testata inforMARE
29 novembre 2023 - Année XXVII
Journal indépendant d'économie et de politique des transports
06:52 GMT+1
FORUM des opérateurs maritimes
et de la logistique

  This type of vessel encountered sales similar to that of the previous year, since 9 units were sold compared to 11 in 2001. This category of the market thus continues to retract in the course of time and the specialisation of the fleet prevents a renewal. Contrary to last year, no modern unit changed hands since all OBOs sold for further trading were built between 1980 and 1988. The double-hulled configuration of these vessels has however allowed them to obtain respectable prices in comparison to classical tankers of similar age.

We can illustrate this with the sale of the 'Probo Baro', 48,062 dwt, built 1988, for a price in the order of $11.7 million, with a 2 year time charter back. Also to be noted were the sales of the 'Sapphire', 70,681 dwt, built 1981, for $2.9 million in July, and that of the 'Tijuca', 310,686 dwt, built 1987, for a price of $25.5 million.

Otherwise 13 ships between 50,000 and 132,000 dwt were taken off to the scrapyards, thus diminishing further the number of this type of vessels in the fleet. Today we estimate the active fleet to include about 120 Oil-Ore and Oil-Bulk-Ore units of over 50,000 dwt. Nonetheless two new units of 121,000 dwt will enter the fleet in 2003.
The second-hand oil tanker market

This past year will leave a bitter taste in the mouths of industry players. Values of this type of tankers have eroded by some 10 / 15 % over the year despite an improvement being perceptible in mid-December. There are numerous reasons which have provoked this general depression, both with buyers as well as sellers of the second-hand tankers in the course of 2002, severely reducing the volume of business transacted.
The main reasons were:

  • A world economy in a depressed state.

  • A reduction in crude production.

  • Miserable daily returns during the first three quarters.

  • A perception and proof of insecurity linked to terrorism.

  • Declining newbuilding prices.

  • A systematic misunderstanding and a frequent misinformation on the part of the general media on this type of transport, exacerbating the justified indignation of victims of pollution.

  • The inability of competent organisations such as the IMO and Intertanko, to get their point of view across to the general public.

Business done in the last quarter might have picked up given that the financial costs remained attractive and that owners at last enjoyed an upsurge in freight rates resulting from the Venezuelan crisis, an increase in crude production, and the sound of drums in Iraq.

But very little effect was felt, as at the same time the 'Prestige' accident and the indecisive bureaucratic handling of the affair, only resulted in paralysing buyers and sellers a little more.

Minds more competent than ours will be able to make a cold analysis and comprehensive conclusion on this incident involving an Aframax tanker built in 1976, in respect of her maintenance, the causes and the consequences. Nonetheless, we can perhaps be permitted to recall some home truths to those who seem only interested in this subject either occasionally, or in a partisan or worst of all in a demagogic manner:

  • A bad ship is not an old ship, but one badly maintained.

  • A bad owner is not an 'offshore' owner, but an irresponsible one.

  • A bad flag is not a flag of convenience, but a permissive one.

  • A bad manager is not an 'exotic' manager, but a manager indifferent towards his crew.

  • A bad broker is not one looking to make a commission, but one who fails in his duty to inform.

  • A bad charterer is not one who optimises his freight costs, but one who uses the services of intermediaries in a bad way.

And finally, the most important of all these home truths and too often wrongly underestimated:

  •  A bad sea is not a rough sea for weekend sailors, but a sea of destructive force.

No doubt there are a number of bad ships amongst the older ones, but to suppose that shipping accidents will cease with the scrapping of all old ships is fanciful. The strength of a chain is defined by its weakest link and the same goes for the tanker fleet. To pretend or suppose that all old ships are floating rust-buckets, as is the case in France, Spain and Portugal in the period after the shock at the end of 2002, is wrong and intellectually dishonest.

Spain in dealing with the 'Prestige' repeated the same mistake as France did with the 'Erika', in not allowing the vessel access to a port of safety and by sending her out to the open seas in gale force conditions. This was the worst of all decisions in our opinion. Japan, China and Taiwan had a similar reaction, but fortunately without drastic consequences, at the time of the 'Front Tobago' incident in May off Taiwan.
For the future, it is to be hoped that calmer and more constructive attitudes will prevail, as it is not enough just to hope that by an accelerated 'phasing out' of old ships will be the panacea to the problem of pollution at sea.

The solution exists already, which consists of diverse regulations, laws, and responsibilities respected by a large majority of owners. There will be enough time to create further controls, once the European states will meet their obligations and instigate their part-share of port inspections (Port State Control), when ports of refuge have been designated, and when ships in distress stop being sent out into storms in an irresponsible fashion.

