That brings the Northern Europe and Mediterranean components of the SCFI to $1,888 and $1,977 respectively.

The news has surprised market analysts, who have previously expressed doubt that container lines could maintain strong price rises against a continuing backdrop of excess supply and weak demand.

Container Rate Derivatives Broker Ben Gibson, of Clarkson Securities, said: “Given the softer feeling of the market, little early traction was expected ahead of the 1 May GRI, but it seems that carriers have once again dug deep to keep rates rising, and so will likely be able to add more this week.”

More than 385,000teu of capacity was delivered to container lines in the first quarter of this year, most of which was composed of vessels with more than 8,000teu capacity. Total deliveries for the year are expected to reach 1.3 million teu.

Container line analyst Lars Jensen, of SeaIntel, said capacity injections on Asia-Europe now exceeded the capacity removed by Maersk Line and CMA CGM in February, amounting to 16,700teu a week.

He said: “Maersk Line and CMA CGM’s announced withdrawal of capacity provided the carriers with the momentum to successfully begin a series of much-needed rate increases.

“With the capacity reductions now disappearing, the carriers are facing a test: will they collectively have the resolve to maintain their focus on profitability rather than market share, or will some succumb to the need to increase vessel utilisation – and thus, potentially, launch a new price war?”

He added that recent capacity increases on the busy trade lane injections primarily came from the announcements of two new services by Evergreen, CSCL and Zim. But Maersk’s re-building of its S-class vessels – increasing their capacity by 1,400teu – was also contributing to oversupply.

Article source: http://www.ifw-net.com/freightpubs/ifw/article.htm?artid=20017956779&src=rss

Tue, 1 May 2012

100 more still missing after cargo and passenger ferry breaks up in violent storm

Rescue workers were today still searching for survivors on the Brahmaputra river in India’s Assam state, after a cargo and passenger ferry capsized during a storm yesterday, killing at least 105 people.

Police said about 150 people had been rescued or had swum to safety, while at least 100 more were still missing.

One passenger told local TV channels that about 200 people had been travelling inside the boat along with the cargo.

He said he had been riding on the top of the ferry with 150 other people when the storm hit, throwing many of them into the water.

Strong winds had uprooted trees, blocking roads leading to the disaster site and preventing some rescue teams reaching the area, said officials. More rain was forecast for the area today.

Officials said lax safety standards meant ferry accidents were common on the river, but this was one of the worst disasters.

The tragedy happened in the remote district of Dhubri, about 350km west of Assam’s main city, Guwahati.

The ferry capsized and broke into two pieces during the storm, police said.

Witnesses said many passengers were swept away by the river’s strong current after the boat broke up.

The ferry carried no lifeboats or life jackets and was overloaded with people and cargo, according to a police officer quoted by Reuters news agency.

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Article source: http://www.ifw-net.com/freightpubs/ifw/article.htm?artid=20017957027&src=rss

Chris McCall | Tue, 1 May 2012

Tougher stance by navy and police means attackers can be scared off, unlike their Somalian counterparts

A new stance by Indonesia has made a major difference in what was once the world’s top piracy blackspot.
 
Noel Choong, of the International Maritime Bureau (IMB), said now most attacks in the busy shipping lanes between Indonesia and Malaysia could be stopped, as long as crews maintained a careful anti-piracy watch and raised the alarm quickly.

A decade ago, Indonesia’s lawless waters headed the world’s list of piracy trouble spots, particularly the Malacca Straits between Sumatra and West Malaysia.

Choong, head of the IMB’s Piracy Reporting Centre in Kuala Lumpur, said alerting the Indonesian authorities then brought few results. But international pressure prompted Indonesia’s navy and marine police to take a tougher stance.

Located on a shipping route linking China, Japan, Korea and other Asian countries to Europe and the Middle East, the waterways around Singapore and Malaysia carry a massive proportion of the world’s commercial shipping.

Ships must pass through the Malacca Straits, Singapore Straits and the South China Sea, and into Indonesian waters. Often they carry vast sums of cash in the ship’s safe – frequently the pirates’ prime target.

