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09 de mayo de 2025 - Año XXIX
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Shipping and Shipbuilding Markets in 2002

I N D E X




The containership market in 2002


The freight market
 
Fleet growth versus demand
The operators
The fleet
The second-hand market

 

The year 2002 can be summed up as a year of convalescence, after the 2001 traumas, while 2003 is hopefully to see full health recovered ' at least in the absence of any unpredictable event.

Indeed, 2002 has been also a transitional year on another front, as new, stringent rules on container content monitoring and cargo manifests have been elaborated by the U.S. administration to prevent unwanted weapons entering the U.S. The year 2003 will see these rules coming into force.

During the implementation phase, hiccups will surely occur, resulting in ship delays. Carriers said that they will have to pass the costs of these measures onto shippers, although it is not yet clear if it will be through rate increases or through a 'U.S. cargo manifest' surcharge.
 
The freight market

2002 has been a mixed year, with varying fortunes witnessed by operators. Some of them expected to close the year with comfortable profits while others are deep in the red.

Charter rates for containerships have increased by around 75 % on average since the January 2002 lows. At least the rise lasted until November, when the winter season and its lower volumes of cargoes started to take effect.

Rates eased slightly during the last weeks of 2002, but were expected to rise again in the first quarter of 2003. Relatively strong rates can be anticipated for the next summer season, boosted by traditional high seasonal volumes and a well-balanced supply / demand ratio.

The larger the ship, the more volatile the rates. This is well illustrated by the fluctuation in rates for modern 3,500 teu ships, which plunged from $ 25 / 26,000 in the Summer 2000 to $ 10,000 in January 2002. They have recovered month after month in the first part of 2002 to stagnate around $ 17,500 in the second part of the year. Meanwhile, rates for 1,100 teu ships went down from $ 9,500 (summer 2000) to $ 5,250 (January 2002), and $ 7,000 / 7,500 during the last quarter 2002.

Having plunged under the $ 6,000 mark in January 2002, the rates for 1,700 teu ships -such as the B-170s- have risen to reach $ 9,500 in October 2002 before easing just under $ 9,000 at the year end. There is some way to go before flirting again with the $15,000 figure of the summer 2000.

The fleet of cellular ships over 1,000 teu identified as idle (not including those which underwent routine general repairs) has decreased from 160,000 / 180,000 teu during the first four months of 2002 to around 60,000 teu during the summer. Is was expected to increase slightly after the summer season, but it did not, thanks to the lock-out in the USWC ports, which has prolonged artificially the demand for 1,000 to 2,500 teu ships in order to scoop up the boxes left in Asia by delayed main-line ships. At the beginning of 2003, the idle fleet stood at 65,000 teu. Interestingly, there were no large ships identified as mothballed. The situation is indeed very different from one year ago.

Industrial production is rising again in most south east Asian countries while the export boom in China seems endless. As this region of the world generates high containerised cargo volumes, it governs the supply/demand balance in container transportation more than other regions.

In 2001, the world seaborne trade contracted by 1 %. It is now growing again. After a period of stalling during the winter 2001-2002, the demand in container transportation has, surprisingly, recovered above all expectations. The volume of containers carried at sea is expected to grow by 7 or 8 % in 2003, in line with growth rates observed in the 1990s.

The demand in container transportation may even surpass these figures. The cellular fleet has risen by 10.8 % per annum over the past 7 years. The way the market has absorbed this extra capacity is remarkable. So, with an expected cellular fleet growth of 'only' 7.5 % per annum for the years 2003 and 2004, the market will be on the owners side.

Another factor which may have a strong impact on rates is the trend of East Asian-U.S. cargoes shifting from the U.S. West Coast ports to the U.S. East Coast, to the detriment of rail 'landbridges'. The Panamax ships of 4,000+ teu are much sought after for the Far East-USEC services that have to transit the Panama Canal.

The longer transportation distance means that eight or nine ships are needed on such services instead of five or six for the Far East-USWC option. Assuming that, say, four new Far East-USEC routes are launched, it means that a dozen supplementary Panamax ships are needed. This can be sufficient to create a shortage of such ships, and could send the charter rates soaring for 4,000 teu ships.
 

Fleet growth versus demand

The fleet growth is expected to match the rise in demand, at least during the years 2003 and 2004. A tight market may well even develop if the 10 to 11 % growth in containership demand observed since the mid-1990s is to continue.

This spectacular growth rate of the cellular fleet will not be repeated in the two years to come. It will hover around 7.5 % (see accompanying table). This will lead to a fleet of 7 million teu in January 2005, up from 6 million teu in January 2003 and 3 million teu in January 1996.

In fact, to keep up with the average yearly increases of 7 % in the seaborne container trade observed during the past decade, the cellular fleet should have grown from 3 million teu in 1996 to 4.8 million teu in early 2003 (notwithstanding the increase in average ship speed and box handling productivity).

So, the extra 1.2 million teu of on board capacity added to reach the 6 million teu figure has been filled with goods which were either already containerised, but were moved on general cargo vessels or simply not containerised half a decade ago. Breakbulk liner services continue to fade away as the cargoes they carry shift to the box (see inset).

This leads to think that, in the first instance, owners and operators were right to invest so massively in container tonnage. However, the balance is fragile. Most operators are struggling in trying to make profits, and economic accidents are catastrophic for the bottom line.
  

The dwindling breakbulk services

As the container continues to make inroads into the breakbulk sector, the surviving regular conventional services see their volumes dwindle year after year, vanishing like fading stars. Each year brings it examples. In 2002, the U.S. Gulf-Brasil service operated by Brasilian operator Global Transporte Oceanico (GBTO) was closed. This service used to be run with up to five 17,000 dwt / 500 teu ships in the mid 1990s (mostly Astrakhan tonnage), then lost progressively its grip on the market as competitive container services were incessantly upgraded, up to the unavoidable weekly frequency and with unbeatable transit times. High volumes of specific cargoes (such as CKDs - Cars Knocked Down) and the boxes still carried on these multipurpose ships were more and more siphoned off by full container ships, while cheaper box rates helped to attract low value 'breakbulk' cargoes. And as the cargoes flee the conventional ships, less and less sailings were offered. Eventually, these services lost their remaining appeal with regular shippers.
 

