#North Sea Shipbrokers

[swanandcmiprs]

SHIPBROKING MARKET ANALYSIS(2019-2027)

Shipbrokers are the middleman between the ship owners and traders, they are responsible for transporting the goods around the globe. Shipbrokers also forms the legal agreements between ship owner and trader. Moreover, shipbrokers modify the clauses in the agreement, according to the ship owner or trader requirements. There are two types of ship brokers such as charting brokers and sale and purchase brokers. The charting brokers are the intermediary between the traders and the ship owners, whereas the sale and purchase brokers are the intermediary between the ship buyers and sellers.  

Increasing demand for maritime transport and value added services are expected to drive the growth of the market.

The demand for maritime transport by the traders is increasing due to the factors such as globalization and developing infrastructure of sea ports. The maritime transport can ship heavy freights and vessels, across the globe. The maritime transport is more affordable over other mode of transportation, in case of the heavy and bulk items. For instance, according to the CMI analysis, the global maritime transport pegged for 11.1 Billion tons, in terms of volume in 2018 and it is estimated to exhibit a CAGR of 5.7% over the forecast period.  Thus, increasing demand for maritime transport, globally is expected to drive demand for shipbroking.

In addition, currently shipbrokers are also offering value added services such as insurance of goods, storage facility for goods, and inland transportation of goods. The shipbrokers also act as advisors to the ship owners and traders. There are many risk in the shipping business such as theft from pirates at sea, sea storm, and damage or loss of containers. The shipbrokers can identify the risk associated and make recommendations. Owing to all these reasons the shipbroking market is expected to exhibit significant growth over the forecast period.

The online platforms such as OPENSEA.PRO is the restraining factor for the growth of the market. The online platforms are connecting the ship owners and traders around the globe. They offer services such as fixing transportation prices, transaction processing, and coordination between ship owners and traders.

Shipbroking Market Taxonomy

On the basis of services, the global shipbroking market is segmented into:

Charting

Sales and Purchase

Offshore Services

Newbuilding Services

Salvage and Towage services

Container Vessels

Tankers

Dry Bulk

Valuations

Recycling

On the basis of industry, the global shipbroking market is segmented into:

Oil and Gas

Manufacturing

Aerospace and Defense

Government

Others

On the basis of region, the global shipbroking market is segmented into:

North America

Europe

Asia Pacific

Latin America

Middle East

Africa

Major players operating in the global shipbroking market include BOLLORE LOGISTICS, Cathay Pacific Airways Limited, CEVA Logistics, Air China Ltd, Deutsche Lufthansa AG, DHL Express (Deutsche Post), FedEx Corporation, Korean Air Co., Ltd, and Singapore Airlines.

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Coronavirus Snarls Trans-Pacific Shipping and Ripples Through U.S. Service

Congestion at Chinese ports and disrupted cruisings have squeezed space on China-bound vessels and created an imbalance of the 40- foot long refrigerated containers used to ship fruit, meats and other perishables on three-week voyages throughout the Pacific, with many stuck on the China side.

The traffic jam is pushing up transport prices for U.S. exporters and sowing turmoil on the heels of an unpleasant trade war.

Shipping volumes out of China plummeted in February as factory shutdowns in the wake of the epidemic crimped industrial production. Containership operators have canceled nearly 60 trans-Pacific cruisings to the ports of Los Angeles and Long Beach, Calif., in the first quarter and more than 110 to all of North America. Typically there have to do with 200 sailings of container ships across the Pacific a month.

That indicates less ships are available to make the return journey east, and the typical turnover of containers has actually stalled.

” Right now empty [refrigerated] containers are in short supply,” said Peter Friedmann, executive director of the Agriculture Transport Coalition, a trade group for exporters. “It’s more difficult to get on a vessel, and there’s insufficient outbound capacity to deal with all the cargo looking for bookings, particularly to China.”

It’s the height of California’s orange-growing season, however truckers for Fast Method Xpress Inc., who haul oranges and other produce from the Central Valley to the port of Oakland, have actually waited in line there for empty cooled containers for approximately four hours. By the time the drivers reach the shipping terminal, they sometimes then find all the containers are gone.

