Containerumschlag im Hamburger Hafen verdoppelt sich

maersk line containership

Image courtesy Maersk Line

By Gavin van Marle Maersk Line may lose its crown as the world’s largest container shipping line within three years as a result of its attempts to limit capacity. According to new research, published today by shipping consultancy Alphaliner, Maresk’s decision not to place orders for new ships until 2015 at the earliest, should be viewed in conjunction with its stated intention to return chartered tonnage to its owners as its Triple-E vessels are delivered over the course of the next two years. “Maersk’s reluctance to add to its immediate orderbook could see its global capacity share drop from 14.9% to 14% by 2016,” Alphaliner wrote this morning. At the end of last month, Maersk Line’s executive management team delivered a series of presentations to institutional investors and analysts at a capital markets day in London, during which chief executive Soren Skou further explained how the line was trying to hit higher profitability levels by reducing costs. “Last year we made the decision to go from an aggressive growing-market share strategy to a grow-with-the-market-and-maintain-our-market-share strategy. “That allowed us to take our capacity; it allowed us to close down a significant number of unprofitable routes, and those ships that were freed-up we have invested back into the network for slow steaming – adding additional ships to slow down the network,” he said, adding that over the course of the past year the line’s vessels were steaming one knot slower, which had led it to reduced costs in the first half of 2013 by $1.5bn over the first half of 2012. Maersk has 17 Triple-E vessels still to be delivered to mid-2015, following the three that have already been deployed. Altogether, that capacity injection equates to 11.8% of its current fleet capacity and, based on its projections for the market from now until 2015 – it expects global container growth of 3-6% – says there is no need for further orders. “That means we will be able to grow with the market until 2015 with our current fleet. We don’t have to take any investment decisions until then,” Mr Skou said. However, scared of being left behind in liner shipping’s quest for economies of scale, other carriers have gone to the shipyards looking for deals on similar mega-sized vessels. And some will be even bigger – China Shipping contracted Hyundai Heavy Industries to build five 18,400teu units, whereas the Triple-Es are 18,270teu, as well as being considerably cheaper. BRL Shipping Consultants reports that the China Shipping ships were priced at $136.4m each, compared with the $185m that Maersk paid for its Triple-Es. Overcapacity appears to be as problematic in shipbuilding as it is in shipping, which has led to lower prices as shipbuilders try to drum up business, which, in turn, has led to more owners placing orders and thus further exacerbating the overcapacity in shipping itself. “However, Maersk’s efforts to bring supply in balance with declining demand growth have not been emulated by the other carriers, which are still aiming to grow their market shares. Based on the forward orderbooks of the rest of the top 20 carriers, Maersk’s market share lead will be diluted over the next three years,” Alphaliner said, adding that Maersk’s tendency to reduce its charted tonnage – such as the return of five 8,000teu ships to CSAV over the next two months – will also reduce its fleet capacity. “The twin impact of the lack of new orders and the redelivery of chartered tonnage could see Maersk lose its market share lead by 2016, with MSC well positioned to take over the lead carrier position, with its orderbook of over 465,000teu,” it said. At its height in 2006, shortly after its takeover of P&O Nedlloyd, Maersk had a market share of 18.2%, which dropped to 14.4% during the calamitous rate war of 2011. The order for the Triple-Es and the launch of the Daily Maersk service saw it regain 0.5% to reach its current share. “We want to maintain our market share of 15%,” Mr Skou said in London, “Giving up market share would make us irrelevant in 10 years.”

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Soren SkouMaersk Line CEO: “The Shipping Market Isn’t Sustainable” Maersk Line containership. Photo: MaerskMaersk Line Tops Fleet Capacity Growth in 2011 [REPORT] An illustration of Maersk's Triple-E 18,000teu containership. Photo: MaerskMaersk Line COO Reiterates: No expectation to use third Triple-E option Maersk Line triple EMaersk Line: No Plans To Exercise 3rd Triple-E