As for the non-cellular fleet deployed on liner trades, it includes multipurpose cargo vessels, ro-ro ships and a few conbulkers. Some of these non- cellular ships are currently deployed on liner trades, and as far as they can be identified they total some 1,550 units of 100 teu and over, representing around 800,000 teu.

By comparison, in early 1996, the figure for these ships stood at around 2,600 units for almost 1.1 million teu. Thus, the non cellular component of the liner fleet has lost 1,050 ships for some 0.3 million teu in 6 or 7 years, which can be assumed to have shifted to cellular ships (and this is a maximum figure as many general cargo ships and ro-ros do not make full use of their teu capacity).

This still leaves us with a differential of almost 1 million teu, which can be assumed as having absorbed cargoes not yet containerised in the mid-1990s as well as empty boxes carried in larger quantities than ever before.

In addition, it can be said that these massive investments spurred competition so that box rates reached such low figures that the container sector now attracts low value cargoes or goods of a certain value, which were until recently cheaper to carry in conventional or bulk carrying tonnage, such as steel products, forest products or bagged sugar.
 

No reversal expected in the box rates downtrend

Should this trend continue, as there are still a lot of goods that could be containerised, container tonnage could be ordered massively and yet be filled. The question is of course the cost for carriers' It is a nonsense to carry waste paper on ships plying at 25 knots but such low value cargoes make a few bucks when repositioning otherwise empty boxes, which is better that nothing at all. Conversely, a lot of not so cheap consumer goods are carried at a cost representing a tiny fraction of their prices as displayed on the retail shelf.

The industry is still fragmented, with the 'Top 10 carriers' controlling roughly 50 % of the market. So there is room for bitter rivalry. Intense competition between carriers and the race for market share have driven rates down over the years, and there are no signs of a reversal of this trend. Instead, the container shipping industry is under constant pressure not only from shippers -which is natural- but also, more artificially, from regulators, which suspect every form of alliance or sharing agreements to generate cartel-like behaviour.

And with 4,000+ teu ships starting to find their way on North-South trades, the box rates are expected to plunge further in the long term on these trades, in corollary to the economies of scale that these large ships allow.
Fragmentation, competition pressure and the race to market share are powerful incentives for mergers and acquisitions. On the other hand, the destruction of value, which has followed large mergers in the recent past (in sectors ranging from the automotive industry to the telecom and steel industries) appears as a strong deterrent. There has been a lull in the consolidations since the late 1990s. A new round of mergers is inevitable. But who can dare say when it will happen, and in what context ?
 

The deadweight comes back in vogue

The cargoes which have shifted to the container over the recent years are generally significantly heavier than the cargoes traditionally stuffed in boxes. The deadweight capacity of containerships now takes on a greater significance than ever before. With most liner statistics focusing on teu, the deadweight capacity has been forgotten. It is now time to reinstate it. After all, the cellular fleet nom reaches 85 million dwt, which represents roughly 10 % of the deadweight tonnage of the world merchant fleet.

The traditional items carried by containers are light ones, both in their own nature (think of the volume to weight ratio of a TV set) and because of the packing used (think of the super light polyester pads which protect this same TV set in its bulky cardboard box) ' not to mention boxes full of Christmas balls which flow periodically out of China. Light boxes have now to share ship slots with boxes fully laden in weight.

Modern cellular ships are designed in such a way that the average load of teu carried stands at around 12 to 13 tons per teu, which leaves roughly 10 tons of cargo per teu after subtraction of the box tares, and allowance for bunker supplies.
Most of the time, ships are today fully laden in weight well before deck cargoes are complete. Fortunately, empty boxes have often to be repositioned on the legs where the average loaded box weight is high. Thus, deck cargoes are topped up with these empty boxes, provided that allowance has been planned to take their light weight into account.

The operators

The liner shipping industry is not as concentrated as other industrial sectors. It is scattered among some 300 operating groups operating 4,650 ships deployed on liner trades worldwide, representing 6.3 million teu at the closure of the year 2002, of which only 1 % were inactive, according to BRS-Alphaliner data.

The largest of them, Maersk-SeaLand, operates a capacity of 825,000 teu, representing 12 % of the global active capacity in teu terms. The next in size is MSC, with 6.8 % of the global capacity.

There have been only minor transactions in 2002. The most significant ones have been the sale by Andrew Weir & Co of most of its services to Hamburg-S'd (which bought the Ellerman Line) and CMA CGM (which bought MacAndrews and UBC), the sale by D'Amico di Navigazione of Italia Line to C.P. Ships and the sale by CSX of its container shipping activities to US investors. Interestingly, the ships owned by the sellers were not involved in the Andrew Weir and D'Amico deals, and were merely chartered in. Other transactions are summed up in the accompanying table.

There are larger deals in the offing. P&O Nedlloyd could become a target when it will be introduced on stock exchanges (which was postponed). APL, which suffers from heavy losses, is also prone to accept an M&A deal (although APL parent company NOL is to raise cash from the planned sale of its tanker subsidiary AET). The privatisations of Zim and S.C. India are still in the news, although they have stalled for political reasons.

East-West niche carriers are also downsizing their operations as they cannot compete with global organisations employing large, economic ships. In 2002, Trans Pacific Line (TPL) left the Asia-U.S. trade while Sinotrans left its Asia-Europe trade. Senator Linie has also left all its U.S.-related trades, which have been in fact shifted to its parent company Hanjin.
 


 

Operators : transactions and significant moves in 2002

Straight sales

  • Hamburg-S'd bought the Ellerman Line from Andrew Weir & Co.

  • CMA CGM bought MacAndrews and UBC from Andrew Weir & Co.

  • C.P. Ships bought Italia Line from D'Amico di Navigazione.

  • CSX Corp. (U.S.) reached an agreement to convey its domestic container shipping unit CSX Lines LLC to a venture formed with the Carlyle Group (effective 2003).

  • A.P. M'ller bought the liner division of Copenhagen-based Torm A/S D/S.

  • Navalmar Transportes Maritimo (Boggazzi Group) bought 50 % of the stock of Nordana Line A/S from Dannebrog.

  • CSAV bought the Norsul container shipping activities (Brasil), which were limited to its participation in the 'Good Hope Express'.