” The lines are so long it appears like the L.A. freeway,” said Carleton Booker, the business’s director of sales and operations.

The brand-new coronavirus has actually contaminated more than 80,000 people in China given that it emerged there in late 2019.

A record 2 million containers of seaborne shipping capacity was idled in late February, according to Alphaliner, a Paris-based marine information company. That is more than the 1.5 million containers of capability idled in 2009 at the height of the monetary crisis.

” There are a lot of ships that aren’t moving today,” Michael Upchurch, the chief monetary officer of U.S. railway operator.

Kansas City Southern,

told an investor conference on Monday.

A farmer worked on crops in Riverside, Calif., in November.

Photo:. Watchara Phomicinda/Orange County Register/Zuma Press.

The number of idled container ships in the Pacific region has reached 370, compared to about 230 at the start of the year, according to Jonathan Roach, an analyst at Braemar ACM Shipbroking. He stated that, in addition to canceled sailings due to trade interruptions, about 100 of the ships have actually been pulled out of service to retrofit their exhaust systems to adhere to brand-new guidelines.

Some shipping lines have actually imposed surcharges as high as $2,000 per cooled container on trips to China and other Asian locations, roughly doubling the cost to ship a container of oranges. Other lines have actually cautioned exporters they will be saddled with expenses if blockage at Chinese ports forces ocean carriers to divert cargo to other countries.

” Everybody is defending containers. It’s ruthless,” said Dalton Dovolis, who manages China exports for International Produce Group, a Salinas, Calif.-based exporter of fruits and vegetables. The restricted supply of cooled containers might cut his orange deliveries to China in half today, Mr. Dovolis said.

Approximately one-fifth of the hay that Anderson Hay & Grain Co., ships goes to China, where large dairy producers feed it to their cows.

” Changes in vessel schedules are the most significant mess we’re handling,” said Mark Anderson, president of the Ellensburg, Wash., business, among the biggest U.S. hay exporters. His company moved some 10%less hay to China in February than anticipated.

” We’re continuously trying to reorganize the schedule to keep product going to our customers,” Mr. Anderson said. “The animals still need to eat.”

Snarled logistics have likewise caused headaches for the nation’s biggest meatpackers, who in current weeks have actually jockeyed for area on outgoing vessels, temporarily diverted China-bound deliveries to neighboring nations and dealt with domestic cold-storage centers packed with unshipped pork, chicken and beef.

There are indications that more comprehensive trade circulations could start to pick up: Chinese factories are resuming production as the spread of the infection eases off in that nation, and port congestion is easing as China’s dockworkers, freight handlers and truck motorists go back to work. Meat and citrus groups say Chinese need for their items remains strong, particularly as trade tensions alleviate in between the U.S. and China. But it will be weeks before the complete influence on U.S. factories and farms is clear.

There are thousands of empty shipping containers for items that don’t require refrigeration at the ports waiting to be delivered back to China. “Right now, we’ve got to get a lot of empties and some backlogged exports out the door to Asia,” said Gene Seroka, executive director of the Port of Los Angeles.

Mr. Upchurch, of Kansas City Southern, stated production data coming out of China has begun to enhance, and his company hasn’t seen any cargo decreases at the Panama Canal, where it has a train that connects the Pacific and Atlantic oceans.

Considering that it takes most manufactured goods 25 to 30 days to come from Asia by sea, he stated the company didn’t expect to see the complete impact of the disruption on U.S. rail volumes till later on in March or April. The most immediate effect is on trucking companies that transport products to and from ports to warehouses and rail connections.

Navel oranges being harvested in California last week.

Picture:. Chieko Hara/The Porterville Recorder/Associated Press.

Executives at.

Union Pacific Corp.,

one of 2 major U.S. railroads that serve West Coast ports, said the production hold-ups in China are simply beginning to damage shipping volumes. Very first quarter volumes will suffer however the railway is preparing for a snap back once imports from Asia resume.

” U.S. consumers are continuing to buy Televisions, build homes, drive cars and trucks,” financing chief Jennifer Hamann told investors Tuesday. “When the impact of the virus lags us and production ramps back up, we’ll stand prepared to move the goods.”