Accelerating the 'phasing out' is on one hand unrealistic in view of the age structure of the fleet, but above all, will probably condemn owners to bankruptcy or to a reduced activity at sea as well as on land, by not allowing them to depreciate their assets over the necessary period foreseen at the time of acquisition.


Only 24 units of this class changed hands in 2002, some 13 less than in 2001. Among these ships, 7 VLCCs were built in the 70's and their buyers were solely motivated by storage or conversion projects. As an example, we can cite the en bloc sale of 'Stena King' and 'Stena Queen' for a reported price in the region of $20 million each.

The age category, which finally caught the attention of most buyers, was that of vessels built between 1986 and 1995, but all single-hulls. No less than 12 vessels were concerned, namely half the global total. This tendency can be explained by the fact that buyers were mainly Japanese owners, anxious to renew their fleet with double-hulls, whilst buyers were primarily Greek taking advantage of a low-priced market, in the expectation of a resale in a rising market. These vessels, even single-hulled, are sufficiently modern to enjoy several turns of the cycle. To illustrate this contention, we can quote the sale in June of the 'Nisseki Maru', 258,094 dwt built in 1988, for a price of $20 million and that of the 'Tango' 264,340 dwt, 1995 sold at the same time for $29 million, even if their 'phasing out' date is within one year of each other (2014 for the 1988, and 2015 for the 1995).

The modern double-hull vessels were the losers in 2002, as only 5 units changed hands. The downward pressure exerted by the low prices being proposed by shipyards, largely contributed to the inability of buyers and sellers to find common ground. Thus Irving Oil finally had to give up and become resigned to releasing the 'Irving Primrose' and the 'Irving Galloway', 305,955 dwt, both built in 1995, for a price of $57 million apiece, against a 4 to 5 years time charter back.

Only scrapping saw a more sustained activity in this size, since 36 VLCCs were disposed in this way, whereas we accounted 32 such units in 2001. Scrap prices conversely were on a rise during the course of the year. The number of 36 ships scrapped compensates the number of new deliveries for the year 2002 which ended at 40.

Very few transactions were recorded in this category in 2002, as only 18 Suezmax changed hands and all the more that this total includes tankers between 115,000 to 199,999 dwt. We have registered respectively 24, 23 and again 23 sales for the years 2001, 2000, and 1999.

As with the VLCCs, the poor daily returns severely limited buyers' budgets. In 2002, three tankers built in 1975 and 1976 changed hands including the 'Sky', 154,934 dwt, sold for $8.3 million for conversion, nearly twice its nominal value.

The very rare Suezmaxes built in the 1980's were exchanged in good numbers this year, since 7 were sold, including 4 units from BP, the 'British Strength', 'British Skill', 'British Spirit', and 'British Success', 127,800 dwt, built in 1983, for the first three and 1984 for the last, at a price between $6 to $7.25 million each, to two different buyers.

Eight modern double-hulled tankers, less than 10 years old, were sold this year. We can illustrate this by the sale of the 'Chevron Atlantic', 149,748 dwt, built in 1992, sold for about $28.5 million in June, and of a vessel under construction named 'Antares' with delivery in 2002, for a reported price of $51 million.

Scrappings of this type of ship were at the same level as in 2000 (16 units), as in 2002 we counted 17 units, compared to no less than 28 in the intervening year. In contrast to VLCCs, which were scrapped mostly at the beginning of the year, Suezmax sales were spread out over the year. At the same time, 25 new ships in this category left the shipyards.

If we include ships over 60,000 dwt, but with beams of over 32.20 metres, we recorded 31 deals for Aframaxes up to 119,000 dwt in 2002. It is therefore this category that has been least affected by the depression, mainly as the daily returns were less disastrous than in larger sizes.

The annual volume remains fairly steady as we have registered 34 and 36 sales in 2001 and 2002. Prices of modern tankers have seemed too expensive in the eyes of buyers in comparison to the alternative of newbuildings, which is why activity has been concentrated in the oldest ships. The lion's share went to vessels in the 1977-1988 age bracket with 20 sales out of 31, as asking prices were sufficiently realistic to allow buyers to adapt to spot rates which held up well. We can give as representative sales, the 'Marifru Maru', 101,838 dwt, built in 1979, sold for $3.6 million, the 'Afrapearl', 86,417 dwt, built 1981, sold for about $4.75 million, and the 'Maersk Visual', 110,296 dwt, built 1988, for $18 million.