The nature of the attacks is quite different to Somalia, Choong said.

“Somali pirates have little to fear, even if they commit murder, and will not give up even when spotted. But these days the criminal gangs behind the Asian attacks can usually be scared off.

“In Somalia, pirates go home to a country without an effective government. In Indonesia and its neighbours, they know they face prosecution and jail.”

He said attacks still happened, but the authorities now responded quickly.

Choong said. “How long it will last, whether this will continue; nobody can answer that question.”

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Article source: http://www.ifw-net.com/freightpubs/ifw/article.htm?artid=20017957026&src=rss

That brings the Northern Europe and Mediterranean components of the SCFI to $1,888 and $1,977 respectively.

The news has surprised market analysts, who have previously expressed doubt that container lines could maintain strong price rises against a continuing backdrop of excess supply and weak demand.

Container Rate Derivatives Broker Ben Gibson, of Clarkson Securities, said: “Given the softer feeling of the market, little early traction was expected ahead of the 1 May GRI, but it seems that carriers have once again dug deep to keep rates rising, and so will likely be able to add more this week.”

More than 385,000teu of capacity was delivered to container lines in the first quarter of this year, most of which was composed of vessels with more than 8,000teu capacity. Total deliveries for the year are expected to reach 1.3 million teu.

Container line analyst Lars Jensen, of SeaIntel, said capacity injections on Asia-Europe now exceeded the capacity removed by Maersk Line and CMA CGM in February, amounting to 16,700teu a week.

He said: “Maersk Line and CMA CGM’s announced withdrawal of capacity provided the carriers with the momentum to successfully begin a series of much-needed rate increases.

“With the capacity reductions now disappearing, the carriers are facing a test: will they collectively have the resolve to maintain their focus on profitability rather than market share, or will some succumb to the need to increase vessel utilisation – and thus, potentially, launch a new price war?”

He added that recent capacity increases on the busy trade lane injections primarily came from the announcements of two new services by Evergreen, CSCL and Zim. But Maersk’s re-building of its S-class vessels – increasing their capacity by 1,400teu – was also contributing to oversupply.

Article source: http://www.ifw-net.com/freightpubs/ifw/article.htm?artid=20017956779&src=rss

Tue, 1 May 2012

100 more still missing after cargo and passenger ferry breaks up in violent storm

Rescue workers were today still searching for survivors on the Brahmaputra river in India’s Assam state, after a cargo and passenger ferry capsized during a storm yesterday, killing at least 105 people.

Police said about 150 people had been rescued or had swum to safety, while at least 100 more were still missing.

One passenger told local TV channels that about 200 people had been travelling inside the boat along with the cargo.

He said he had been riding on the top of the ferry with 150 other people when the storm hit, throwing many of them into the water.

Strong winds had uprooted trees, blocking roads leading to the disaster site and preventing some rescue teams reaching the area, said officials. More rain was forecast for the area today.

Officials said lax safety standards meant ferry accidents were common on the river, but this was one of the worst disasters.

The tragedy happened in the remote district of Dhubri, about 350km west of Assam’s main city, Guwahati.

The ferry capsized and broke into two pieces during the storm, police said.

Witnesses said many passengers were swept away by the river’s strong current after the boat broke up.

The ferry carried no lifeboats or life jackets and was overloaded with people and cargo, according to a police officer quoted by Reuters news agency.

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Article source: http://www.ifw-net.com/freightpubs/ifw/article.htm?artid=20017957027&src=rss

Chris McCall | Tue, 1 May 2012

Tougher stance by navy and police means attackers can be scared off, unlike their Somalian counterparts

A new stance by Indonesia has made a major difference in what was once the world’s top piracy blackspot.
 
Noel Choong, of the International Maritime Bureau (IMB), said now most attacks in the busy shipping lanes between Indonesia and Malaysia could be stopped, as long as crews maintained a careful anti-piracy watch and raised the alarm quickly.