In the U.S., the gridlock is cutting business for port truckers, the business that move goods back and forth in between ports, storage facilities and rail terminals. Container terminals at the ports of Los Angeles and Long Beach, which together are the largest U.S. entrance for seaborne trade, are operating at about a third of their normal gate capacity, according to the Harbor Trucking Association, a Long Beach, Calif., group that represents port trucking business.

It is taking chauffeurs as long as six hours, rather of two hours, to drop off or pick up containers, said Claudia Geller, the Southern California regional manager for Pacific Coast Container Inc., called PCC Logistics, a transport and warehousing company with centers in Seattle, Tacoma, Oakland and Long Beach.

Her company has actually been stuck for weeks with crammed cooled containers, which are normally dropped the same or next day. The company has actually had one container of frozen meat since Feb. 14, Ms. Geller stated, and the getting date has been pushed back to March12

.

Trucking backyards are filled with empty shipping containers that brought imports of car parts, televisions and clothing. “Our members are stuck with the empties since there’s no location to return them,” said the trucking association’s chief executive, Weston LaBar.

The drop in port volumes might likewise even more depress shipping rates for truckload providers that move items fars away. In 2015 truckers were buffeted by weak freight demand as commercial development faltered.

Generally need ticks up in the coming weeks, as the California produce season and regular port activity create chances for truckers to raise rates, said Jeff Tucker, president of Haddonfield, N.J.-based freight broker Tucker Business Worldwide Inc.

Right now, “the lack of imports is producing overcapacity,” Mr. Tucker stated. “When it does get, this port location is going to slammed and freight is going to be truly difficult to move.”

Comparable distortions are striking the transportation company in China, where travel constraints have kept half of China’s 30 million truck motorists off the road

” Many drivers are still at home,” stated Robin Zheng, the owner of Circle Logistics, a Chongqing-based firm that utilizes about 100 truckers. Mr. Zheng approximated that nationwide trucking capability was at a third of regular levels at completion of February. “They can’t leave; they’re simply waiting on their local government to provide the thumbs-up.”

The trucking system moved about 73%of all goods in China in 2019, according to the National Bureau of Statistics. In the U.S., about 70%of items are moved by road.

Inside China, logistics costs have actually soared. Transporting a shipping container 1,000 miles by road from Chongqing to Shanghai usually costs around $1,500; now, if you can discover a truck, it will cost you $3,000, said Mr. Zheng.

For the farming market, the shipping troubles come on the heels of a trade war that struck U.S. farmers hard, slashing U.S. exports of farm items to China and sapping prices farmers fetch for their products. China in 2018 enforced retaliatory tariffs on U.S. agricultural products including oranges, decreasing deliveries while citrus from Egypt and Spain acquired a stronger foothold in China.

Containers at the Yangshan Deep Water Port in Shanghai in early February.

Image:. Qilai Shen/Bloomberg News.

On Wednesday, Mr. Dovolis, the California exporter, informed a packaging home to hold back loading oranges due to the fact that it was unclear whether he had sufficient containers to gather the fruit for transport.

Fruit that doesn’t make it onto boats bound for abroad markets in time can wind up selling at a loss in the domestic market, according to Casey Creamer, chief of California Citrus Mutual, a trade group for the state’s citrus growers.

— Costas Paris, Trefor Moss and Paul Ziobro contributed to this post.

Compose to Jesse Newman at jesse.newman@wsj.com and Jennifer Smith at jennifer.smith@wsj.com

Copyright ©2019 Dow Jones & Company, Inc. All Rights Booked. 87990 cbe856818 d5eddac44 c7b1cdeb8

%%.

from Job Search Tips https://jobsearchtips.net/coronavirus-snarls-trans-pacific-shipping-and-ripples-through-u-s-service/

[hudsonespie]

SEA\LNG Welcomes ‘Vancouver Fraser Port Authority’ As First North American Port Member

The Vancouver Fraser Port Authority has joined SEA\LNG, the multi-sector industry coalition aiming to accelerate the widespread adoption of liquefied natural gas (LNG) as a marine fuel. The Vancouver Fraser Port Authority is the federal agency of the Port of Vancouver, Canada’s largest port, and the fourth port member to join the coalition, alongside Port of Rotterdam, Yokohama-Kawasaki International Port Corporation (YKIP), and most recently the Maritime and Port Authority of Singapore (MPA). Together, the ports remain committed to supporting the coalition’s vision of a competitive global LNG value chain for cleaner maritime shipping.