  • Sea Star Line (U.S.) bought Navieras de Puerto Rico (U.S.) from Holt (U.S.).

  • Tropical Shipping (U.S.) bought certain assets of Tecmarine Lines and TMX Logistics (U.S.).

  • Seaboard Marine (U.S.) bought the remaining services of Tecmarine (U.S.).

  • Wan Hai took over the customer base of Trans Pacific Line.

Transfers within operating groups

  • The Preussag Group bought the remaining 0.4 % of Hapag-Lloyd shares, giving it the whole control of the company.

  • Tschudi & Eitzen (Norway) gained 100% ownership of the Estonian Shg Co.

  • NYK completed its stake in TSK (its intra Asian arm), gaining 100% ownership.

  • Evergreen International Storage and Transport Corp. bought Uniglory (intra Asian arm of Evergreen) through a share swap.

Cessations of activity

  • International Shipping Line (ISL) was terminated after Belgium - based MCL Shipping (Maritime Chartering & Liner Shipping Company NV, which managed the ISL service) filed for bankruptcy (ISL operated a North Europe - West Africa breakbulk service).

  • Valuship ceased its activities after the failure of its  WCNA-Europe service.

Significant other moves

  • Senator Linie (Germany, 75 % Hanjin ownership) left all the services involving the U.S.

  • Sinotrans left the China-Europe trade.

  • Fu Hai Line halted its Far East-South Africa service.

  • Coral Container Line (Cuba) closed its own Med-Cuba service and opted for slot buying.

  • Global Transporte Oceanico (Brasil) closed it U.S. Gulf-Brazil multipurpose service.

  • Libyan carrier GNMTC ran into difficulties.

The fleet

The cellular fleet stood at 6,068,000 teu on 1st January 2003, shared between 3,044 ships. It has doubled during the past seven years, in teu terms, meaning that the average annual growth has been at roughly 10.5 %. In 2002, the growth reached 10.3 %.

Two hundred and one cellular ships were delivered during the year 2002, for a total capacity of 642,261 teu. At the same time, 59 cellular ships were withdrawn for 74,001 teu, leaving a net fleet increase of 568,260 teu.

Eighty two cellular ships were ordered for 363,000 teu, Their cumulated value is estimated at $3.6 billion. It is a far cry from the year 2000, when 1,038,000 teu were ordered for a total value of $11.5 billion (some of them were however cancelled in 2002, especially in Polish yards).

In 2003 and 2004, the annual growth should reach a relatively modest 7.5 %, based on the current orderbook in January 2003 and taking into account a deletion rate of 50,000 teu per annum.

The largest ships in service remain the 19 'Sovereign' class series vessels of Maersk-SeaLand, the capacity of which stands at around 8,000 teu (although advertised at 6,600 teu by A.P. M'ller). Four of them were delivered in 2002. A.P. M'ller has six 'large' ships on order, for delivery in 2003-2004. Their size is undisclosed and it is only when the first ship will be delivered that their real capacity can be appreciated. Meanwhile, Seaspan has ordered five ships of 8,100 teu at Samsung on behalf of a long term charter by China Shipping Container Lines (CSCL).

There are currently 28 ships of more than 7,000 teu in service, including 25 units owned by A.P. M'ller and three by Hapag-Lloyd. There are 29 more on order : six for A.P. M'ller/Maersk-SeaLand, eight for OOCL, five for Seaspan/CSCL, five for Rickmers Schiffahrts/Cosco, four for P&O Nedlloyd and the remaining ship for Hapag-Lloyd. German owners have engaged discussions with Hyundai for a series of ships of 8,450 teu.

With the exception of the six Maersk-SeaLand newbuildings, for which nothing is known, all the 7,000+ teu ships offer a breadth of 42,80 m, allowing the stowage on deck of 17 rows of boxes. This is no coincidence : most of the large terminals are fitted with gantry cranes with a 17-row or 18-row reach.

As for the six Maersk-SeaLand newbuildings for delivery this year and next, a breadth of 55 or 56 meters cannot be ruled out. It corresponds to 22 rows on deck, in line with the gantry cranes in which Maersk-SeaLand invested so much over the past three years for its own terminals. One can reasonably speculate that such an investment will be matched with the construction of adequate ships. That means the 10,000 teu barrier could be broken.

 

The containership second-hand market in 2002

 

2002 as a vintage was relatively modest but nonetheless respectable concerning the second-hand market activity, with some 135 containerships sold for a combined value of $ 1.56 billion. The relative weakness of the market can be explained for the most part by the quasi-non-existence of the German market (except the numerous orders of new ships), preoccupied by placing the 150 ships already in her portfolio with local independent investors. On the other hand, this year can be viewed as one of consolidation after several seasons rich in mergers and acquisitions.

The breakdown of the sales in 2002 quite accurately reflects the proportions of the existing fleet with 13 ships over 3,000 teu (of which 5 over 4,000 teu) sold, 30 ships between 2,000 and 3,000 teu, 50 ships 1,000 and 2,000 teu and 42 ships under 1,000 teu.

There were relatively few massive 'en bloc' sales this year, with the exception of the 11 ships built in 1995-1996 of 650 teu for Elite Shipping sold to the Danish operator Clipper for a global price of $ 110 million, and the 4 ships of 3,500 teu built in 1993-1994 of L+B sold to MSC following a bareboat charter for about $ 20.7 million each.

The Greek owner Technomar was extremely active this year with 5 ships bought in 2002 to bring his total to 13 (of which 4 GX-class, 4 G-class and 4 L-class) bought from Evergreen on a time charter back for 5 to 7 years.

The small number of ships scrapped this year is worth noting, 59 ships with a total containership capacity of 74,001 teu roughly 1 % of the world capacity. This phenomenon can largely be explained by a freight market, which on average was rising steadily throughout the year.

A large majority of business contracted in 2002 was combined with charter employments (longer or shorter depending on investment sizes) to the liner operators, which has now become a recurring feature in this sector's activity.