Lego Unveils Maersk Line Triple-E Building Block Kit

By On
Image credit: Lego Group via Facebook

Image credit: Lego Group via Facebook

Danish toy brick building group Lego has unveiled its plans for a Lego-version of Maersk Line’s record breaking Triple-E, aka the world largest containership. Built from over 1,500 bricks (1,518 to be exact), the model includes rotating gold-colored propeller blades, brick-built twin 8-cylinder engines, viewing window into the engine compartment, adjustable rudders, detachable lifeboats, removable containers, rotating crane arms and a special ‘good luck’ coin under the mast. For you enthusiasts out there, the model also boasts a rare color scheme with medium azur, dark red, sand blue and sand green. The model is expected to go on sale in January and is priced at $149.99 in the U.S. Interesting fact, the Triple-E model is the 8th (and largest) Lego version featuring the Maersk theme, according to Brickipedia. Previous models have included three trucks, three ships and a train. Check out the Lego Triple-E designer video below:

Triple-E: Smarter Design (VIDEO)

Posted on Feb 8th, 2013 with tags , , , , , , , , . Triple-E The following is a Maersk Line video giving a closer look of the Triple-E vessel’s smart design, which has 16 per cent more container space due to its wider, more bulbous bow. Also we bring you photos of the new Triple-E vessel’s hull made at DSME shipyard in South Korea and posted by Maersk Line on their Facebook page.Copyright Maritme World News Maersk Line

Triple-E vessel’s hull

Triple-E vessel’s hull-

http://www.marineinsight.com/marine/10-largest-container-shipping-companies-in-the-world/

Copyright Marine insight

Container shipping is one of the most important and necessary means of cargo transportation through sea routes. In present times however, there does not exist any monopoly by any one of the container shipping companies leading to a complete lack of friction and tension in the international cargo shipping community.

All the same there are a few international shipping companies that lead the race in terms of the scale of operation of their shipping lines. Ten of these leading shipping conglomerates can be listed down as follows: 1. NYK: An acronym for the Japanese shipping company Nippon Yusen Kabushiki Kaisha, the NYK is one of the biggest cargo companies operating internationally. The company has been in operation since the 1870s, operating a passenger fleet-line before undergoing a transition into a core container shipping company towards the mid-20th century. 2. Evergreen Marine Corporation: A shipping conglomerate based in China, the Evergreen Marine Corporation was founded in 1968 by Dr. Yung-Fa Chang, a visionary in his own right. At present, the company has offices established all over the world and with a operational capacity of more than 160 container ships is regarded to be one the largest cargo shipping companies in the world. 3. CMA-CGM:  France’s leading container shipping company, CMA-CGM came into existence in the year 1978, as a result of series of mergers between previously established shipping corporations. Jacques Saade who is the head of the company was the instrumental force behind its coming into active operation. At present, the company has a fleet of over 350 ships operating in over 150 routes globally. 4. Maersk: A shipping corporation based in Denmark, Maersk Shipping Line is a branch of the AP Moller- Maersk company. Widely well-known for its fleet of container ships, the Maersk Line made its debut in the international container shipping arena in the year 1904. At present, the company has a fleet of around 500 container ships with a capacity of around 19, 00,000 TEU (Twenty-Foot Equivalent Units). 5. MSC: The Mediterranean Shipping Company, abbreviated to MSC is a Swiss international cargo company which was established in the year 1970. At present, with a vessel line-up of over 456 container ships, the conglomerate is rated to be one of the most extensive cargo companies in the world. 6. Hapag-Lloyd: The German based Hapag-Lloyd is one of the most renowned and well-featured companies in terms of international shipping companies. The company was established in the year 1970 as a result of a merger between the Hamburg-American Line and the North German company Lloyd. Today the shipping corporation has over 130 ships catering to about five million containers on a worldwide scale. 7. APL: An auxiliary company to the Singaporean Orient Shipping Lines, APL is an abbreviation for American President Lines. Founded in the year 1848, the shipping conglomerate just celebrated its 160th anniversary in the year 2008. One of the most noteworthy achievements of the company is that it was the first company to successfully utilise extra-large (53 feet) containers on its vessels, accounting for shorter cargo transportation. 8. COSCO: The China Ocean Shipping Company or COSCO, as it is popularly known is one of the leading conglomerates in terms of container shipping companies. At present the company’s operations are spread over 40 countries with a fleet of 150 container ships. 9. Hanjin: A South Korean conglomerate, Hanjin Shipping Company is one of the largest Asian cargo companies in the world. At present the company has a cargo operational capacity of over 1 billion tonnes on a yearly basis with around a fleet of about 60 ships. In the year 2003, Hanjin and COSCO formed a strategic alliance. The alliance has benefited both shipping conglomerates and powered them to an unequivocal position as Asia’s leading cargo shipping companies. 10. CSCL: CSCL is the abbreviation for the China Shipping Container Lines, a company based in Shanghai. Started in the year 1997, the company soon rose amongst its ranks and today has propelled not just itself but also the country to leading heights in the container shipping industry. The company finds its name in both the Hong Kong and Shanghai Stock Exchanges. Container shipping is a huge industry and these key players are aware of the minutest operational manoeuvrings necessary to power them to being the world leaders in the commercial enterprise, not just in their home countries but also at an international level.