Peter Keller, SEA\LNG chairman, commented: “We are pleased to welcome the Vancouver Fraser Port Authority to our growing coalition and look forward to leveraging their expertise to realise our vision of developing LNG infrastructure in ports around the globe to enable quick, safe, and cost-effective bunkering.”

SEA\LNG’s vision of a competitive global LNG value chain for cleaner maritime shipping by 2020 has clear synergies with the Vancouver Fraser Port Authority and British Columbia’s efforts to drive further use of natural gas in the Canadian region. The Vancouver Fraser Port Authority is working closely with the regional gas supplier, Fortis BC, and with industry, academia and government to advance LNG bunkering in the Port of Vancouver.

Image Credit: sea-lng.org

Duncan Wilson, Vice President, Environment, Community and Government Affairs of the Vancouver Fraser Port Authority, commented: “As part of our vision to be the world’s most sustainable port, we engage in a number of emissions management initiatives that help support a healthy environment. This partnership with SEA\LNG represents an opportunity for us to be part of a multi-sector group that is reducing marine shipping emissions and improving air quality.”

SEA\LNG continues to unite key industry players from across the LNG marine value chain, from major LNG suppliers, shipping companies, infrastructure providers, downstream companies, and shipyards, to OEMs (original equipment manufacturers), classification societies, port authorities, shipbrokers, and financial institutions, to address the commercial barriers to LNG, particularly in the deep-sea shipping segment.

Together, the coalition advocates for collaboration, demonstration, and communication on key areas such as regulation, emissions, infrastructure, and the economic case, to provide the confidence and demand required for an effective and efficient global LNG value chain by 2020 and beyond.

To date, LNG presents the most promising path to decarbonisation as all other alternative fuels are too embryonic for deep-sea shipping. LNG emits zero sulphur oxides (SOx) and virtually zero particulate matter (PM), and compared to existing heavy marine fuel oils, LNG emits 90% less nitrogen oxides (NOx).

Through the use of best practices and appropriate technologies to minimise methane leakage, realistic reductions of GHG by 10-20% are achievable, with a potential for up to 25% or more as technology develops, compared with conventional oil-based fuels. LNG, in combination with efficiency measures being developed for new ships in response to the IMO’s Energy Efficiency Design Index (EEDI), will provide a way of meeting the IMO’s target of a 40% decrease in GHG by 2030 for international shipping.

SEA\LNG, in conjunction with SGMF, is undertaking studies and developing tools for the industry to better understand the true benefits of LNG from both an air quality and GHG mitigation perspective. The coalition continues to encourage meaningful debate using accurate, independent data which has been academically verified through sound analysis.

Reference: sea-lng.org

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[nyekreditterna]

Slår sammen skipsmeglingsaktiviteter

RG Hagland og North Sea Shipbrokers slår sammen skipsmeglingsaktiviteter.

More at: Nye Kreditter Na

[maritimecyprus]

As 2017 is reaching its end, we can’t stop wondering about the future of  shipping industry in 2018. But first, let’s have a look at the stories that our readers were most interested in. The following issues may have been either popular reads in 2017 or captivated high attention among the industry. Overall, major challenges mixed with significant developments made 2017 an interesting year as well for the maritime industry. The agenda included from rise of technology trends and vessel automation, to cyber security issues and piracy revival.

Autonomous shipping and digitalization are currently the ‘buzz’ words around us; however, many things need to be considered about these issues and the industry continues to discussing a lot about them. Certainly, these are the new trends in the spotlight and more developments are looming in the forthcoming years to make the smart shipping concept a reality. However, the ‘smart era’  escalates cyber security risks; in 2017 shipping industry reported the first significant cyber incidents which rang the bell for this new kind of threats.

