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04 de julio de 2025 - Año XXIX
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The containership market in 2005

2005 has been the best year ever seen for liner trades in modern times, with volumes outstripping ship capacity -at least until the autumn-, leading to consequent increases in box rates and amazing charter rates. The year has, however, ended on a softer note, attributable to the traditional winter lows and to the beginning of a massive delivery wave of giant ships.

Container shipping is indeed at a crossroads, as overconfident owners and operators have ordered a huge quantity of ships in 2003-2004, which are to pour onto the market during 2006 and 2007. The 2008 orderbook is also well filled. During the three years to come, the fleet will grow on average by 14 % p.a. in teu terms and 13 % p.a. deadweight terms.

Even more worrying is the huge gap in the growth of large ships when compared to that of smaller ones. The fleet of ships above 4,000 teu is to grow by 20 % per annum over the next three years, against only 9 % for ships under 4,000 teu (the gap will however decrease as large ships are usually ordered ahead of smaller ships, for comparable delivery dates). The most astonishing development will come from the VLCS (ships over 7,500 teu), with an inventory jumping from 86 to 232 units within the space of three years.

Consequently, many east-west ships of 3,000-4,000 teu are expected to migrate to north-south trades (a phenomenon which took off during the last weeks of 2005).

The resulting offer/demand imbalance will have to be credited to this supply growth, rather than a weakening in transportation demand, which is expected to remain strong.



2006 is thus expected to yield lower returns than 2005, as 1.3 million teu of newbuildings will push the existing cellular fleet of 8.2 million teu up by 16 % for this sole year. It will be the largest fleet increase since the 15 % growth logged in 1997.

Fall in fortunes

With such a fleet increase, it does not require a crystal ball to anticipate a fall in fortunes. The big questions are: is there a rate collapse awaiting around the corner? And if so, when will it happen?

Answering such questions is a challenge in this fast changing world, where the future transportation demand is so delicate to forecast. What is for sure is that the fall in rates observed during the last quarter of 2005 has generated a gloom, although it appears to be a psychological one. After all, charter rates still remain above the previous record highs of 2000, and box rates remain at remunerative levels.

Once the next peak season opens, around May-June, there may well be a revival. During this period, which lasts until October, a lot of goods -including toys- are imported in the perspective of the Christmas and New Year period of high consumption. This phenomenon is particularly prevalent on the Asia-US trade, and last year it appeared to have affected Asia-Europe cargoes as well.

It is a paradox, but large ships available for charter will remain in short supply for most of 2006 (because operators have anticipated their needs by securing tonnage well in advance). So, in the case of a bullish peak season, the extra demand could push rates up again temporarily. But they are not expected to reach the mid-2005 levels.

The big worry is for the end of the 2006 peak season, in September-October. The market will then feel the full impact of the newbuildings delivery wave as the demand plunges to its seasonal lows. If a rate collapse is to happen, it will be in this period.



October 2006 could thus be a black month in container shipping memories. A collapse in rates could come at a period when some 120,000 teu of new ships come on stream every month, mainly big ships. And prospects of massive demolitions are poor (see insert).

And then newbuildings will continue to amass in 2007, without much hope for further significant scrapping, given the age profile of the cellular fleet. A big question mark is: will the market grow sufficiently in 2007 to scoop up all the new leviathans?

Expectations of a 7 % growth in trade in 2006 and -hopefully- in 2007 (a perilous assumption) will help at least to dampen the container market downturn and would allow operators and owners to bridge the gap until 2008, when the delivery rate of new ships would slow down; provided of course that orders cease to flow, which is yet another perilous assumption.

Demolition prospects

No cellular ships were scrapped in 2005. Even if non cellular ships are included, only one 609 teu container-friendly ship went to the scrapyard, and that was because of a damaged engine. The only other ships with some teu capacity that were broken up were a half dozen of aged cargo vessels which did not, however, interfere with container trades. The year has seen the recommissioning of a 1,113 teu ship, which had been sold for scrap in 2002 after having been gutted by fire. So, in one sense, the scrapping statistics were negative!

As oldies do continue trading, the potential for scrapping increases as months pass, with expectations that a lot of ships will suddenly join the scrapyard when the next recession bites on. It is thus interesting to compare the age profile of the fleet with newbuilding deliveries. Containerships are usually scrapped at an average age of 27 years. With this figure in mind, there is a potential to scrap 333 ships for 350,000 teu before 31 December 2007, and a further 43 ships for 46,000 teu during the year 2008.

Even if all these ships were broken up by then, the capacity removed would correspond to 10 % of the newbuilding deliveries (i.e. 400,000 teu removed against 4 million teu of expected entries during the three year period 1/1/2006 to 1/1/2009).

Decisions to scrap ships are strongly linked to gain expectations. In a context of high box and high charter rates on a background of ship shortage, it is worth spending money on older ships when comparing the cost of charters for replacement ships. Taking a 3,000 teu ship as an example, a replacement ship chartered for three years at $ 30,000 a day would cost a minimum of $ 7 million per year above operational costs, compared with a well amortised veteran.

For a 27 year old ship, it is worth spending $ 7 million on steel renewal, class extension work and routine repairs, in order to stretch its commercial life to 30 years. In this case, it would lead to savings of up to $ 14 million. Given this, no containerships, big or small, are expected to join the scrapyards in bullish periods. It may soon change.


The Box as a magnet?

As box rates fall, together with the filling ratio of ships, more non-containerised cargoes could end in boxes (mainly agriproducts, forest products and metallurgical products).