http://worldmaritimenews.com/archives/76247

Triple-E: Smarter Design (VIDEO)

http://gcaptain.com/losing-billions-2011-cscl-post/

Copyright GCaptain rst of the article pls read in above link.

After Losing Billions in 2011, CSCL Will Likely Post Net Profit in 2012

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HanjinEurope34-960x288 SHANGHAI–China Shipping Container Lines Co. (2866.HK, 601866.SH) said it expects to swing to a net profit in 2012 thanks to recovering demand and freight rates in the shipping industry. In a profit alert filed to the Shanghai Stock Exchange, the country’s largest container shipper by capacity said late Friday it is expected to register a net profit of approximately 520 million yuan (US$83.5 million) for the 12 months ended Dec. 31. The company reported a net loss of CNY2.74 billion for 2011, it said. Suez Canal Container Terminal Now Ready to Support World’s Largest Container Ships
By On
Eleonora Maersk Eleonora Maersk at Gdańsk Deepwater Container Terminal With a population of 84 million, Egypt has the largest population of all of the Arab nations, and in 2011 reported a GDP $232 billion.  The country is also one of the most important emerging markets in North Africa, and its maritime shipping hub of Port Said is a vitally important transshipment center for Asian, European, and African trade. An important milestone was achieved recently when the 15,500 TEU Eleonora Maersk and the 13,500 TEU Edith Maersk made brief visits to Port Said’s Suez Canal Container Terminal (SCCT) in order to test the port access and turning basins for these giant ships. The first trial was on the Eleonora Maersk arriving from the Suez Canal’s North Bound Convoy, with a draft of 14.9 m. She berthed alongside before safely re-joining the convoy to continue her voyage to the West. The second trial took place on Friday, 5 October, when the “Edith Maersk” approached the terminal from the North, completing a 180 degree maneuver in the turning basin. The 397 meter vessel completed this successful operation with a draft of 14.8 meters with the aid of three tug boats. This was the first time that any Egyptian port has received a vessel this size. Klaus Laursen, CEO of SCCT commented: “This is a significant moment in Egyptian maritime history. Both trials would not have been possible without the excellent cooperation and leadership of both the Suez Canal Authority and the Port Said Port Authority. “Maersk Line is proud of this collaborative achievement which continues its tradition of innovation and business development in Egypt” stated Simon Brown, Maersk Line Egypt’s Managing Director. “With these two successful trials, SCCT is now open for vessels with a LOA of 397 meters and beam 56.4 meters (22 containers)” added Jan Buijze, Chief Operations Officer at the Suez Canal Container Terminal. Port Said, at the mouth of the Suez Canal on the Mediterranean Sea, is a natural transshipment center for Far Eastern cargoes destined for Southern Europe and the Mediterranean/Black Sea Region. The Suez Canal Container Terminal, located at Port Said East, is a joint venture in which APM Terminals is the majority shareholder with 55%. SCCT officially opened in December of 2004 and is one of the largest container ports on the Mediterranean Sea. An expansion project is currently under way to double its capacity to 5.4 million TEUs. Throughput at SCCT was 3.2 million TEUs in 2011 with productivity of 35 moves per hour. Additional improvements are planned at the terminal. Today, SCCT has 18 cranes with 22 container outreach, 2,400 meters of quay, 15 meters of draft and zero deviation from the Suez Canal. Commercially, the terminal currently serves 16 of the world’s largest shipping lines. suez canal container terminal scct
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About The Author

