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  • 24 May 2014 9:35 AM | Anonymous

       Originally news was published on 22 May, 2014

    THE Vietnamese government has implemented a law that dictates the total weight for TEUs and FEUs cannot exceed 20 tons including the weight of the container.

    This law is applicable on road transport movements to and from a port in Vietnam, reports the British International Freight Association (BIFA) newsletter.

    Advice being received is that enforcement will be rigorous. Mobile weighbridges have been deployed on highways across Vietnam and to date 800 trucks have been fined for being overweight.

    Local truckers are now informing their customers of this new legislation, due to strict enforcement by the Vietnamese local authorities, which has led to successful prosecutions of drivers in breach of the law.

    This has caused congestion around ports as overweight containers are being re-stuffed. The party stuffing the container is responsible to ensure the weight complies with the legislation, said the BIFA newsletter.


  • 24 May 2014 9:31 AM | Anonymous

       Originally news was published on 22 May, 2014

    CHINA Shipping Container Lines (CSCL) is joining the Russia Finland feeder service (RFS) jointly operated by Cosco and Yang Ming, thereby, replacing Hanjin Shipping as a ship operating partner.

    The move enables CSCL to offer a feeder service in the Baltic for the first time, instead of relying on slots, reports Alphaliner.

    The RFS offers a cycle of three weeks combining two successive rotations that are operated by three ships on a port rotation of: Hamburg (HHLA and Eurogate), St Petersburg (Petrolesport and FCT), Kotka, Hamburg, St Petersburg, Kotka and back to Hamburg.

    CSCL will provide the chartered 1,216-TEU Lantau Arrow to the service, replacing the 1,050-TEU Evolution that Hanjin is to redeliver.


  • 23 May 2014 10:40 AM | Anonymous

    266-ton cargo rolled onto barge for transport to terminal

    Wijngaard Natie Logistics – Atlantic arranged for the transport of a 266-ton transformer during the week of the Breakbulk Europe 2014 in Antwerp.

    This transformer was the heaviest one ever built in the town of Mechelen, Belgium, Cargo Equipment Experts CEE said in a statement on behalf of its member.The cargo was placed on a 22-axle SMTP and rolled onto a barge for the river voyage to the Wijngaard Natie Stevedoring Terminal in Antwerp where it was discharged. The transformer is used as a backup unit for power supply.


  • 23 May 2014 10:36 AM | Anonymous

       Originally news was published on 22 May, 2014

    AM Agrigen has selected a site in St. Charles Parish, La., to build a US$1.2 billion fertilizer plant.In Louisiana, AM Agrigen Industries can tap the highest density of interstate and intrastate natural gas pipelines in the U.S., along with low, stable prices on an abundant supply of natural gas undefined the key raw material for producing nitrogen-based fertilizer, the Louisiana governor’s office said in a statement.

    Feasibility studies on the project are underway, and the company expects to make a final investment decision in the first quarter of 2015. Houston-based AM Agrigen has secured options to purchase 650 acres near Killona in St. Charles Parish and  has begun the process of filing for environmental permits.

    Construction would begin in mid-2015 and take about 30 months to complete.

    The AM Agrigen project is the latest in a series of major foreign direct investment projects to select Louisiana.

    “From Sasol in Southwest Louisiana to Benteler Steel/Tube in Northwest Louisiana and Dyno Nobel in Southeast Louisiana, global investors are infusing tremendous amounts of capital into our state’s manufacturing sector,” Governor Bobby Jindal said.

    To secure the project, Louisiana offered the company a performance-based US$5.6 million grant to offset infrastructure costs of the project. The company also is expected to utilize the state’s Quality Jobs and Industrial Tax Exemption programs.