Cyber threat is real

On 27 June, the Danish shipping giant A.P. Møller-Maersk, operating the biggest container fleet in the world, announced that its IT systems were out of work due to a hit by hackers, which brought disruption to global operations across the supply chain, as well as financial loss at the company estimated at USD300 million. NotPetya was a previously unseen type of malware that affected at the same time Ukrainian and Russian companies, including Russian oil company Rosneft.

Maersk admitted that its anti-virus software was not effective against this new type, which brought a wider concern in shipping and logistics companies regarding their cyber security alertness.

Singapore-based BW Group and UK-based shipbroker Clarksons were also reportedly targeted by computer hackers.

These incidents confirm that all industry’s discussions to raise awareness and enhance security are worth the effort.

At a glance

During 2017, the following significant initiatives took plance in a bid to take proactive meausures:

IMO MSC 98 approved MSC-FAL.1/Circ.3 ‘Guidelines on Maritime Cyber Risk Management’ which refer to ship owners as guidance and remain non-compulsory.

The meeting also adopted Resolution MSC.428 (98) on ‘Maritime Cyber Risk Management in Safety Management Systems (SMS)’. According to the Resolution, an approved SMS should take into account cyber risk management in accordance with the objectives and functional requirements of the ISM Code.

Additionally, the second edition of “The Guidelines on Cyber Security Onboard Ships” was released, including information on insurance issues and how to effectively segregate networks, as well as new practical advice on managing the ship to shore interface, and how to handle cyber security during port calls and when communicating with the shore side.

BIMCO, ICS and MPA Singapore launched a new cyber security awareness poster summarizing simple steps for everyone to avoid cyber incidents.

CSO Alliance coalition gathered industry leaders including BIMCO, DNV GL, Marshall Islands, Airbus Defence and Space and North P&I Club to combat cybercrime.

99% of the cyber-attacks occur because we fail to do the basics, noted the ‘Be Cyber Aware at Sea Campaign’ which released a short film to advice maritime industry to take  simple steps.

IACS  formed a  joint working group to develop a coordinated position on cybercrime and its prevention. Classification societies can help to remove barriers, speed up the process, and assist stakeholders make the most of the new landscape, IACS Chairman Knut Ørbeck-Nilssen said.

Law firm Norton Rose Fulbright released a report revealing that over the next five years, an increase in cyber-attacks is expected due to digitalization.

UK launched ship cyber security code of practice for ships for use in conjunction with organisation’s risk management systems and subsequent business planning.

Many stakeholders stressed that cybersecurity needs to become a priority for each organization and shipowners and managers need to get onboard with the new risks and work to address the cyber needs of their people, clients, vessels and shore management effectively.

Autonomous ships developments

        In a bid to adapt to the changes of the maritime industry, many shipping leaders from the private sector, as well as governments and organizations, have backed research and promotion of autonomous vessels, which are considered as a solution to human error-related accidents.

North European countries proved particularly supportive to the development of autonomous maritime operations.

Norway opened this year two more test bed areas for testing of autonomous vessels, in Horten and in Storfjord, after the first at the Trondheim fjord, in late 2016. Finland also inaugurated in late summer the opening of the Jaakonmeri autonomous maritime test area, the first to be globally open for such purpose. To address liability issues involving unmanned vessels, Denmark called in December for an international regulation on autonomous ships.

In addition, UK Ship Register signed its first unmanned vessel, while it also launched an Industry Code of Practice for the design, construction and operation of autonomous maritime systems.

British giant Rolls-Royce took the lead this year in vessel automation agreements, including the cooperation with Google, to boost its artificial intelligence based object classification system for detecting the objects a vessel can encounter at sea. The company also demonstrated the world’s first remotely operated commercial vessel in Copenhagen harbor, in cooperation with Svitzer.

In the meantime, Japanese Yara and Norwegian Kongsberg joined forces in June to launch ‘Yara Birkeland’, the world’s first zero-emissions, fully electric and autonomous container ship to start fully unmanned operation by 2020.

After a joint proposal by nine countries at the IMO’s MSC 98 in June, it was decided that the issue of autonomous ships will be high on the IMO agenda at the MSC 99 due in May 2018.