Rob Almeida

Rob Almeida is partner and CMO of Unofficial Networks and an editor of gCaptain.com. He graduated from the United States Naval Academy in 1999 with a B.S in Naval Architecture and spent 6.5 years on active duty as a Surface Warfare Officer. He worked for a year as a Roughneck/Rig Manager trainee on board the drillship Discoverer Americas in 2009/10. He is an accomplished sailor and competes in the US Australian Rules Football League with the Baltimore/Washington Eagles. He can be reached via email at rob@gcaptain.com

AE5-Dienst soll komplett eingestellt werden

Maersk kürzt Kapazität weiter ein

Montag, 15. Oktober 2012

http://www.presseportal.de/pm/30479/2337894/weser-kurier-wirtschaft-fordert-regierungsgipfel-zu-schifffahrtskrise/rss

05.10.2012 | 05:00 Uhr
|2337894   |

Weser-Kurier: Wirtschaft fordert Regierungsgipfel zu Schifffahrtskrise

Bremen (ots) - Wirtschaftsverbände haben die Regierung dazu aufgefordert, deutsche Reedern mit Überbrückungshilfen vor der Pleite zu bewahren. "Es ist allerhöchste Zeit, dass die Regierung in Berlin das Thema der Überbrückungshilfen für die deutsche Schifffahrt zur Chefsache macht", sagte der Vize-Präsident des Deutschen Industrie- und Handelskammertags (DIHK), Otto Lamotte, dem WESER-KURIER (Freitagausgabe). Lamotte, der zudem Vorsitzender der IHK-Nord der fünf norddeutschen Küstenländer ist, fordert ein Spitzengespräch mit den zuständigen Bundesministern für Wirtschaft, Verkehr und Finanzen in Berlin. "Es wurden viele Gespräche geführt", sagte Lamotte. "Passiert ist wenig. Den Reedern läuft jedoch die Zeit davon. Sie brauchen dringend Hilfen durch die Regierung, um die Krisenfolgen zu mindern." Auch der Verband deutscher Reeder (VdR) und der Bremer Rhederverein schlossen sich der Forderung an. "Wir begrüßen jegliche Bemühungen, die dazu führen, dass der Schifffahrt in Deutschland schnell und effizient geholfen wird", sagte Ralf Nagel, geschäftsführendes Präsidiumsmitglied des VdR, der Zeitung. Und Robert Völkl, Geschäftsführer des Bremer Rhedervereins ergänzte: "Schifffahrt ist ein Zukunftsmarkt. Der Seehandel wird in den nächsten Jahren und Jahrzehnten wachsen. Deutschland muss deshalb für die Zukunft seine Schifffahrtsstandorte erhalten."

07:51

Schifffahrt

http://www.abendblatt.de/hamburg/article2407480/Reeder-tragen-Mitschuld-an-Krise.html

Hamburger Unternehmer Claus-Peter Offen fordert eine Verschrottungsprämie für alte Frachter. Bessere Lage wohl nicht vor 2014.

Von Rolf Zamponi
© Olaf Preuss
Reeder Claus-Peter Offen (r.) mit dem Kapitän bei der Taufe seines Frachters "CPO Savona". Das Schiff ist mit 14.069 Containern eines der größten der Welt
Links
  • Hamburger Reeder will Abwrackprämie für alte Frachter
  • Abendblatt-Serie: Der Hafen - Die Stadt, die nie zur Ruhe kommt

Hamburg. Die Schifffahrt befindet sich weltweit in einer schweren Krise. Überkapazitäten belasten den Markt. Die Frachtraten sind vergleichsweise niedrig und oft nicht mehr kostendeckend. Mehrere Schiffsfonds meldeten bereits Insolvenz an. Über die Zukunft des Marktes sprach das Abendblatt mit dem Hamburger Reeder Claus-Peter Offen, der mit insgesamt 123 Containerfrachtern eine der größten Charterreedereien der Welt besitzt.

Hamburger Abendblatt: Herr Offen, die Schifffahrtskrise dauert mit kurzer Unterbrechung 2010 seit vier Jahren an. Macht es noch Spaß, Reeder zu sein?

