia to Colon Panama interrupted her voyage on Mar 20 in Great Belt, and sailed to Kalundborg Fjord, Denmark, where she was brought to anchor on Mar 21. According to local sources, the ship is leaking oil, albeit in small quantity. It is said, that divers found a hole in the hull. As of 0730 UTC Mar 21, CROWN RUBY was still at anchor in Kalundborg Fjord, reportedly surrounded by booms to prevent further pollution. No other information available at the moment.

Posted On:21-Mar-2018



Grounded freighter BERG total loss after recent storm
General cargo ship BERG, intentionally beached in Feodosia Bay, Crimea, Black sea, said to be recognized as total loss after recent storm, which battered Crimean coast. The ship sank, for all purposed, with only forecastle and top of superstructure remaining above waterline. Salvors during February siphoned from BERG all fuel, so reportedly, she poses no environmental threat.

Posted On:21-Mar-2018



Venous Ships Banned from UAE Ports, Waters
United Arab Emirates Federal Transport Authority (FTA) has banned ships belonging to Venous Ship Management & Operation or to its owners from operating in UAE ports and waters. The FTA added that the above-specified ships are also banned from anchoring in UAE waters.
As explained, the prohibition is "for the sake of protecting seafarers’ rights and due to repeated cases of seafarers abandonment" by Fujairah-based Venous Ship Management.

Posted On:21-Mar-2018



BW LNG Adds Second MEGI LNG Ship
BW LNG has taken delivery of BW Lilac, a 173,400 cbm liquefied natural gas (LNG) carrier, from Daewoo Shipbuilding and Marine Engineering (DSME). The newbuilding was delivered to its owner on March 17, 2018. BW Lilac is the second of three identical ships featuring the M-type, Electronically Controlled, Gas Injection (MEGI) engines BW currently has on order.

Posted On:21-Mar-2018



The Mission to Seafarers: "Seafarer Happiness is a Key Measure for Progress and Growth"
On the International Day of Happiness, seafarer welfare charity, The Mission to Seafarers, urged international shipping to take seafarer happiness more seriously as a success indicator and key factor in growth. The Seafarers Happiness Index showed a decline in happiness since the last survey in 2016 by social network Crewtoo, with isolation and poor working practices posing serious threats to the reputation of the profession and the ability to recruit. Seafarers, nearly 60% of whom were from South East Asia and the Indian Subcontinent, were asked to mark their happiness out of ten on a variety of measures. Total happiness among seafarers declined from 6.41 in 2016 to 6.25 in 2017.

Posted On:21-Mar-2018



Cooperation for maritime security in Nigeria
Cooperation amongst various government agencies can be key to achieving maximum maritime security enforcement. This was the theme running through the latest national table-top exercise on maritime security, held in Lagos, Nigeria (14-16 March). Representatives from various government agencies which form the national implementation committee for the International ship and Port Facilities Security (ISPS) Code participated in the workshop.

Posted On:21-Mar-2018



APL launches new India, Middle East-Europe service
APL has launched a new weekly service that directly connects India, the Middle East and five major North European ports. Designed to strengthen APL s India Subcontinent (ISC) offerings, the new IP2 service will enhance APL s service coverage in the European markets of Belgium, France, Germany, the Netherlands and the United Kingdom. The IP2 service promises an enhanced India-Germany connectivity with its direct call at the port of Hamburg.

Posted On:21-Mar-2018



Credits: www.seatrade-maritime.com

ITF Calls for Federal Investigation into Missing Seafarer Case
The International Transport Workers’ Federation (ITF) has called for an immediate investigation into the disappearance of 45-year-old Filipino seafarer, Arnel Gillo, reported missing on March 13 on the Galloway Express. The livestock carrier was bound for Australia and police boarded the vessel when it docked in Townsville, Queensland, on Tuesday. However, Dean Summers, ITF National Coordinator, believes the police may have encountered language and maritime cultural issues that would have been better handled by the Australian Federal Police.

Posted On:21-Mar-2018
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