A decade ago, Indonesia’s lawless waters headed the world’s list of piracy trouble spots, particularly the Malacca Straits between Sumatra and West Malaysia.

Choong, head of the IMB’s Piracy Reporting Centre in Kuala Lumpur, said alerting the Indonesian authorities then brought few results. But international pressure prompted Indonesia’s navy and marine police to take a tougher stance.

Located on a shipping route linking China, Japan, Korea and other Asian countries to Europe and the Middle East, the waterways around Singapore and Malaysia carry a massive proportion of the world’s commercial shipping.

Ships must pass through the Malacca Straits, Singapore Straits and the South China Sea, and into Indonesian waters. Often they carry vast sums of cash in the ship’s safe – frequently the pirates’ prime target.

The nature of the attacks is quite different to Somalia, Choong said.

“Somali pirates have little to fear, even if they commit murder, and will not give up even when spotted. But these days the criminal gangs behind the Asian attacks can usually be scared off.

“In Somalia, pirates go home to a country without an effective government. In Indonesia and its neighbours, they know they face prosecution and jail.”

He said attacks still happened, but the authorities now responded quickly.

Choong said. “How long it will last, whether this will continue; nobody can answer that question.”

Click here to email the editor and comment on this story

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Article source: http://www.ifw-net.com/freightpubs/ifw/article.htm?artid=20017957026&src=rss

Mike Weir | Mon, 30 Apr 2012

Stephen Fraser says ‘protectionist’ law is critical to US economy

The chief executive of Horizon Lines has voiced strong support for the Jones Act – US legislation stipulating that ocean freight moving between two domestic ports must be carried on US-owned and built vessels.

The Jones Act effectively bans non-US operators from the domestic market, and has been criticised as anti-competitive and protectionist. But Stephen Fraser says the law is “critical” to the future of the US economy.

Fraser, who is also Horizon’s interim president, said: “Horizon Lines is, and always has been, a staunch supporter of the Jones Act.

“The Jones Act stipulates that cargo shipped between two US ports must be transported on vessels that are American-made, American-flagged, at least 75% American-owned and predominantly American crewed.

“It has provided a strong foundation for America’s domestic shipping industry since 1920, and has enjoyed the long-standing support of the US Navy, bi-partisan members of Congress and every president in modern history.”
 
He added that Horizon Lines’ history and livelihood and that of its customers and markets served were inextricably linked to the Jones Act.

“Fifty-six years ago this week, the converted US-built tanker, Ideal X, departed Port Newark with 58 containers bound for Port Houston. With that voyage, Sea-Land Service, our predecessor, revolutionised ocean cargo transport.

“Today, the associates of Horizon Lines, in partnership with our maritime and shore-side union partners, are proud of the role we play supplying the citizens of Alaska, Hawaii and Puerto Rico with goods that are vital to their lives. The Jones Act has made this possible. It has been integral to our nation’s past and it is critical to our future.”
 
Horizon Lines maintains a fleet of 15 fully Jones Act-qualified vessels and operates five port terminals in Alaska, Hawaii and Puerto Rico.
 
 
 

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Article source: http://www.ifw-net.com/freightpubs/ifw/article.htm?artid=20017956782&src=rss

Stuart Todd | Mon, 30 Apr 2012

Line denies interest, but sources claim it has inspected the ships as deadline for offers approaches

Stena Line could be poised to make a late-hour bid for one or more of the three ferries operated by collapsed cross-Channel ferry firm SeaFrance, whose assets are now in the hands of the liquidator.
 
The ships in question are the Rodin, Berlioz and freighter Nord Pas de Calais.
 
The deadline for sealed bids is this Friday and a bankruptcy judge will announce his decision by the middle of next month. 
 
A Stena Line spokesperson told IFW: “Recent reports that we have expressed an interest in acquiring one or more of SeaFrance’s three ferries is just speculation.”
 
However, IFW was told by a source close to the sale process that representatives from Stena Line had inspected the vessels last week, after making initial inquiries about them some time ago.
 