Claus-Peter Offen: Das Unternehmen durch schwere See zu steuern, sehe ich als sportliche Herausforderung, ähnlich wie beim Segeln. Solche Aufgaben zu meistern, bleibt spannend.

Die Charterreedereien leiden unter den niedrigen Preisen, die sie für das Vermieten ihrer Schiffe erhalten. Ursache dafür ist die Überkapazität auf den Weltmeeren. Aber sind die Firmen nicht selber schuld, weil sie in den guten Jahren vor 2008 zu viele Frachter bestellt haben?

Offen: Ja, das aber gilt insbesondere auch für die Linienreedereien, die eigene Schiffe einsetzen. Sie haben im Sommer 2010 wieder weltweit Frachter mit insgesamt zwei Millionen Stellplätzen für Standardcontainer (TEU) geordert, sodass in den nächsten zwei bis drei Jahren 22 Prozent des Transportvolumens der fahrenden Flotte dazukommen werden. Die Aufträge mögen damals für einzelne Linienreeder sinnvoll gewesen sein, es haben aber alle auf einmal bestellt. Zu früh, wie sich herausgestellt hat. Für Charterreedereien wie meine, die ihre Schiffe an die Linienreeder vermieten, gilt der Vorwurf nicht. Da die Anleger sich zurückhielten, waren wir Charterreeder an der Neubauwelle des Jahres 2010 nicht beteiligt.

Hätten die Banken nicht gegensteuern müssen? Sie haben schließlich die Finanzierungen für die Frachter bereitgestellt?

Offen: Das halte ich für nicht möglich. Schließlich stimmen sich die Banken in den USA, Asien und Europa nicht gegenseitig ab. Vielmehr entscheidet jede Bank nach ihren eigenen Kriterien. Die Banken wären mit einer Steuerungsaufgabe am Markt überfordert. Ganz klar: Für die Überkapazitäten tragen die Auftraggeber der Werften die Verantwortung, letztlich auch wir.

Jetzt ziehen sich die HSH Nordbank zum Teil und die Commerzbank komplett aus dem Geschäft zurück. Werden dadurch Reedereien zusammenbrechen?

Offen: Im Gegenteil. Aus der Sicht der Reedereien dürfte das sogar eher positive Auswirkungen haben.

Wieso?

Offen: Weil dies dazu führt, dass weniger bestellt werden kann. Dadurch kommen weniger neue Schiffe in den Markt, und die Überkapazitäten sinken.

Was bedeutet der Rückzug der Commerzbank für die Reederei Offen als einen der größten Kreditkunden ?

Offen: Negative Folgen für uns sehe ich im Moment eher nicht. Außer, dass die Commerzbank nicht mehr für die Finanzierung von Neubauten zur Verfügung steht. Aber über neue Aufträge denken wir derzeit ohnehin nicht nach.

Der Verband Deutscher Reeder fordert staatliche Hilfe für die Branche. Die KfW Bank soll für eine Übergangsphase Kredite bereitstellen. Lässt sich so die Krise bewältigen?

Offen: Das muss jedes Unternehmen für sich entscheiden. Wir glauben, dass wir ohne staatliche Hilfe auskommen können. Sinnvoller wäre es, eine Verschrottungsprämie einzuführen.

Was könnte eine Prämie bewirken?

Offen: Bisher bleiben Schiffe, für die ein Kaufpreis knapp über dem Schrottwert geboten wird, in Fahrt. Sie können von den neuen Reedern, die sie günstig erworben haben, sogar zu besonders niedrigen Raten angeboten werden. So bleiben die Charterpreise unter Druck. Würde die Differenz zum Verkaufspreis durch eine Prämie ausgeglichen, würden die Frachter tatsächlich ausrangiert. Wie viele schon heute nicht gebraucht werden, lässt sich daran ablesen, dass 350 der mehr als 5000 Frachter weltweit derzeit stillgelegt sind. Durch das Verschrotten würden sich Angebot und Nachfrage bei der Tonnage schneller annähern.

 
Dieser Eintrag wurde veröffentlicht in Schifffahrt News, Der Kanal, Entwicklung Containerschifffahrt von 2006 - 2016, Elbvertiefung, Schifffahrt, Aktuelle News von g.goettling. Permanenter Link des Eintrags.

Über g.goettling

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