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PostHeaderIcon CMA CGM embarks on major Africa push by land and by sea

FRENCH shipping group CMA CGM is launching a major offensive to aggressively expand in Africa at sea and on land, describing 2014 as the year of "African ambition" in a new advertising campaign.

This new campaign highlights the group's activities in Senegal, Somalia, Nigeria, Mozambique and Mauritania, and utilises a CMA CGM Africamax vessel specially built to optimise operations in African ports.

The company said in a statement that it aims to reinforce its maritime services with the opening of new trades and port calls, modernisation of port infrastructure, extension of intermodal transport solutions to deliver cargo inland, and by creating new logistic platforms to offer a wide range of additional services, including storage and stuffing.

Highlights so far this year include the opening earlier this month of a second container platform, the Terminal Conteneurs Dakar 2 (TCD2), to serve Senegal's import/export market.

This second platform managed and operated by CMA CGM in Dakar boosts the full/empty storage capacity of the TCD1 that has been operated by the group for three years to 1,000 TEU.

"The TCD1 and TCD2 platforms will regroup full and empty bonded container storage activities, local deliveries (10 tractors and 30 own operated trailers), stuffing and unstuffing, transit, railway and road transport, notably to Mali, as well as a 64 plugs reefer zone," the release said.

Also this month the group commenced operations at two new agencies in Nouakchott and Nouadibhou in Mauritania.

In January an agreement was signed for a 25 per cent stake in Lekki Terminal in Nigeria by wholly-owned group subsidiary, CMA Terminals.

Also last month, it launched a new feeder service dedicated to Mozambican ports, called Rhino Express, as well as the Noura Express, a new service linking the world with Somalia through its hub in Khor Fakkan.

In 2013 CMA CGM transported 1.2 million TEU to/from Africa. The company entered the Africa trade in 2001 with the WAX service that linked West Africa to China, and consolidated its presence with the 2006 acquisition of Delmas, a maritime transport provider in Africa.

 