But Stena’s late interest would not lead to the deadline being extended, the source said.
 
Eurotunnel said it was “as determined as ever” to buy the SeaFrance vessels, while DFDS told IFW it was still undecided whether to make a bid.

DFDS and its French partner, LD Lines, on Friday deployed a second vessel on their Dover-Calais route.

PO Ferries said it would will not be pursuing its interest in the SeaFrance ships.
 
Stena’s main routes are between the UK and Ireland.

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Article source: http://www.ifw-net.com/freightpubs/ifw/article.htm?artid=20017956764&src=rss

That brings the Northern Europe and Mediterranean components of the SCFI to $1,888 and $1,977 respectively.

The news has surprised market analysts, who have previously expressed doubt that container lines could maintain strong price rises against a continuing backdrop of excess supply and weak demand.

Container Rate Derivatives Broker Ben Gibson, of Clarkson Securities, said: “Given the softer feeling of the market, little early traction was expected ahead of the 1 May GRI, but it seems that carriers have once again dug deep to keep rates rising, and so will likely be able to add more this week.”

More than 385,000teu of capacity was delivered to container lines in the first quarter of this year, most of which was composed of vessels with more than 8,000teu capacity. Total deliveries for the year are expected to reach 1.3 million teu.

Container line analyst Lars Jensen, of SeaIntel, said capacity injections on Asia-Europe now exceeded the capacity removed by Maersk Line and CMA CGM in February, amounting to 16,700teu a week.

He said: “Maersk Line and CMA CGM’s announced withdrawal of capacity provided the carriers with the momentum to successfully begin a series of much-needed rate increases.

“With the capacity reductions now disappearing, the carriers are facing a test: will they collectively have the resolve to maintain their focus on profitability rather than market share, or will some succumb to the need to increase vessel utilisation – and thus, potentially, launch a new price war?”

He added that recent capacity increases on the busy trade lane injections primarily came from the announcements of two new services by Evergreen, CSCL and Zim. But Maersk’s re-building of its S-class vessels – increasing their capacity by 1,400teu – was also contributing to oversupply.

Article source: http://www.ifw-net.com/freightpubs/ifw/article.htm?artid=20017956779&src=rss

Mike Weir | Mon, 30 Apr 2012

Stephen Fraser says ‘protectionist’ law is critical to US economy

The chief executive of Horizon Lines has voiced strong support for the Jones Act – US legislation stipulating that ocean freight moving between two domestic ports must be carried on US-owned and built vessels.

The Jones Act effectively bans non-US operators from the domestic market, and has been criticised as anti-competitive and protectionist. But Stephen Fraser says the law is “critical” to the future of the US economy.

Fraser, who is also Horizon’s interim president, said: “Horizon Lines is, and always has been, a staunch supporter of the Jones Act.

“The Jones Act stipulates that cargo shipped between two US ports must be transported on vessels that are American-made, American-flagged, at least 75% American-owned and predominantly American crewed.

“It has provided a strong foundation for America’s domestic shipping industry since 1920, and has enjoyed the long-standing support of the US Navy, bi-partisan members of Congress and every president in modern history.”
 
He added that Horizon Lines’ history and livelihood and that of its customers and markets served were inextricably linked to the Jones Act.

“Fifty-six years ago this week, the converted US-built tanker, Ideal X, departed Port Newark with 58 containers bound for Port Houston. With that voyage, Sea-Land Service, our predecessor, revolutionised ocean cargo transport.

“Today, the associates of Horizon Lines, in partnership with our maritime and shore-side union partners, are proud of the role we play supplying the citizens of Alaska, Hawaii and Puerto Rico with goods that are vital to their lives. The Jones Act has made this possible. It has been integral to our nation’s past and it is critical to our future.”
 
Horizon Lines maintains a fleet of 15 fully Jones Act-qualified vessels and operates five port terminals in Alaska, Hawaii and Puerto Rico.
 
 
 

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Article source: http://www.ifw-net.com/freightpubs/ifw/article.htm?artid=20017956782&src=rss