Eleven modern ships (built after 1990) were sold this year of which 5 single-hull. Among them we can cite the 'CSK Valiant', 97,151 dwt, 1990, for a price of $17.8 million, and that of 'Ventikos', 69,998 dwt, built 1993 with a beam of 36 meters, for $18.3 million.

Six more modern and double-hulled units changed hands. We can quote the 'Diana', 96,125 dwt, built in 1992, sold for $23.5 million in July, whereas a more modern vessel built 1999 with a centreline bulkhead the 'Pine Venture', 105;000 dwt, obtained about $33.25 in February.

We have seen this past year 20 ships going to scrap, slightly more than in 2001, two more than in 2000, and the same number as in 1999. In compensation, some 43 units joined the fleet in 2002. More ships should have been demolished this past year if one looks at the age structure of the fleet, however spot rates were not bad enough to cause a rush towards the scrapyards of Pakistan, India, China or Bangladesh.
Panamax tankers (less than 32.30 meters beam) also saw a reduced activity, as only 11 changed hands in 2002 as compared to 22 the previous year. Seven of them were built between 1978 and 1986. Otherwise 2 modern single-hull ships of 1991 and 1992 as well as 2 double-hulled resales were realised.

We can indicate the following sales: the 'Kestrel', 56,963 dwt of 1979, for $2.5 million in October, that of the 'Seamusic III', 70,914 dwt, built 1992, for about $21 million in February, and finally one of the rare en-bloc sales of the year, that of 'LMZ Mandi' and 'LMZ Zacvi', 70,000 dwt, built 2002, sold in April for $36.5 million apiece.

We have thus seen again that in this segment of the market, the price spread between buyers and sellers was insurmountable for the newest ships, as well as for the largest.

No less than 13 ships were scrapped compared to 7 in 2001 and 8 in 2000. This is a good figure if we remember that 9 units joined the fleet in 2002, but this should be seen in the light of 46 new orders placed in 2002 and an orderbook which has already more than 70 ships.

Tomorrow's market

Improved levels that owners enjoyed at the end of the year was a welcomed compensation for the poor rates which prevailed over most of 2002, but it is likely that once the Venezuelan and Iraqi crisis come to an end, the gloom will return. Only the Chinese economy is looking healthy, but even if they increase their crude oil transportation requirements, they will be unable to sustain the market on their own. The U.S., Europe, and Japan seem to continue to be stumbling along at least for the first half of 2003. Thus we will probably have to go through a further reduction in activity until the above crisis and conditions have been fully played out.

On the other hand, the balance between supply and demand is more delicate than we might have expected, as witnessed by the sudden surge in rates at the end of 2002. If the price of new buildings were to stop their infernal fall and the pace of scrappings were to let off, or even accelerate following the 'Prestige' incident, we should be able to see a bigger volume of business in 2003.