Unblocking blockchain 

On the smart front, blockchain technology emerged within the industry during 2017 under significant agreements.

Maersk and IBM were the first companies in the sector to sign an agreement regarding ‘blockchain technology’.

Another collaboration followed among Pacific International Lines, PSA International and IBM Singapore which agreed to provide blockchain-based supply chain technologies with the aim to explore blockchain innovations and enhance security, efficiency and transparency on the supply chain.

The world’s first marine insurance blockchained platform launched by EY consulting firm in collaboration with Guardtime, A.P. Møller-Maersk A/S, ACORD, Microsoft, MS Amlin, Willis Towers Watson and XL Catlin.

Also, the Municipality of Rotterdam and the Port of Rotterdam Authority  jointly launched a field lab for the development of applications and solutions based on blockchain technology.

In September 2017, Hyundai Merchant Marine successfully completed its first blockchain technology adopted pilot voyage.

Thereofre, a mass adoption of blockchain has begun to occur in almost every industry without “neglecting” maritime. Some operators may be afraid to adopt the aforesaid technology but there are millions of ways in which blockchain can revolutionize the way we do business in any form.

Somali Piracy resurgence

          The piracy highlight of the year was the hijacking of the Comoros Islands-registered oil tanker ‘Aris 13’. The ship was sailing from Djibouti to Mogadishu, when a number of armed pirates boarded her and held the eight Sri Lankan crew captive, demanding ransom for release. The crew was eventually released unharmed and without ransom, but the incident raised fears that Somali pirates are back in action, as it marked at that time the first hijacking of a large merchant vessel in the area since 2012.

However, according to ReCAAP ISC’s report issued in November, the total number of incidents during January-November 2017 is the lowest among the 10-year reporting period. On the same context, IMB’s report for the first nine months of the year notes piracy rates down compared to 2016, stressing however a rising concern over attacks in the Gulf of Guinea and in South East Asia. Nigerian pirates continued to dominate when it came to reports of kidnappings, with highlight cases these of the cargo ship BBC Caribbean and the container ship ‘Demeter’.

IMO Secretary General noted that despite a significant decline in Somali piracy for a five-year period, the same has not been fully eradicated and industry should continue to take protective measures.

Nickel ore, a dangerous cargo

          A special importance was given in 2017 at liquefaction risks, on the aftermath of the sinking of the Hong Kong-flagged bulk carrier ‘Emerald Star’ off the northeast coast of Philippines in October, with loss of 10 crew members. The accident rose several warnings from the international marine insurance industry, concerning maritime transportation of nickel ore, considered as the world’s most dangerous cargo.

The accident awoke liquefaction concerns therefore, INTERCARGO  urged operators to pay attention to the provisions in the IMSBC Code to maximise safety in the transportation of dry bulk cargoes.

In accordance with IMSBC Code, nickel ore is classified as Group A cargo, which may liquefy if shipped at a moisture content in excess of its Transportable Moisture Limit (TML).

US Navy collisions

2017 was shaken by two successive fatal collisions involving the warships ‘USS Fitzgerald’ and ‘USS John S. McCain’.

The investigation report concluded that both these accidents could have been avoided and resulted from lack of procedural compliance.USS Fitzgerald collided with containership ‘ACX CRYSTAL’ on 17 June in Japanese waters, resulting in death of seven US sailors, while USS John S. McCain collided with tanker ‘ALNIC MC’ on 21 August in the Straits of Singapore, causing death of 10 sailors.

The findings triggered a general concern within the Navy on navigational safety, certification and training issues, while it led to a three-month review on the existing systemic conditions influencing the Navy over the last 30 years.

El Faro investigation

          Key on the area of marine casualties for 2017 was the release of the El Faro final report which sunk in 2015, becoming the deadliest disaster involving a US-flagged ship in recent years.

The report indicated the root causes of the accident were the captain’s insufficient action to avoid Hurricane Joaquin, his failure to use current weather information, and his late decision to muster the crew.

Inadequate bridge resource management and owning company TOTE’s inefficient SMS were among the contributing factors.