  • 22 May 2014 9:49 AM | Anonymous

        Originally news was published on May 21, 2014

    Combined cargo ton miles (CTM) for American Airlines and US Airways achieved double-digit growth at 12.9 per cent for the merged airlines' freight operations.
    Comparing April 2013 with the same month this year, CTM grew from 174 million to 197 million. The year-to-date, the first four months, of last year and 2014 showed a similar CTM growth rate, with 12.2 per cent being achieved. So far in 2014, American Airlines Group reached 757 million, while last year's first four months struck 675 million. In the new airline's view the year-over-year figures are a more appropriate comparison with the merged entities. The merger was approved in December last year. The merged airline's plans for cargo involve co-locating the previous two carriers' facilities. The two co-located to the Phoenix Sky Harbor International Airport in February.


  • 22 May 2014 9:38 AM | Anonymous

       Original news was published on May 21, 2014

    Cargo leaves just 10 centimeters clearance on An-124

    Ruslan International has handled the transport of a massive deck loader for the Boeing 747 Dreamlifter.

    The special cargo loader, used for loading and unloading 787 parts from the 747 Dreamlifter, weighed 109 tons. At 33 meters long, 6 meters wide and more than 3 meters high, the loader was one of the largest and heaviest pieces ever carried on an An-124. Clearance was tight at only 10 centimeters, Ruslan said in a statement.

    The wheeled loader was winched onto the An-124 at Riverside Air Force Base in Riverside County, Calif., and flown 3,500 kilometers to Charleston Air Force Base in South Carolina.

    The Boeing Dreamlifter is a modified 747-400 passenger aircraft, and is the primary means of transporting major Boeing 787 Dreamliner assemblies from suppliers around the world to the 787 final assembly plant in Everett, Wash.


  • 21 May 2014 10:43 AM | Anonymous

        Original News was published on May 19, 2014

    Emirates SkyCargo, the freight division of Emirates, has added Mexico City and Atlanta to its flight schedule, further expanding its freighter network to more than 50 destinations around the world.

    The once-a-week service to Mexico City starts in Dubai with a stop en route to Frankfurt, while on the way back the flight makes a scheduled stop in Houston and Copenhagen before heading back to Dubai, reported ENP Newswire.

    The freighter service to Hartsfield-Jackson Atlanta Airport from Dubai, which is also a weekly service, has a scheduled stop in Frankfurt and on the return leg stops at Copenhagen. This multi-stop service provides customers with the additional benefit to move cargo between these cities.

    On both routes Emirates SkyCargo uses its Boeing 777 freighter aircraft, which is capable of carrying 103 tonnes of cargo, and with its main deck being the widest of any freighter aircraft, it's able to uplift outsized cargo and carry larger consignments.

    "The recent introduction of freighter services to Mexico City and Atlanta is part of Emirates SkyCargo's continued expansion of our route network to offer customers new trade and business opportunities across the world. Both cities are major cargo destinations, with Mexico City being one of the largest manufacturing hubs in Latin America, while Atlanta ranks tenth among North American airports in terms of cargo volume," said Nabil Sultan, Emirates divisional senior vice-president, cargo.

    "Our freighters give us the flexibility to create new trade lanes and opportunities for our customers. This, coupled with the bellyhold cargo capacity of our passenger fleet and growing worldwide network, gives Emirates SkyCargo huge capacity and global reach across six continents,'' he added.

    Imports into Mexico City include general cargo, pharmaceuticals, textiles, apparel, machinery and electronic parts, with its exports being mainly general cargo, pharmaceuticals, automotive and ship parts.

    Goods moving into Atlanta are mainly general cargo, textiles, apparel, footwear and leather goods, while its exports across the Emirates network include general cargo, construction equipment, machinery, electrical and electronic equipment and products.

    Emirates SkyCargo has a fleet of 12 freighters, 10 Boeing 777Fs and two Boeing 747-400 ERFs, which from May 1 started operating from its new cargo terminal at Dubai World Central's Al Maktoum International Airport.


  • 21 May 2014 10:23 AM | Anonymous

      Original News was published on May 20, 2014

    TSMAD Technical Sub Working Group Meeting hosted by SevenCs in Hamburg, Germany. Earlier this year, SevenCs, the expert for maritime software applications, hosted the IHO / TSMAD technical sub working group at their office in Hamburg, Germany.