PostHeaderIcon Shipping Sector Review 2013

The global shipping industry is one of the leading industries of today's times and plays a significant role in the economic, political and national interests of countries. The IMF has forecast a slight improvement in the global economy (3.5%) in 2013. The World Trade Organisation’s projected trade growth is 3.3% in 2013 rising to 5.0 % in 2014. Seaborne trade during 2012 reached 9,468 million tons with a ratio of 4% and was expected to reach 9,863 million tons in 2013 with a ratio of 4,2% (Manuel Carlier de Lavelle, Merchant Marine and Maritime Transport 2012/2013, ANAVE). World seaborne trade will reach between 19 and 24 billion tonnes a year by 2030, the report entitled "Global Marine Trends 2030".
However, during the coming years, the global shipping sector is expected to decline by 5-10% due to oversupply and high bunker oil prices (www.researchandmarkets.com). Shipbuilding has been in crisis since 2013 due to supply-demand gap, continued delivery of large numbers of ships, stiff competition between shipbuilders due to shipbuilding overcapacity, difficulties encountered by shipowners in securing financing, a reduction in profit margins for shipbuilders and owners etc. (BRS, 2013 Annual Review Shipping and Shipbuilding Markets).
On 1st January 2013, the world merchant fleet comprised of 54,859 ships with a total of 1,543 million dwt, which shows an increase of 4.1% as compared to the previous year (Manuel Carlier de Lavelle, Merchant Marine and Maritime Transport 2012/2013, ANAVE). Platou also estimates that the Merchant fleet grew by 7.3% in 2012, 5.3% in 2013 and will grow by3.7% in 2014. Platou also estimated that in 2013 the tanker fleet would grow by 4%. Clarkson predicts demand for crude and product transportation (in t·miles) will increase by less than 3.1%. According to BIMCO, crude oil tanker asset values continue to decline. Product tanker supply increased in 2013 and will gradually decline in 2014-2016. Product tanker contracting has been intensive in 2013 and new orders have tripled. The order-book-to-fleet ratio is 18% for product tanker fleet for sizes between 45,000-60,000 dwt.
The tanker market has also been affected by the oversupply of vessels and by lower OPEC production levels. According to The Baltic and International Maritime Council-BIMCO, the dry-bulk and crude oil tanker segments have the largest supply-demand gap due to over supply in 2013. (BIMCO Market Analysis Reports 2013), (ISL Shipping Statistics and Market Review, 2013). BIMCO estimates that crude tanker supply growth in 2013 will come in at 3.4%.
Total value of Newbuilding orderbook as of 1st August 2013 is US$279.4 bn compared to US$286.2 bn in 2012. In 2013, there was an increase in the orderbook of gas tankers and other cargoes (tankers, bulk carriers and containers) and the orders for other ships were on decrease. According to a BIMCO research paper; asset value of crude oil tankers continue to fall. BIMCO expects 2013 full-year deliveries to come in just shy of 20 million dwt – equal to a fleet growth of 2.9%.
BIMCO expects that over capacity in the shipping building industry will increase between 2012-2020 and it will be a potential threat to the shipping sector.
BIMCO expects total container shipping fleet capacity to grow by 5.9 % in 2013. Container volumes have grown on the Far East to Europe trading lane by as much as 1.9% in the period of January-July 2013. As of December, 11 2013 there are 5,961 ships active on liner trades, for 17,748,708 TEU. The percentage of operator's share of the world liner fleet in TEU terms. Maersk Line , Mediterranean Shipping Company and CMA CGM, currently stand at 15.6% of their current fleet. The combined order book of the next 18 carriers has reached 19.8% of their existing fleet (www.reuters.com/article/2013/12/03).
Container trade will grow by 4.7% in 2013 and 5.7% next year, reaching 684 million TEU by the end of next year, according to the latest forecasts from Drewry. Port capacity is only expected reach 994 million TEU.
BIMCO forecasts that there will be growth in container shipping and container supply-demand imbalance in the market will continue in the coming years. This situation will have a negative impact on the market.
Maersk Line has taken delivery of five mega ships with a capacity of 18,270 TEU each this year and another 16 sister ships will be finished by DSME shipyard in South Korea and delivered within the next year and a half. Mærsk Mc-Kinney Møller which is the lead ship of Maersk's Triple E class of container vessels and has the largest cargo capacity in the world with 18,270 TEU, a total length of 399 metres, a maximum speed of 23 knots and constructed for Maersk by Daewoo Shipbuilding & Marine Engineering (DSME) of South Korea. She is reducing her fuel consumption and carbon dioxide emissions by 20 percent compared to the previous most efficient cargo vessel.
Mid-July numbers from Alphaliner indicates that 187 units for 448,000 TEU is currently idle. This represents 2.7% of the total fleet. BIMCO expects that vessels with a total capacity of 450,000 twenty-foot containers (TEU) will be scrapped in 2013.
29 million DWT of new dry bulk vessels have been ordered so far in 2013. According to BIMCO dry bulk supply growth has been decreasing since 2010 and will gradually decrease so that in 2015 no growth is expected. For 2013, Platou estimates that the bulk carrier fleet will grow by 7% while demand transport will increase by 5-6%. Dry bulk trade volume is expected to grow by 6% on average in the next 4 years. According to analysts, China's demand for dry bulk market will continue to remain the focus of attention, and demand for bulk carriers is expected to continue. (Karaçelik, L., Marvel and Marine Consulting Inc.).
The trend will be for larger vessels in 2013 and for the coming years.
On December 24, 2013, the Baltic Dry Index (BDI), which is an important indicator of world trade, climbed to 2,227 points, up 30 points (1.34%) against the level of December 23. This situation is an indication of correction of imbalance between the supply and demand (www.dryships.com). The worldwide cruise ship market for 2013 is estimated to be worth US$ 36 billion – up 4.8% from last year. The World Travel & Tourism Council estimates the total worldwide cruise capacity in 2013 tol be around 439,000 passengers - an increase of 3% on 2012.
To improve the energy efficiency of ships, IMO and relevant organizations are conducting studies on various procedures such as slow steaming, technologies to reduce carbon emissions through various technical and operational measures.
Maritime Claims Against Reinforcement of the Limitation of Liability Regarding the 1976 Convention, the 1996 Protocol (Protocol of 1996 to Amend The Convention on Limitation of Liability for Maritime Claims, 1976) maritime security and safety and environmental issues for additions were made. Energy efficiency and reduction of greenhouse gas emissions, are important regulations that the IMO has implemented under its auspices and have entered into force from 1st January 2013.
The International Labour Organization’s Maritime Labour Convention (MLC, 2006) comes into force on 20th August 2013. It aims to provide acceptable global conditions of work for seafarers, thus ensuring secure economic interests in fair competition for shipowners.
There have been 188 incidents of piracy and armed robbery against ships in the first nine months of 2013. In 2013, 10 vessels were hijacked, 17 vessels fired upon, 140 vessels were boarded, and there were 21 attempted attacks. A total of 266 crew were taken hostage, 34 kidnapped, 20 injured and 1 killed. The downward trend in attacks in the Gulf of Aden, off Somalia and Red Sea is attributed to the crucial action of the naval vessels engaged in anti-piracy operations, compliance with the Best Management Practices (BMP) and the use of professional security teams on board. Although the number of attacks has dropped significantly in Benin, the areas near Benin and Togo remain risky (ICC, IMB Piracy and Armed Robbery Against Ships Report, January-September 2013). From 1st January 2013, reinsurance costs have significantly increased for most classes of business, including for P&I Clubs and all other insurers.