As to price variations over the year, it can be summarised by a rising curve, which saw all sectors appreciate by some 10 to 20 % compared to 2001. Naturally this trend is more or less pronounced according to the various type and size of ships. As to be expected the sale prices follow the tendency of the market, with immediate effect in the case of a jump in daily rates (which happened this year), whereas prices are bolstered up for a longer period in the case of falling freight rates. Consequently although we have seen rates drop as from November 2002 after the prolonged strike in ports which blocked a large number of ships on the U.S. West Coast, ship prices have nonetheless remained fairly stable over the last two months.
 

Ships under 1,000 teu

As usual with this size, buyers are fairly heterogeneous. Given their poor profit-earning capacity in terms of pure investment, it is rarely speculators but rather pure liner operators who buy these ships. The market price has remained very steady. The improvement in rates has helped reassure buyers as to the high prices being sought by sellers. It is in these conditions that we have seen the following:

  • 'Flemming Sif', 'Kathrin Sif' 9,750 dwt, 972 teu, 1990 Orskov, change hands at around $ 8.7 million each.
  • 'Green Breeze', 'Green Better' and 'Green Bridge', 512 teu, 1984 Hakodate, sold to Bangladesh buyers at around $ 2.5 million each.
  • 'Xin Hai Yi', 9,734 dwt, 612 teu, 1985 Japan, sold for $ 3 million in September 2002 to Chinese buyers.

Ships of 1,000 to 2,000 teu

The market took advantage of a favourable upsurge after having slumped in the doldrums during the course of 2001. A large number of ships on order which can take the place of sold units have been delivered or are on the point of being so. Sales have for the most part benefited from time charters back, covering the interim period up until the delivery of new ships awaited by the sellers. We can note for example :

  • 'Sagittarius' 23,051 dwt, 2001 Szczecinska, 1,730 teu, 20 knots on 50.5 t, sold by Costa Container Lines for $ 22 million in September to Lipsi Navigation.
  • 'Mapocho' 21,184 dwt, 1999 Hanjin, 1,620 teu, sold to CSAV for $ 17.4 million in September.
  • 'Iyo', 24,370 dwt, 1995 Shin Kurushima, 1,613 teu, 20 knots on 53 t, sold by Fair Wind Navigation to Tsakos for $ 13.3 million in December 2002.
  • 'Box Wave', 'Gallant Wave', 24,083 dwt, 1995 and 1996, Shin Kurushima, 1,510 teu, 19 knots on 45 t, sold in August to clients of Teo Shipping for $ 14 million each with a charter-party attached for 18 months at $ 8,000 per day.
  • 'Kuo Lih', 18,050 dwt, 1995 Imabari, 1,471 teu, 17 knots on 31 t, sold in May to clients of Vroon for about $ 9.7 million, with a charter-party attached for 12 months at a level of $ 7,500 per day.
  • 'Lisboa', 'Tavira' and 'Miden Agan', 21,370 dwt, 1982 Warnowwerft, 1,438 teu, 19 knots on 62 t, sold in October by Sarlis Container Line for about $ 3 million each.

Ships of 2,000 to 3,000 teu

One can detect a certain hesitancy on the part of buyers in this market as the future does not have the backing of a fair number of operators. Some fear that the units of 2,500 teu will be replaced sooner or later by ships carrying more than 3,000 containers. This point of view is supported by an orderbook which carries relatively few ships of this size. It is true that 1999, 2000, and 2001 produced a large number of units between 2,000 and 2,800 teu. Operators have consequently been prudent, in concluding several operations mainly secured against firm employment:

  • 'P&O Nedlloyd Xiamen', 'Oriental Bay' and 'Grand Vision', 44,006 dwt, 59,285 dwt and 44,005 dwt, built in 1991, 1989, and 1991 at Daewoo, with a capacity of 2,797, 4,206, and 2,986 teu were sold en bloc on subjects to clients of Zodiac for $ 61 million.
  • 'MOL Victory' and 'MOL Independence', 40,638 dwt and 38,014 dwt, 1988 and 1986 Imabari, 2,890 and 2,571 teu, 22 knots, sold en bloc in October by Karakoram Maritima to clients of Danaos for $ 24 million.
  • 'MSC Europe', 45,647 dwt, 1986 Tsuneishi, 2,875 teu, 22.5 knots on 89.5 t, sold in June by Acasia Shipping to clients of Danaos for $ 12 million.
  • 'LT Glory', 'LT Grand', 'LT Globe', 43,310 dwt, 1984 Onomichi, 2,728 teu, 20.5 knots on 74 t, sold en bloc in December by Everglory Line to clients of Technomar for $ 13 million each with a charter-party attached for 5 years at a rate of $ 12,500 per day.
  • 'CMA CGM Claudel', 34,622 dwt, 2002 STX, 2,602 teu, sold by Efshipping to Schulte Group for $ 33.85 million, including a transfer of the charter-party to CMA CGM until February 2007 at $ 16,600 per day.
  • 'Christine Schulte', 33,871 dwt, 2001 Hyundai, 2,550 teu, sold in December by B. Schulte to German investors for $ 33.5 million, including a transfer a 4-year charter-party to CSAV at $ 16,750 per day.
  • 'Ambassador Bridge', 45,643 dwt, 1986 Tsuneishi, 2,518 teu, 22.5 knots on 89.5 t, sold in May to clients of Danaos for $ 11 million with a 18 to 24 month charter-party at $ 12,000 per day.

Ships over 3 000 teu

Only 13 sales were achieved out of more than 600 ships existing in this category. None or very few sellers showed themselves. The market was extremely nervous on the selling side, with owners reluctant to sell for fear of not finding a replacement unit and this, even if the sale prices were attractive. Consequently outside of the 'straight' purchase by MSC of 4 ships from L+B, already under charter to them, the others sales were all undertaken by operators / investors against charters back. These operations are more and more sought after not only by the traditional German investors, but also by owners such as Zodiac, Technomar, Danaos, Costamare'

  • 'CMA CGM Normandie', 59,600 dwt, 1991 Samsung, 4,734 teu, 24 knots on 158 t sold in September by CMA CGM to clients of Zodiac for $ 31 million with a 3-year charter back at $ 21,775 per day.
  • 'MSC Sarah', 'MSC Ingrid', and 'MSC Matilde', 67,795 dwt, 2000 Samsung, 4,400 teu, 25 knots, sold in March to Swiss buyers for $ 40 million each and fixed for a long period with MSC.
  • 'Peloponesian Pride', 53,240 dwt, 1986 Onomichi, 3,428 teu, 21 knots on 74.5 t, sold in August by Evergreen Marine to clients of Technomar for $ 21 million with a 7-year charter back at $ 15,500 per day.
  • 'MSC Martina', 'MSC Sophie', 'MSC Monica' and 'MSC Rossela', 43,600 dwt, 1993, 1994, 1993 and 1994 at Samsung, 3,424 teu, 22.5 knots on 99 t, sold in February by Hansa Asia to MSC for $ 20.7 each, subjects lifted following a bareboat charter with purchase option on the 4 ships.