    Two key aspects that were discussed during the meeting have seen successful further development with fruitful results for a new portrayal concept and the GML (Geographic Marking Language) interoperability. S-100 is based on ISO Standards, and GML encapsulation is one of these standards.

     The upcoming new standard for digital hydrographic information, including navigational charts, is under the umbrella of the IHO and various working groups are actively preparing the official plenary voting during the next meeting at the International Hydrographic Conference in Monaco (6-10 October 2014). The IHO relies very much on the positive groundwork of the S-100 standard working groups who continuously participate in the standard development of S-100 and all related products. The groups include representatives from public organizations as well as delegates from the maritime industry.

    SevenCs is recognized as one of the pioneers of digital charting and has always been a valued and active member of the various IHO working groups for ENC standard definition. The company history is closely linked to the history of the development of S-57 and the first standard format versions have been created by the founders of SevenCs during their engagement with the Hamburg University (Seefahrtsschule ISSUS) together with the German BSH.S-100 is a universal data model and the basis for hydrographic information, including all digital navigational products such as ENCs. Last but not least, the format is a fundamental precondition for the consequent implementation of e-navigation.


  • 21 May 2014 9:44 AM | Anonymous

    Falcon International, located in Pointe-Claire, a suburb of Montreal in Quebec, Canada, recently joined GPLN. Falcon International is a family-owned and operated company and over the years has earned a solid reputation as a trusted partner to carriers and at finding transportation solutions for various industries.

    In the past, new GPLN member Falcon International has handled several project shipments, such as heat exchangers, industrial bakeries, mobile power generators, agriculture equipment and several oil & gas projects in the Alberta region.


  • 20 May 2014 9:13 AM | Anonymous

    The dry bulk market is bound for a recovery in the coming weeks, as the market will be better balanced, said Mr. Michael Bodouroglou, Chairman and CEO of Paragon Shipping, in an interview with Hellenic Shipping News Worldwide. Mr. Bodouroglou attributed the lacklustre performance of the market since the start of the year to a high level of newbuilding deliveries and a slowdown of grain and iron ore trade. In terms of Paragon Shipping's fleet growth, Mr. Bodouroglou expressed the view, that, at the moment, it makes more business sense to invest in second hand tonnage or newbuilding resales, rather than newbuildings, given that quality yards have been fully booked for the coming years. He also noted that financing terms remain challenging for smaller owners, creating a two-tier market, while the emergence of private equity funds, as a viable alternative, could create a lot of turmoil in the industry, should they decide to exit the market all at once.

    Many analysts, including BIMCO among others, have been preaching about the pending rebound of dry bulk rates during 2014 and its improved prospects going forward. Why haven't we witnessed such an improvement in the market so far in the year?

    To be fair, the market this year has done better than in the year-ago period, however many people including ourselves expected a much stronger market by now and rates are still at low levels. There are many reasons why the rebound hasn’t happened yet. There was a large amount of deliveries in the first quarter (Roughly 16M DWT of capacity was delivered in 1Q14 (equating to an annualized growth of 8%)), as many owners delayed delivery of late 2013 vessels into early 2014. For the remainder of the year the deliveries will stabilize, and we expect fleet growth of 6% for the full year. There were also seems to be a slowdown out of South America both for grains and iron ore, and many owners expected a strong trade this year and ballasted their ships to South America to take advantage of a strong market, which caused oversupply in the market and depressed rates further. 

    Do you share the view that the coming weeks we will see a rebound of the market, on the back of higher China restocking, as a result of low iron ore prices?

    Yes we do, we believe the events that have caused the weakness in the market are temporary and will eventually reverse themselves. We expect the low iron ore prices to boost imports to China, while we also expect a solid grain trade out of the US, and a continued strong grain trade out of South America as political issues in Argentina get worked out.  These two factors, along with a slower delivery schedule for the rest of the year, should cause a very strong fourth quarter, and rates may even start to improve as soon as the summer.

    In terms of the container market, where you are also active through Box Ships Inc., do you expect to see a rebound soon, after a dismal first quarter?