Alliances, Mergers, Acquisitions

          The shipping business integration strategy has been seen a lot in recent months, as a result from global economic downturn, leading shipping companies to mergers or alliances, in order to achieve stable profits and overtake the competition.

Maersk Line’s acquisition of Hamburg Süd was closed on 30 November, after having triggered a regulatory approval process in 23 jurisdictions. Together, Maersk Line and Hamburg Süd will have a total container capacity of 4.15 million TEU and a 19.3% global fleet capacity share, with a combined fleet of 772 vessels, according to Alphaliner.

More recently, German giant Hapag-Lloyd announced it completed integration of United Arab Shipping Company, becoming now the world’s fifth-largest liner shipping company.

2017 also saw K Line merging two of its subsidiaries, Taiyo Nippon Kisen Co., Ltd. and Escobal Japan Ltd., the Hamburg-based Leonhardt & Blumberg Reederei and Buss Shipping merging under the name ‘Leonhardt & Blumberg Shipmanagement GmbH Co. KG.’, as well as Tanker Investments merging with Teekay Tankers, creating the ‘world’s largest’ publicly-traded mid-sized conventional tanker company, operating 62 ships.

In the shipbuilding sector, Mitsubishi Heavy Industries formed an alliance with Oshima Shipbuilding in June, to strengthen business competitiveness in the global market.

Consolidation, whether through alliances or mergers and acquisitions, will continue as a key feature especially in the container shipping industry into 2018, according to a report by Moody’s Investors Service. Moody’s expects shipping companies to continue to seek alliances and slot purchase agreements where possible. Any that do not participate will probably be at a competitive disadvantage as they are less likely to achieve the cost efficiencies needed to compete with peers in alliances.

Source:safety4sea

  The top shipping stories of 2017

[daisyckinguk]

Oil Traders May Find Profit at Sea Again as Prices Sink

Acrylic merchants could find some gain likely to ocean as raw costs continue to obtain pulled along with a worldwide flood that exhibits no indicators of abating.

The marketplace framework for Brent crude, the standard for over fifty percent the world’s acrylic, today causes it to be practical to shop materials in a boat to possibly lock in earnings on the purchase 6 months later, based on a Bloomberg study of 4 merchants in addition to a shipbroker along with a charterer. About five to 10 tankers have now been chartered to many probable store acrylic near Singapore, based on Jonathan Lee, leader of Tankers International LLC.

Primitive is stretching diminishes as OPEC’s people squabble over result limitations, terrifying the work that is group’s to cut an oversupply. But merchants could make a profit amid collapsing costs by keeping cargoes at-sea actually, supplied there’s a practical contango — market framework where acrylic for shipping nowadays is gloomier than these in weeks that are future. The distinction needs to be large enough to protect the expense of employing a storage dispatch till earnings could be secured in having a purchase later to put on the offer.

Crude for shipping later on has averaged $3.52 a barrel greater than the most recent deliveries because last week’s starting, possibly creating for that price to employ a tanker for of a year.

A six- time constitution on the Large Crude Provider that may bring about 2 thousand boxes of acrylic might charge $32,000 000 each day, to $35, based on charterer and the shipbroker within the Bloomberg study. That’s equal to $2.85 to $3.15 a barrel. Jan Brent commodities traded on Thursday at $47.85 a barrel, less than the September contact at $51.18 about the Birmingham -centered SNOW Futures Europe trade.

‘Window of Opportunity’

Widening of contango has resulted in the starting of the screen of chance for storage that was flying to become practical,” said Syahril – analyst at business advisor FGE. “The present contango in raw commodities is simply broad enough to create flying storage workable.”

Many types of raw from North Beach Africa and also the Pacific area are listed off the Old Brent standard, meaning merchants could possibly take advantage of waiting on hold to such levels at-sea. Aside from shipping, keeping raw on tankers might additionally include expenses including that for dispatch gas, fund and insurance.

Although interest in storage boats is gloomier in contrast to early 2015, a number of older ships have now been reserved with a number of merchants for 4 to 6 weeks near Singapore from middle-Dec, stated Lee of Tankers Worldwide, which carries gas global in a navy of large gas tankers possessed by independent shipowners.