* * *

Nearly all analysts at the end of 2001 were predicting a vintage 2002 somewhat depressed and a declining market. Once again as in 2000, the containership market surprised everybody. In a stagnant world economy, shipping lines were able to re-distribute the cards to be able to offer a service tailor-made to the situation. The specificity of containers allows such flexibility. It is also this adaptability that reassures investors, who have found a means of investment which insures regularity, safety (very few accidents), flexibility to market changes and - the icing on the cake - tax relief.

At the time of writing, good news has been announced in France regarding the introduction of 'tonnage tax' system. We can only hope that this tax incentive is as open and accessible as it has been in Germany, which thanks to this opening, has experienced the shipping activity that we all know.
 

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En el primer trimestre de este año, el tránsito de buques por el Canal de Panamá aumentó +35,9%
Panamá
Los barcos transportaron 60,0 millones de toneladas de carga (+40,1%)
En el primer trimestre de 2025, el tráfico marítimo en el estrecho del Bósforo disminuyó un -7,5%
En el primer trimestre de 2025, el tráfico marítimo en el estrecho del Bósforo disminuyó un -7,5%
Ankara
Un total de 9.351 barcos pasaron por allí
Licitación para la ampliación y modernización tecnológica de la Puerta IV del Puerto de Trieste
La Zona Mediterránea de Control de Emisiones de Óxidos de Azufre entra en vigor mañana
Bruselas
Los buques deberán utilizar combustible con un contenido máximo de azufre del 0,1%.
Norwegian Cruise Line Holdings informa una pérdida neta trimestral de -40,3 millones de dólares
Norwegian Cruise Line Holdings informa una pérdida neta trimestral de -40,3 millones de dólares
Miami
En los primeros tres meses de este año, los ingresos cayeron un -2,9%
DSV completa la adquisición de Schenker
Hedehouse
En los tres primeros meses de este año, el resultado operativo del grupo logístico danés aumentó un +17,5%
Hapag-Lloyd espera cerrar el primer trimestre con un desempeño muy positivo
Hamburgo
ONE cerró el año fiscal 2024 con un ingreso neto de $4.2 mil millones (+336%)
ONE cerró el año fiscal 2024 con un ingreso neto de $4.2 mil millones (+336%)
Singapur
En el período la flota de contenedores transportó 3,1 millones de TEU (+2,3%)
En el primer trimestre, los ingresos del grupo naviero chino COSCO crecieron un +20,1%
En el primer trimestre, los ingresos del grupo naviero chino COSCO crecieron un +20,1%
Llevar a la fuerza
La flota transportó 6,5 millones de contenedores (+7,5%)
En el último trimestre de 2024, las terminales portuarias de Eurokai manejaron más de 3,2 millones de contenedores (+9,4%)
Hamburgo
En Alemania, el tráfico fue de 1,9 millones de TEU (+14,0%) y en Italia de 443 mil TEU (+7,9%).
OOIL encarga 14 nuevos portacontenedores de 18.500 TEU
Hong Kong
Los astilleros de Dalian y Nantong ganan un contrato de 3.100 millones de dólares
Orient Overseas (International) Limited (OOIL), la subsidiaria del grupo naviero chino COSCO Shipping Holdings que opera servicios de transporte marítimo en contenedores con...
Los puertos chinos establecen un nuevo récord de rendimiento de carga para el trimestre enero-marzo
Los puertos chinos establecen un nuevo récord de rendimiento de carga para el trimestre enero-marzo
Pekín
En el período, los puertos marítimos manejaron 73,1 millones de contenedores (+8,3%)
Se completa la terminal de pasajeros en el muelle Rizzo del puerto de Messina
Mesina
Comienzan las obras de remodelación del fondo marino del puerto de Reggio Calabria
Le Aziende informano
Il retrofit ibrido-elettrico di ABB guida i traghetti dei laghi italiani verso un futuro più sostenibile
UPS cerró el primer trimestre con un beneficio neto de 1.200 millones de dólares (+6,6%)
Atlanta
Los ingresos bajaron ligeramente tras la venta de Coyote Logistics
Se lanza el segundo gran crucero construido en China
Llevar a la fuerza
Se unirá a la flota de Adora Cruises a finales de 2026.
Uiltrasporti subraya la necesidad de mantener los puertos italianos bajo control público
Roma
La industria del transporte marítimo de línea contribuye sustancialmente a la economía de Estados Unidos.
Washington
Así lo destaca un análisis realizado por S&P Global Market Intelligence por encargo de WSC y PMSA
Aumenta el número de muertos por la explosión en el puerto iraní de Shahid Rajaee
Teherán
Causó 46 muertos y más de 1.200 heridos.
La licitación para la concesión de la terminal de contenedores en el puerto ucraniano de Chornomorsk se anunciará a mediados de año.
Kiev
La gestión incluirá la terminal de carga general
El primer trimestre de Wärtsilä es positivo
Helsinki
El crecimiento del valor de los nuevos pedidos se desacelera
CEVA Logistics (grupo CMA CGM) comprará la turca Borusan Lojistik
ESPO: La petición de la Comisión de Presupuestos del Parlamento Europeo de aumentar la financiación para el transporte, la energía y las infraestructuras es bienvenida
Bruselas
Se destacó la importancia de financiar las redes RTE-T para permitir su adaptación a fines de doble uso tanto militares como civiles.
Aporte solidario para las familias de los trabajadores portuarios víctimas de accidentes de trabajo
Roma
Fue establecido por la Autoridad Portuaria Bilateral Nacional
La división Marine & Offshore de Bureau Veritas reporta ingresos trimestrales récord
Neuilly-sur-Seine
Nuevo pico histórico también para la flota clasificada
Según se informa, PSA está considerando vender su participación del 20% en Hutchison Ports
Singapur