Dr. JALE NUR ECE

 

PostHeaderIcon Asia-Europe January-November box volume up 3.9pc in 2013 to top 2012

CONTAINER volumes on the Asia-Europe trade lane for January to November rose by 3.9 per cent compared to the same period the previous year to total 12.7 million TEU, setting 2013 on track for beating the full-year result for 2012.

However, 2013's container volumes still lag 1.4 per cent behind 2011 figures for the first 11 months of the year.

The volume handled in November last year totalled one million TEU, compared with 999,400 TEU a year before, but volumes for the month were 2.8 per cent less than in the same month in 2011, reports Lloyd's List.

A breakdown of the results show that Asia-northern Europe volumes in November were up 3.1 per cent year on year to 676,101 TEU.

For the full year, this sub-region also looks set to beat 2012's results as 8.3 million TEU was transported during the first 11 months of last year compared with 8.1 million TEU during the same period in 2012.

On the Asia to the western Med trade, November's volumes were up 4.7 per cent over November 2012 at 172,536 TEU.

Volumes in this trade lane during the first 11 months of last year reached 2.2 million TEU, up four per cent on 2012.

Asia to the eastern Mediterranean/Black Sea was the strongest performing sub-region in 2013. Volumes on the trade lane for November rose 6.5 per cent year on year to 190,562 TEU.

During the first 11 months of 2013 volumes grew to 2.3 million TEU, 10.5 per cent up on 2012.

 

PostHeaderIcon Seven Container Lines to Cooperate on Intra-Asia Service

As part of a slot sharing agreement, seven container lines will cooperate on three existing Far East-to-Indian subcontinent services, effective in February 2014.

APL, Maersk Line, OOCL, CMA CGM, Emirates Shipping Line, Hamburg Süd and Regional Container Lines will employ 18 vessels with a total capacity of about 17,500 TEUs on the three services. The group will offer three sailings per week covering South Korea, China, Malaysia, Singapore, Sri Lanka, India and Pakistan, compared with one weekly sailing that is currently offered by each carrier.

“Our multi-carrier cooperation will provide more frequent sailings between Asia’s major trading hubs, and at the same time eliminate unnecessary service duplications,” the partner carriers said in a joint statement.

The new port rotations for the three services will be as follows:
•The north loop will be operated by CMA CGM and Maersk Line: Tianjin, Dalian and Qingdao, China; Kwangyang and Busan, South Korea; Ningbo, China; Hong Kong; Singapore; Tanjung Pelepas, Malaysia; Colombo, Sri Lanka; Pipavav and Nhava Sheva, India; Port Qasim, Pakistan; Singapore; and Tianjin.
•The central loop will be operated by Hamburg Süd, OOCL and Regional Container Lines: Shanghai; Ningbo; Xiamen, China; Hong Kong; Singapore; Colombo; Nhava Sheva; Pipavav; Port Klang, Malaysia; Singapore; Hong Kong; and Shanghai.
•The south loop will be operated by APL, Emirates Shipping Line and OOCL: Nansha and Chiwan, China; Hong Kong; Singapore; Colombo; Nhava Sheva; Pipavav; Colombo; Port Klang; Singapore; and Nansha.

Although APL is part of the G6 Alliance, and Maersk Line and CMA CGM are part of the planned P3 Network, the seven carriers in this slot-chartering agreement are consolidating their intra-Asia services in the face of sliding freight rates, overcapacity and the continued pressure to reduce operating costs.

Containerized rates in this trade lane have been steadily declining since 2012, according to data from Container Trades Statistics. In the Far East-to-Indian subcontinent and Middle East route, rates have fallen from the CTS index level of 122 in September 2012 to 98 in November 2013. In the opposite direction, rates have fallen from 112 in May 2012 to 79 in November 2013.