    The Containership market has been in a downturn now for over five years, due to several structural changes regarding vessel size, a continued oversupply of vessels, and at the same time has seen a decline in the largest container route, China to Europe, for the past two years.  That being said, we do expect the market to rebound but it is difficult to predict when it will start as there continues to be new ordering of larger vessels and it becomes more a factor of demand growth from Europe returning.

    Which is your chartering strategy among this environment for both companies?

    At this stage in the cycle we believe it is best to run our vessels in the spot market or on short term charters to take advantage of the rising market rates as the markets recover. We have this strategy at both companies currently. 

    Ship owners have been investing heavily both in newbuildings, as well as second hand vessels over the past few months. Do you think that ship prices have bottomed out?

    It depends on the sector. For Containerships, prices have definitely bottomed and in todays market you can find some 10 year old vessels trading close to their scrap value, so they can’t get much lower. However, newbuilding prices have been strong and on the rise due to the increased demand for “eco” vessels, so newbuilding prices have risen significantly over the past year. In drybulk, second hand values have risen faster than rates as many people expect a recovery as we have discussed, so they are not close to the bottom and have been rising significantly over the past year.

    How many ships have you added to Paragon's fleet since the start of 2013? Which segment has been the focus?

    At Paragon, we have ordered four Ultramax newbuildings and three Kamsarmax newbuildings since the start of 2013. We believe Ultramaxes are versatile vessels that can go into many ports and carry many different cargo types. We also like Kamsarmaxes as they are the new Panamaxes and we expect these vessels to be the workhorses of the industry going forward. That being said, we have a balanced approach when it comes to the segments of the drybulk market and like to have a fleet with several vessels of each class so you can have a diversified fleet to mitigate risks in any one sector.

    In terms of your future plans, which has been the main focal point, newbuildings or acquisitions of modern tonnage through the second hand market?

    We base our acquisition strategy on where we believe we can get the best value. In early 2013 until recently, we believed that the best value was through ordering new “eco” design vessels at quality shipyards at historically low prices. At the same time, second hand values seemed to get a bit ahead of themselves, so it made the most sense to buy newbuildings. More recently, quality shipyards cannot sell you a ship with delivery any time soon, so that makes second-hand tonnage or newbuild resales a more interesting acquisition target.

    Are you a "believer" of the benefits of the new generation of Eco Carriers?

    I believe that every new design of vessel is an improvement on the previous designs.  These new “eco” designs are definitely more fuel efficient and have some benefits, mainly because for the first time ship owners are worried about fuel consumption, so shipyards had to alter their designs with fuel savings in mind. When you build vessels to save on fuel consumption, you take away from other features. The “innovations’ the shipyards are doing now are not new, these designs are not a step change in fuel efficiency like back when the vessels switched from coal powered engines to bunker-fuel power. However, they have their benefits and given the fuel prices make a compelling argument. 

    Is financing availability improved, when compared to previous years, or are interest rates and costs still high?

    In today’s world there is less financing to less owners at lower advance rates. This is a fact of life, but we find ourselves in the position where financing is readily available to us. It is interesting because every bank has a list of clients they want to lend to and those lists are not very long. Given this, it has caused margins on loans to fall for certain owners at a time when smaller shipowners are still paying high costs. This is causing a two tier market in the industry and is causing problems for the smaller owners.

    Have you been looking to take advantage of the emergence of alternative sources of financing in shipping over the past couple of years, such as private equity funds? What's your opinion of those new investors in shipping? Do you share the view of some industry pundits that they could hurt shipping, as a result of their lack of familiarization with this particular segment?

    We are always open to alternative sources of financing, and have spoken to private equity funds, but in the end believed it wasn’t for us. My opinion of private equity is that they are filling a gap in the industry that was created by the decline in bank financing, and other sources of equity that dried up during the crisis years. They see that they can make good returns and have invested. Many of them have partnered with shipping veterans to help them navigate the industry, but a few have decided to go it alone and that could hurt shipping. My biggest concern is how they will exit, because if they all decide to exit at once, it will put a tremendous strain on the industry. 

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