Shipping and Shipbuilding Markets in 2002


Mattioli a confirmé le président de la Fédération de la mer
Élu le nouveau conseil pour les trois années 2024-2027
Sur le chantier de construction Monfalcone de la Fincantieri a été le lancement de la Mein Schiff Relax
La France évalue les possibilités de production autonome de carburant électronique pour la décarbonisation des avions et des navires
Une étude de l'ADEME envisage deux scénarios et estime les ressources nécessaires
Toujours un quart de la baisse des marchandises dans les ports de l'Union européenne
Au cours des trois premiers mois de 2023, à l'exception du vrac liquide en vrac, tous les types de cargaisons ont diminué
Meyer Turku a livré l'icône de la mer à Royal Caribbean International
Meyer Turku a livré le Icon of the Seas à Royal Caribbean International
Miami / Turku
Il a un tonnage brut de 250.800 tonnes et peut accueillir jusqu'à 5 610 passagers
Une délégation de Confitarma a été reçue par le gouvernement
Illusquer les besoins et les attentes, épuisés et non, du secteur des armateurs
Un ferry sans équipage bloqué en Sicile
En raison de la rupture du câble de la remorque, le navire "Lider Prestij" est resté dans le balme des vagues
Les assemblées des partenaires de la Grèce, Attique et Anek, ont approuvé la fusion des deux sociétés.
Kallithea / The Canea
Vote favorable presque unanime
Au troisième trimestre, le trafic marchandises dans le port de Palerme a diminué de -10,2%
43,0% de Crueristes et de passagers sur les traversiers de 6,5%
Deux offres pour acquérir 58% de la capitale sud-coréenne HMM
Ils ont été présentés par Harim et Dongwon Industries, tandis que LX International a
FEPORT souligne les risques de perte de compétitivité des ports et terminaux de l'UE avec l'application de la SCEQE à la navigation
Bonz: Il est nécessaire de mener une étude sur l'impact et non sur deux ans.
Au troisième trimestre, les marchandises dans les ports de Naples et de Salerno ont diminué de -4,0% et -1,7%.
Port de Gioia Tauro, également réduit pour 2023 le montant des frais d'ancrage
Joy Tauro
Cette mesure était destinée à être de 1,5 million d'euros des dépenses courantes de l'AdSP.
Au troisième trimestre de 2023, le nouveau déclin conjoncturel des échanges de biens des nations du G20
Poursuite du ralentissement, en particulier en Asie de l'Est et en Europe
Avancer pour établir un cadre législatif uniforme pour le transport ferroviaire de marchandises sur les corridors eurasiens
En février, avec le feu vert du Comité des transports intérieurs de la CEE, la Convention relative au contrat de transport international de marchandises pourra être signée par tous les États.
Le Contre-amiral Antonio Ranieri a été nommé commissaire extraordinaire de l'AdSP du détroit
Il est directeur maritime et commandant du port de Catane
L'ECSA est satisfaite à mi-chemin entre le Parlement européen et les normes relatives au CO2 des camions.
Rapite: tout nouvel incitatif inutile aura pour effet de soustraire le carburant propre à la navigation.
Le Conseil général de Confitarma vote à l'unanimité Zanetti en tant que nouveau président nommé
Amoretti: objectifs importants réalisés sous la présidence de Mattioli
Maersk signe un accord avec le chinois Goldwind pour des fournitures à grande échelle de méthanol vert
Un volume annuel de 500 millions de tonnes était prévu à partir de 2026
Parlement européen: proposition du Parlement européen de réduire les émissions de CO2
Strasbourg / Bruxelles
T&E, a lancé une ligne de vie à l'industrie pétrolière en soutenant l'échappatoire des biocarburants
ECSA, bien le feu vert du Parlement de l'UE au projet de règlement Net Zero Industry Act
La reconnaissance du fait que les combustibles marins durables sont des technologies à impact nul est un grand pas en avant.
Au port de Spezia, il a été facilité l'accès aux navires marchands alimentés au GNL
La Spezia
Le suak de ces unités est régi par une ordonnance de la Capitanerie de Porto
Maersk Group sort de la capitale norvégienne Höegh Autoliners
Vendu les 20 derniers millions d'actions
Mettre fin aux opérations de désincitation des traversiers Lider Prestij
Vous procéderont maintenant à la vérification des normes de sécurité de la navigation.
Libéré le pétrolier Central Park
L'intervention de la Force maritime combinée TF 151 a forcé les attaquants à se désister et à se rendre
Un navire a été capturé dans le golfe d'Aden et un autre a été touché par un drone dans l'océan Indien.
Les attaques contre le pétrolier "Central Park" et le "CMA CGM Symi"
Gruber Logistics a ouvert une nouvelle succursale en France
Il a son siège à Lyon et se concentrera sur la fourniture de services logistiques complets
Le Club de Propeller Ports de La Spezia et Marina di Carrara est né
Marina di Carrara
Dans l'association, le nombre de membres inscrits augmente à partir du port apusien.
Livraison des livraisons au sommet du réseau portuaire du détroit du détroit
Mega a rappelé les obstacles rencontrés tout au long de son mandat
Visual Sailing List
- liste alphabétique
- liste des nations
- zones géographiques
Conclure le processus d'autorisation de construire les tiroirs du nouveau barrage de foranea à Gênes pour aller en Ligure