Así lo afirma la agencia Reuters, que ya había lanzado esta hipótesis a finales de 2022.
Federagente, Italia debe dar un fuerte impulso a los proyectos de ZES, zonas francas y Zonas Logísticas Especiales
Roma
Pessina: No hay espacio para reflexiones presas de la burocracia
En el primer trimestre de este año, el tráfico de mercancías en el puerto de Rotterdam disminuyó un -5,8%.
Róterdam
Tanto el desembarque (-3,1%) como el embarque (-11,9%) están disminuyendo
El aumento de la carga de contenedores no es suficiente para que el puerto de Amberes-Brujas evite una caída del -4,0% en el tráfico trimestral
Amberes
Se agravó el descenso de los graneles líquidos (-19,1%)
La Asociación de Armadores de China considera que las medidas adoptadas por Estados Unidos contra los buques chinos son un ejemplo típico de unilateralismo y proteccionismo.
Pekín/Washington
La WSC reitera que dichas medidas podrían socavar el comercio estadounidense, perjudicar a los fabricantes estadounidenses y socavar los esfuerzos para fortalecer la industria marítima del país.
COSCO expresa su firme oposición a los impuestos planeados por EE.UU. a los buques chinos
Llevar a la fuerza
Distorsionan la competencia leal -denuncia el grupo de Shanghái- y obstaculizan el normal funcionamiento del transporte marítimo.
Creciente participación de nuevos participantes en el sector del transporte ferroviario europeo
Madrid
En 2023, el rendimiento del transporte de mercancías por ferrocarril disminuyó un -8%
Nuevos impuestos a los barcos chinos que solo aumentarán los precios para los estadounidenses
Washington
El vicepresidente ejecutivo de la Cámara de Comercio de Estados Unidos lo denunció
Se fijan montos de impuestos para buques vinculados a China que llegan a puertos de EE.UU.
Washington
Calculadas en base a la capacidad neta o volumen de contenedores, se aplicarán a partir de octubre y se irán incrementando progresivamente.
Lanzada licitación internacional para adjudicar la concesión del nuevo astillero del puerto de Casablanca
Casablanca
Es el más grande de África y está sin uso desde 2019.
Federlogistica, la industria debe dejar de abordar la logística solo en términos de costos
Génova
Falteri: Es necesaria una sala de control nacional integrada por representantes del sector logístico y de grupos industriales
ABB cierra un primer trimestre positivo aunque el crecimiento de los ingresos es menor de lo esperado
Zúrich
Wierod: Nuestro enfoque consolidado de local a local nos protege de la guerra comercial
Nuevo acuerdo mundial sobre salario mínimo para la gente de mar
Ginebra
El nivel subirá a $690 a partir del 1 de enero de 2026 para llegar a $704 a partir de 2027 y $715 a partir de 2028.
El comercio mundial de bienes podría caer un -1,5% este año
Ginebra
La OMC lo prevé. Okonjo-Iweala: La persistente incertidumbre amenaza con frenar el crecimiento global, con graves consecuencias negativas para el mundo.
En 2023, aproximadamente dos tercios de todas las mercancías transportadas en la UE se transportaron por mar.
Luxemburgo
En el período 2013-2023, solo aumentó la participación del transporte por carretera, mientras que la de los demás modos disminuyó.
Suspendidos los envíos postales de mercancías desde Hong Kong a EE.UU.
Hong Kong
Hongkong Post enfrenta aranceles exorbitantes e irrazonables debido a acciones injustificadas e intimidantes de Estados Unidos
Se celebró la colocación del primer pilar del parque logístico en construcción en Tortona
Tortona
Está previsto que el proyecto finalice en mayo de 2026.
La Zona Franca Aduanera delimitada en Génova como oportunidad para mitigar el impacto de los aranceles
Génova
Spediporto lo destaca
Los ingresos de Evergreen y Yang Ming de Taiwán disminuyeron en abril
Keelung/Taipéi
La facturación de la compatriota Wan Hai Lines crece
En los primeros tres meses de 2025, los portacontenedores de RCL transportaron 658.000 TEU (+8,9%)
Bangkok
Los ingresos aumentaron un +37,6%
Se ha iniciado el proceso de elaboración del Plan Regulador del Puerto de Ancona
Ancona
Se inició la verificación preliminar de la Evaluación Ambiental Estratégica
d'Amico International Shipping informa una disminución de ingresos y ganancias trimestrales
Luxemburgo
Balestra di Mottola: No esperamos ningún impacto sobre nosotros por las tarifas portuarias aplicadas en los EE. UU. para los barcos construidos en China.
Hacia la aprobación definitiva del nombramiento de Francesco Benevolo como presidente del puerto de Rávena
Roma
El MIT ha remitido la propuesta a la Comisión de Transportes de la Cámara
Continúa el descenso del volumen de vehículos transportados por la flota de Wallenius Wilhelmsen
Lysaker
Los primeros tres meses de 2025 se cerraron con ingresos de 1.300 millones de dólares (+3,4%)
Los agentes marítimos, los agentes de aduanas y los transportistas de La Spezia aplauden el nombramiento de Pisano
La especia
Para la presidencia de la AdSP -se alegran- ha sido elegido "uno de nosotros".
El MIT nombra a Bruno Pisano presidente de la AdSP del Mar de Liguria Oriental
Roma
DHL compra IDS Fulfillment
Westerville/Indianápolis
Fortalecimiento del segmento de comercio electrónico
V.Ships creó V.Yachts para brindar sus servicios a grandes yates
Londres
Tendrá su sede en Mónaco.
Mercitalia Rail transporta chatarra de Pomezia a acerías del norte de Italia
Milán
Los ingresos de Finnlines aumentaron un +2,3% en el primer trimestre
Helsinki
Los volúmenes transportados por la flota están aumentando, con excepción de los automóviles.
NYK construirá una tercera terminal de automóviles en el puerto de Barcelona
Barcelona
Comienzan las obras de electrificación de la terminal de MSC Cruceros