Business advisor JBC Power GmbH had stated in September the drop-in shipping prices and diminishing accessibility to conventional storage choices caused “creative methods to waiting on hold to oil.”

Trading homes including Trading gas, Koch Supply Vitol Team and Plc the in house trading hands of BP created vast amounts of bucks to 2009 crude at-sea from 2008. In the floating spree’s maximum anchorages within the Strait, the Local Gulf, the North Beach and off Southafrica each located a large number of supertankers.

Itis about the Bloomberg Final before itis below. FIND OUT MORE

from network 10 http://b2bwebsiteprofits.com/oil-traders-may-find-profit-at-sea-again-as-prices-sink/

[atsvensson]

Glittvåg såld till Iran

Glittvåg såld till Iran

GG 286 Glittvåg som numera officiellt heter GG 286 Glitt har sålts till Iran. Säljare är Torönland HB som ägt båten sen den såldes av de tidigare ägarna för ungefär ett år sen. Båten har sen dess inte använts för fiske utan legat still vid kaj i Fiskebäck.

Det företag som förmedlat affären är North Sea Shipbrokers i Esbjerg och anledningen till att båten kunnat säljas till Iran är att många…

[hudsonespie]

Sea\LNG Augments Supply And Infrastructure Expertise With Addition Of Skangas

SEA\LNG, the multi-sector industry coalition aiming to accelerate the widespread adoption of liquefied natural gas (LNG) as a marine fuel, announced it has welcomed Norway’s Skangas to its membership coalition.

Skangas joins the coalition’s growing roster of 34 members and contributes extensive LNG supply and infrastructure expertise in support of SEA\LNG’s vision; the creation of a competitive global LNG value chain for cleaner maritime shipping by 2020.

A leading LNG provider in Northern Europe, Skangas brings considerable industry knowledge of LNG production and sourcing, and the construction of key LNG infrastructure for marine deliveries, from land-based infrastructure to LNG bunkering vessels (LNGBVs). Among its fleet is the bunkering vessel Coralius, which conducts ship-to-ship operations primarily in the North and Baltic Seas.

Image Credits: sea-lng.org

The Coralius is one of six LNGBVs currently in operation – three of which have been commissioned by SEA\LNG members – while another 13 are in development. Ship-to-ship LNG bunkering operations provide a safe and proven refuelling alternative for shipowners and managers.

Peter Keller, SEA\LNG chairman and executive vice president, TOTE Inc., commented: “Skangas will be a valued addition to our growing coalition. We’re proud that our members have individually operated at the forefront of the industry, creating landmark developments in the supply and operation of LNG bunkers.

“Together, the coalition cooperates to inspire change and create a driving force behind the uptake of LNG as an environmentally and commercially important fuel. Collaboration, demonstration, and communication on key areas such as safety, regulation, emissions, and the economic case are essential to providing the confidence and demand required for an effective and efficient global LNG value chain.”

Kimmo Rahkamo, CEO of Skangas, commented: “When the Coralius began operating last fall, it marked a major turning point for the market. Ship-to-ship bunkering is central to supporting the maritime industry’s interest in using LNG as a marine fuel; the flexibility of the operations allows vessels to access LNG at higher transfer rates in a vastly expanded geographic area. In joining SEA\LNG, we hope to connect with like-minded industry leaders to optimise the LNG value chain across the shipping industry.”

LNG emits zero sulphur oxides (SOx) and virtually zero particulate matter (PM), and compared to existing heavy marine fuel oils, LNG emits 90% less nitrogen oxides (NOx). Through the use of best practices and appropriate technologies to minimise methane leakage, realistic reductions of GHG by 10-20% are achievable, with a potential for up to 25% or more as technology develops, compared with conventional oil-based fuels.

SEA\LNG unites key industry players from major LNG suppliers, downstream companies, shipping companies, infrastructure providers, and shipyards, to OEMs (original equipment manufacturers), classification societies, port authorities, shipbrokers, and financial institutions, to address the commercial barriers to LNG, particularly in the deep-sea shipping segment.

Press Release: sea-lng.org

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