Au départ, cinq seront mis en place pour la défense du chantier de construction.
Ok of the City Council at the Regulatory Plan of the Marina Port of Carrara
Marina di Carrara
La satisfaction de l'AdSP pour le feu vert au nouvel outil de planification attendu depuis 1981
Impala Terminals achète aux enchères le HES Hartel Tank Terminal à Rotterdam
La construction du terminal pour vrac liquide dans le port néerlandais sera complétée grâce à un nouvel investissement.
Un règlement d'application précise les modalités de gestion des compagnies maritimes pour le SCEQE
Il a été publié aujourd'hui au Journal officiel de l'Union européenne
Hapag-Lloyd inaugure un nouveau centre informatique à Chennai
Il est réalisé en partenariat avec les Solveresprits de l'Inde
L'OMMP tunisien a commandé six remorqueur au chantier naval turc Med Marine
Istanbul / La Goulette
Il s'agit de moyens dont la capacité de traction est de 60 tonnes
Rhenus Overland Italie achète Pesenti Transport & Logistique
La société possède une flotte de 25 tracteurs et 50 entre remorques et semi-remorques
Collaboration de Fincantieri et IIT pour la robotique appliquée à l'assistance et à la sécurité des opérateurs
Trieste / Gênes
Conférence sur les changements dans la logistique portuaire
Il aura lieu au mois de décembre à Ravenne
A partir du cylindre de la réforme portuaire, une entreprise sera née.
Un spa central qui choisirait les investissements
Le nouveau Marebonus est dans la "Gazette officielle"
Rixi: Depuis le 6 décembre, la plateforme informatique sera disponible pour accéder aux incitations
Ports Italiens:
Ancône Gênes Ravenne
Augusta Gioia Tauro Salerne
Bari La Spezia Savone
Brindisi Livourne Taranto
Cagliari Naples Trapani
Carrara Palerme Trieste
Civitavecchia Piombino Venise
Interports Italiens: liste Ports du Monde: Carte
Armateurs Réparateurs et Constructeurs de Navires
Transitaires Fournisseurs de Navires
Agences Maritimes Transporteurs routiers
Conférence sur les changements dans la logistique portuaire
Il aura lieu au mois de décembre à Ravenne
Conférence d'Uniport sur l'avenir de l'italien
Elle aura lieu le 5 décembre à Rome.
››› Archives
Ports cyber hack reveals Australia's 'vulnerability' to attack
(The New Daily)
Economy Minister: Anaklia port project developing “according to plan”, “no delays” in deadlines
››› Index Revue de la Presse
FORUM des opérateurs maritimes
et de la logistique
Relazione del presidente Mario Mattioli
Roma, 27 ottobre 2023
››› Archives
Meyer Werft augmente sa présence dans le segment offshore
Va réaliser des structures en acier destinées à des plates-formes de conversion en mer du Nord
Contrat d'une valeur de 700 millions d'euros pour la poursuite des travaux du troisième Valico
Elle a été souscrite par le réseau ferroviaire italien et Webuild.
Le port de Naples se prépare à fermer 2023 avec un trafic passagers record
Annunziata: Cette année, les crucilistes vont atteindre 1,6 million pour 448 environ.
Les Canaries veulent avoir davantage leur mot à dire dans la gestion des ports et des aéroports de l'archipel
Santa Cruz de Tenerife
Le trafic baisse dans les ports de Barcelone et d'Algeciras en octobre
Barcelone / Algeciras
Le mois dernier, les conteneurs manutengérés par les deux rayons ont chuté de -0,4% et de -3,0%.
Au troisième trimestre, le trafic dans les ports suisses du Rhin a augmenté de 22,3%.
Au cours des neuf premiers mois, l'augmentation a été de 20,0%.
Le titre de DIS admis aux négociations sur le marché du meilleur marché OTCQX ® aux États-Unis
Segment de marché dédié aux entreprises internationales
Au Musée Galata de la Mer de Gênes un simulateur vous permettra de découvrir les activités du port
A partir de jeudi, l'installation sera accessible au public
Au port de Gioia Tauro est accessible le plus grand porte-conteneurs de l'histoire
Au port de Gioia Tauro est accessible le plus grand porte-conteneurs de l'histoire
Joy Tauro
La Calabre a grimpé en 2023 avec un trafic de conteneurs de niveau record
Conférence d'Uniport sur l'avenir de l'italien
Elle aura lieu le 5 décembre à Rome.
COSCO Shipping Lines communique aux clients les montants de la surtaxe pour l'ETS de l'UE
Elles seront appliquées dès le 1er janvier prochain.
Le trafic de conteneurs le mois dernier dans le port de Los Angeles a augmenté de 7,0%.
Los Angeles
Au cours des dix premiers mois de 2023, 7,12 millions de teu (-16,6%) ont été traités.
Mario Zanetti (Costa Crocière) sera le prochain président de la Confitarme.
Mario Zanetti (Costa Crocière) sera le prochain président de la Confitarme.
Indication non animée de la Commission de désignation
En bref, la course à la construction de la nouvelle gare maritime de Ravenne
Le projet comprend la réalisation du Dune Parc
Forkliftcenter fournit 59 moyens de manutention à Grimaldi Group
En livraison 47 chariots élévateurs et 12 spinteurs
Le mois dernier, le trafic de marchandises dans le port de Valence a augmenté de 7,3%.
Au cours des dix premiers mois de 2023, une baisse de -6,1%
- Via Raffaele Paolucci 17r/19r - 16129 Gênes - ITALIE
tél.: +39.010.2462122, fax: +39.010.2516768, e-mail
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Presse engistrement: 33/96 Tribunal de Gênes
Direction: Bruno Bellio
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