El fondo de inversión Verdane vende Danelec al grupo GTT
París
Una empresa danesa desarrolla tecnologías para la digitalización del transporte marítimo
Las fuerzas israelíes atacaron el puerto de Hodeyda
Jerusalén
Fuerzas de Defensa de Israel (FDI) adoptan medidas para limitar los daños a los buques
Vard firma un nuevo contrato con Dong Fang Offshore para el buque OSCV
Trieste
Se entregará en el primer trimestre de 2028.
Protocolo de colaboración entre la Federación del Mar y WSense
Roma
Entre los objetivos, promover la gestión inteligente y sostenible de los recursos marinos
El miércoles se celebrará en Roma una conferencia sobre obras de ingeniería marítima y cambio climático.
Roma
Se celebrará en el Auditorio Fondazione MAXXI
Se han aprobado los estados financieros generales de 2024 de la Autoridad Portuaria del Mar Adriático Oriental.
Trieste
Registra un superávit administrativo general de casi 283 millones de euros
Accelleron Industries anuncia nuevas inversiones en Italia
Baden
El objetivo es fortalecer el liderazgo tecnológico en sistemas de inyección de combustible para la descarbonización del sector marítimo.
AD Ports de los Emiratos Árabes Unidos continúa invirtiendo en Egipto
El Cairo/Abu Dabi
Contrato de usufructo para desarrollar y gestionar un parque logístico e industrial cerca del puerto de Port Said
Aprobado el presupuesto final de la Autoridad del Sistema Portuario del Mar Adriático Central para 2024
Ancona
Luz verde del Comité de Dirección
RFI, licitación adjudicada para obras de mantenimiento y mejora de las telecomunicaciones
Roma
Programa por un valor aproximado de 180 millones de euros
Se firma contrato para asignar a CMA CGM la gestión de la terminal de contenedores del puerto de Latakia
Damasco
Se esperan inversiones de 230 millones de euros en los primeros cuatro años
Rizzo nombrado comisionado extraordinario de la Autoridad del Sistema Portuario del Estrecho
Mesina
Los ingresos del Grupo DHL aumentaron un +2,8% en los primeros tres meses de 2025
Bonn
Beneficio neto de 830 millones de euros (+3,9%)
Finalizada la compra del área para la nueva terminal de cruceros en Marghera
Venecia
Se espera que esté operativo en la temporada de cruceros de 2028.
CMA CGM completa la adquisición de Air Belgium
Marsella/Mont-Saint-Guibert
Mazaudier: Fortalecer nuestra capacidad aérea con efecto inmediato
En los primeros tres meses de 2025, el tráfico de mercancías en los puertos albaneses disminuyó un -1,8%
Tirana
Los pasajeros también disminuyen (-1,6%)
En 2024 se transportaron 94,4 millones de toneladas de mercancías en la red ferroviaria austriaca (+2,2%)
Viena
El 31,8% del volumen total se logró en rutas de más de 300 kilómetros
Aprobados el presupuesto definitivo y el informe anual 2024 de la AdSP de Cerdeña
Cagliari
Proyecto piloto para la emisión unificada de permisos de acceso a puertos para transportistas
Se aprueban por unanimidad los estados financieros de Interporto Padova para el ejercicio 2024
Padua
Los ingresos aumentaron un +7,3%
En marcha las obras de remodelación del polo agroalimentario del puerto de Livorno
Livorno
Obras por valor de seis millones de euros
Bluferries está listo para poner en servicio el nuevo ro-pax Athena en el Estrecho de Messina
Mesina
Puede transportar hasta 22 camiones o 125 automóviles y 393 personas.
Aprobados los estados financieros del ejercicio 2024 de la AdSP del Mar Jónico
Taranto
424,8 millones de obras portuarias finalizadas en la última década
Kalmar informa menores ingresos trimestrales y mayores pedidos nuevos
Helsinki
En los tres primeros meses de 2025, el beneficio neto fue de 34,1 millones de euros (+2%)
Antonio Ranieri es el nuevo director marítimo de Liguria
Génova
Reemplaza al almirante Piero Pellizzari, quien fue dado de baja del servicio por alcanzar el límite de edad.
En el primer trimestre de 2025, CIMC de China registró un aumento del 12,7% en las ventas de contenedores.
Hong Kong
Los ingresos crecieron un +11,0%
PROXIMAS SALIDAS
Visual Sailing List
Salida
Destinación:
- orden alfabético
- nación
- aréa geogràfica
El año pasado, los ingresos del grupo chino CMPort aumentaron un +3,1%
Hong Kong
En los primeros tres meses de 2025, las terminales portuarias manejaron 36,4 millones de contenedores (+5,6%)
Se han aprobado los estados financieros de la AdSP de Liguria Occidental y del Mar Tirreno Centro-Septentrional.
Génova/Civitavecchia
Los ingresos de Konecranes aumentaron un 7,7 % en los primeros tres meses de 2025
Helsinki
343 millones de euros de nuevos pedidos de vehículos portuarios (+37,5%)
Kuehne+Nagel registra un primer trimestre de crecimiento
Schindellegi
Las ventas netas del grupo logístico ascendieron a 6.330 millones de francos suizos (+14,9%)
Solicitud de TDT (grupo Grimaldi) para la construcción y gestión del 50% de la Terminal Darsena Europa en Livorno
Livorno
La empresa ha solicitado una prórroga de la duración de la concesión actual
En 2024 se invertirán 58 millones en la modernización de los puertos de Livorno, Piombino y la isla de Elba
Livorno
Se han aprobado el presupuesto final y el informe anual de la AdSP
En el primer trimestre el puerto de Valencia gestionó 1,3 millones de contenedores (+3,4%)
Valencia
Disminución del tráfico de transbordo
Asesoramiento del BEI para reforzar la resiliencia climática de los puertos de Volos, Alexandroupolis y Patras
Luxemburgo
Ayudará a las autoridades portuarias a identificar y gestionar los riesgos climáticos
El Comité de Gestión de la Autoridad Portuaria del Mar Tirreno Central aprobó por unanimidad el estado financiero de 2024
Nápoles
SOS LOGistica adquirirá la calificación de Entidad del Tercer Sector