In terms of volume, containerized exports from the Far East to the Indian subcontinent and the Middle East recorded month-over-month declines from August through November 2013, following a spike of 31.7 percent in May. Exports from the Indian subcontinent and Middle East to the Far East saw more pronounced declines in volume, registering double-digit year-over-year drops in nine of the last 12 months.



 

PostHeaderIcon P3, G6 to Spark Change in Trans-Atlantic Trade

The trans-Atlantic, the mature granddad container trade lane where nothing much happens, is looking forward to a rare burst of excitement in 2014.

That’s because it’s one of the three liner routes, along with the giant Asia-Europe and trans-Pacific trades, preparing for the planned launch of the P3 Network among the world’s three largest carriers — Maersk Line, CMA CGM and Mediterranean Shipping Co. — in the second quarter of the year.

With the alliance awaiting regulatory approval and yet to publish details of its five new services, the trade got a taste of things to come with the news in early December that the G6 Alliance of APL, Hapag-Lloyd, Hyundai Merchant Marine, MOL, NYK Line and OOCL plans to expand on the Asia-Europe and Asia-east coast North America routes to the trans-Atlantic. Also, in early January came news that Hanjin Shipping will withdraw entirely from the trans-Atlantic, not even serving the market through slot-charters.

For now, trading conditions are as calm as ever, with vessel capacity stable, traffic subdued and no larger ships being cascaded from the major east-west routes.

Although cargo growth between northern Europe and the east coast of North America remains poor, carriers are still effectively managing vessel capacity, according to London-based consultant and research analyst Drewry.

Westbound shipments from Europe totaled nearly 700,000 20-foot-equivalent units in the third quarter of 2013, up 3 percent from a year earlier, according to PIERS, the data division of JOC Group Inc. But the 3.7 percent growth in traffic in the first nine months of the year was down from 4.7 percent growth in the same period in 2012. Eastbound traffic totaled 484,395 TEUs in July-September period, up 4.3 percent year-over-year. Year-to-date eastbound volumes of nearly 1.5 million TEUs were up just 0.8 percent, according to PIERS data.

PIERS expects solid westbound growth of 8.3 percent, to 2.9 million TEUs this year, but the eastbound trade likely will be flat at just more than 2 million TEUs.

Spot freight rates have risen, in contrast to declines on other routes, driven by carriers’ vessel capacity management and general rate increases. The spot rate for a 40-foot container from Rotterdam to New York had risen 14 percent between February and the end of September, while the eastbound rate jumped 17 percent over the same period.

Trading conditions on the West Mediterranean-east coast North America route are a lot tougher, with capacity utilization slumping to just 40 percent on the eastbound leg in September. “It’s not a nice place for carriers to be,” according to Drewry.

Nevertheless, a quiet new year is in the cards, especially on the North Europe route, before the P3 shakes up the trade in the spring. “Westbound, and to a lesser extent eastbound, freight rates will continue to rise over the winter season, providing sailing cancellations remain sensibly managed,” Drewry said. “Only fine-tuning is necessary.”

The P3 is sure to destabilize the trade, at least for a time, in large part because its three members control approximately 40 percent of the effective capacity between northern Europe and North America. The ships to be deployed on the new P3 services will be significantly bigger than those of its rivals, giving the P3 carriers economies of scale that the competition could not ignore.

The announcement that the G6 plans to have its trans-Atlantic operation up and running by the second quarter of 2014 to coincide with the launch of the P3 foreshadows a feisty battle for market share through the second half of the year. That Hapag-Lloyd’s dominant 24 percent market share proved no obstacle to expanding the G6 to the trans-Atlantic only underscored the potent threat of the P3 to smaller carriers. The G6 plans to deploy 42 ships on five trans-Atlantic services, including two pendulum services calling at 25 ports in the U.S., Canada, Panama, Mexico, the Netherlands, the U.K., France, Belgium and Germany. The member carriers will continue to market their services individually.

The G6 move will intensify pressure on independent operators on the route and the CKYH Alliance of Cosco, “K” Line, Yang Ming and Hanjin Shipping, which risk between squeezed in a battle for cargo between the P3 and G6 carriers.

“Due to lackluster cargo growth and unexciting prospects ahead, little change to ocean carrier services is likely before the second quarter of 2014,” Drewry said. But all bets are off in the spring when the world’s leading carriers prepare to inject a little long overdue excitement on the Atlantic.

 
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