Milán
La asociación cuenta actualmente con 74 miembros.
En los tres primeros meses de 2025, el tráfico de mercancías en los puertos de Barcelona y Algeciras disminuyó
Barcelona/Algeciras
Hupac transfiere el servicio intermodal con Padua a Novara
Ruido
Hasta ahora la otra terminal era la de Busto Arsizio
PUERTOS
Puertos italianos:
Ancona Génova Rávena
Augusta Gioia Tauro Salerno
Bari La Spezia Savona
Brindisi Liorna Taranto
Cagliari Nápoli Trapani
Carrara Palermo Trieste
Civitavecchia Piombino Venecia
Interpuertos Italianos: lista Puertos del mundo: Mapa
BANCO DE DATOS
Armadores Reparadores navales y astilleros
Expedicionarios Abastecedores de bordo
Agencias marítimas Transportistas
MEETINGS
El miércoles se celebrará en Roma una conferencia sobre obras de ingeniería marítima y cambio climático.
Roma
Se celebrará en el Auditorio Fondazione MAXXI
El lunes se celebrará en Génova la conferencia «Nuevos combustibles marinos sostenibles: Descarbonizar el transporte marítimo».
Génova
››› Archivo
RESEÑA DE LA PRENSA
Proposed 30% increase for port tariffs to be in phases, says Loke
(Free Malaysia Today)
Damen Mangalia Unionists Protest Friday Against Possible Closure
(The Romania Journal)
››› Reseña de la Prensa Archivo
FORUM de lo shipping y
de la logística
Relazione del presidente Nicola Zaccheo
Roma, 18 settembre 2024
››› Archivo
PSA SECH ha operado el primer tren de 400 metros en el Parco Ferroviario Rugna
Génova
Capacidad hasta 20 pares de trenes por día.
Se aprobó por unanimidad el estado financiero de 2024 de la Autoridad Portuaria de Liguria Oriental
La especia
Las obras de limpieza de guerra preparatorias para la ampliación de la Terminal Ravano en La Spezia están a punto de concluir.
La especia
El AdSP ha invertido más de 600 mil euros en ello
Francesco Rizzo nombrado presidente de la AdSP del Estrecho
Roma
Ha denunciado reiteradamente la inutilidad de la construcción del puente sobre el Estrecho.
Aviones estadounidenses atacan el puerto yemení de Ras Isa
Tampa/Beirut
38 muertos y más de un centenar de heridos
En 2025 Stazioni Marittime prevé un aumento del tráfico de ferry y cruceros en el puerto de Génova
El informe de movilidad del MIT destaca la creciente demanda tanto de pasajeros como de mercancías
Roma
En el primer trimestre, el tráfico de carga en los puertos rusos disminuyó un -5,6%
San Petersburgo
Tanto los productos secos (-5,3%) como los graneles líquidos (-5,8%) están disminuyendo
Andrea Giachero confirmado como presidente de Spediporto
Génova
También se ha renovado la junta directiva de la asociación de transportistas genoveses para el trienio 2025-2028.
Estudio para el seguimiento del tráfico de vehículos en los puertos de Venecia y Chioggia
Milán
Orden otorgada a Circle y Arelogik
En Italia, el sector del transporte de mercancías por ferrocarril está en graves dificultades
Ginebra
Fermerci pide que se estructuren y aumenten los incentivos al tráfico y que se refinancie el incentivo a la compra de locomotoras y vagones.
Informe del Foro Marítimo Mundial sobre la optimización de las escalas de los buques para reducir las emisiones
Copenhague
Se proponen enfoques de llegada virtual y de llegada justo a tiempo
En el primer trimestre de este año, el tráfico de contenedores en el puerto de Gioia Tauro creció un +15,5%
Alegría Tauro
Se ha iniciado la construcción de la «Casa del Estibador»
GNV recibió el segundo de cuatro nuevos buques ro-pax en China
Génova
El "GNV Orión" tendrá capacidad para 1.700 pasajeros y transportar hasta 3.080 metros lineales de carga.
Tras diez trimestres de caída, el tráfico de contenedores en el puerto de Hong Kong vuelve a crecer
Hong Kong
En los primeros tres meses de este año se manejaron 3,39 millones de TEUs (+2,1%)
Fincantieri adquiere una participación en WSense
Roma
La novena unidad FREMM "Spartaco Schergat" entregada a la Armada Italiana
El tráfico de contenedores en los puertos de Long Beach y Los Ángeles aumentó un 26,6% y un 5,2% en el primer trimestre
Long Beach/Los Ángeles
El impacto de los aranceles de Trump es inminente
Se presenta la nueva edición del Manual Práctico de Tráfico Marítimo
Génova
Escrito por Assagenti, cumple cincuenta años
En los primeros tres meses de 2025, el puerto de Singapur gestionó 10,5 millones de contenedores (+5,8%)
Singapur
En peso, el tráfico contenerizado registró un descenso del -1,4%
Firmado el reglamento para el abastecimiento de GNL en el astillero Fincantieri de Génova
Génova
Definir los métodos de transferencia de combustible de un barco a otro.
Las históricas marcas de construcción naval Uljanik y 3.Maj al borde de la extinción
Zagreb
El Estado confirma su intención de vender las actividades de construcción naval en los dos sitios de Pula y Rijeka
Cambiaso Risso ha completado la adquisición de la francesa Somecassur
Génova
La compañía transalpina está especializada en seguros para super y mega yates.
Nuevo servicio de trenes semanal entre el puerto de Gioia Tauro y Verona
Joy Tauro/Verona
Operado por Medlog para el transporte de mercancías refrigeradas.
El BERD busca un socio estratégico para el desarrollo del puerto fluvial moldavo de Giurgiulesti
Londres
Se lanza concurso internacional
Los puertos turcos establecen un nuevo récord de tráfico de carga en el primer trimestre
Ankara
Pico histórico de carga importada del exterior
En el primer trimestre de 2025, el tráfico de mercancías en el puerto de Taranto creció un +37,6%
Taranto
Aumento de 854 mil toneladas de graneles sólidos y 265 mil toneladas de mercancías convencionales
- Via Raffaele Paolucci 17r/19r - 16129 Génova - ITALIA
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