How much of it could end in containers is difficult to assess, as such cargoes can swing from Handysize bulk carriers to boxships and vice versa depending on bulk rates as well as box rates. Also, for these cargoes, rates are not the only parameter, with logistical constraints on the inland side and established commercial practices playing their parts too, not to mention shippers engaged in long term contracts with bulkship owners.

So, container carriers will remain mostly dependent on the world economic health. Trade is expected to remain sustained. The IMF puts the trade growth at +7.4 % for 2006 (including goods and services), against 7.0 % in 2005, which was itself down from 10.3 % in feverish 2004.

The fundamentals remain good, as China, Southeast Asia and India continue to export massively, with the USA and Europe at the receiving end. The drawback is, that this bi-polar pattern results in heavy imbalances with which carriers have to live, as this issue -implying the repositioning of huge quantities of empty boxes- will continue to affect their bottom line for many years to come.

And there are some reasons to remain optimistic. China seems quite sure that its growth will remain sustained at 8 % p.a. for at least a decade, with its coastal regions enjoying the fruits of growth (and hence heavier consumption), while western China starts to emerge with a vast pool of cheap manpower and low overheads.

This optimism is counter-balanced by pessimistic views on the US deficit and energy prices. There are fears that the growth in US consumption could be thwarted by the growing deficit and steeper rises in interest rates, leading to a downturn in house buying and a spending change in consumer behaviour.

As for energy, a surge in oil prices could not only lead to a slower economic growth, it would also have an impact on the carriers. Bunkers now account for half the total daily expenses for large ships running at 24-25 knots, and this already huge share would increase further.

For shippers, high oil prices mean that high BAFs (bunker adjustment factors) are here to stay. But more pain could be around the corner, with a looming clash between Iran and the West over nuclear matters, Iraqi uncertainties, and Venezuelan politics. The development of a crisis situation would send the price of the barrel soaring to $ 100 or more, thus seriously denting the carriers profits, provided they manage to raise a profit at all, given the impact of bunker rates within vessel operating costs.

Everyone would suffer as a result, and operating ships at a slower speed could be considered, although it remains to be seen if the fuel savings from slowdown programs could match the total savings raised from simply putting a few ships into lay up and keeping others sailing at nominal speed.

Actually, slowing down is not as straightforward a solution for containerships as it is for tankers or bulk carriers. Transit times are essential for a lot of containerised goods, and carriers which would test slowdown programs could lose cargo to competitors who maintain higher ship speeds.

Therefore, lay-up is a more likely option in case of oversupply. It has already been experienced during the October 2001-March 2002 depression. The idle capacity gathered up during the fourth quarter 2001 to reach 170,000 teu in January 2002, stagnating around this figure until April-May, when it plummeted down to 60,000 teu in the space of a few weeks, thanks to a market recovery and the approach of a promising transpacific peak season.

Mega mergers

2005 has also been a year rich in M&A activity, dominated by three large transactions with A.P. M'ller-Maersk buying P&O Nedlloyd, TUI (Hapag-Lloyd) buying CP Ships and CMA CGM swallowing Delmas.



A.P. M'ller-Maersk has reinforced its top position, with a fleet now reaching 1.65 million teu and a global market share of 18 %, almost twice the size of its nearest rival, MSC (785,000 teu. CMA CGM climbed to the third slot with a fleet of 508,000 teu. Hapag-Lloyd took the fifth position wit a fleet of 412,000 teu. The fourth position is held by Evergreen, with 478,000 teu (see graphs: TOP 25 and Evolution of market shares).

These deals occurred at the top of the market, and the targets have been far from cheap. It reflects the confidence of carriers for the future, and raises new challenges for those left behind.

The five largest carriers currently boost a 42 % market share, against 36 % at the beginning of 2005. This consolidation movement is to continue, with medium-sized carriers worrying about the role they could play in the future.

Maintaining a wide pallet of sailings to as many destinations as possible, while investing in very large ships in order to benefit from economies of scale are contradictory goals that only the largest mega carriers can achieve. This argues in favour of further M&A activity or in a widening of alliances.

It is in this context that the remaining partners of Grand Alliance (which loses P&O Nedlloyd) and of the slimmer New World Alliance have concluded an agreement allowing them to swap boxes between services. The drawback is that such an agreement is not flexible and the partners cannot reorganise rotations or adapt capacities at will.



The CKYH partners (COSCO, K Line, Yangming, Hanjin) have also confirmed the strengthening of their ties in order to maintain the quality of their services.

As for future M&A possibilities, they are rather limited, given the fact that many of the large carriers in the Top 30 lines are privately owned, and often family-controlled. Unless there is a will to sell, nothing is expected from their side (and they would even be more buyers than sellers).

Having said that, the next round of consolidation could well come from Japan, where a regrouping of the liner divisions of NYK, MOL and K Line would create the world second largest carrier, rivalling in size with MSC.

There have been numerous smaller deals and other corporate moves, which are summed up in the accompanying table.

Operators: transactions and significant moves in 2005

Straight sales & mergers

  • A.P. M'ller-Maersk (APM - parent of Maersk Sealand and Safmarine) (Denmark) purchased Royal P&O Nedlloyd (Netherlands) and its subsidiary P&O Nedlloyd Containers Ltd (UK).
  • TUI A.G. (parent of Hapag-Lloyd A.G.) (Germany) purchased CP Ships Ltd (Canada & UK).
  • CMA CGM (France) purchased Delmas (France) and its subsidiaries (OTAL and share in Setramar) from Bollor' Technologies.
  • CMA CGM (France) took over the whole of SudCargos (France).
  • Jindo Corp. (Korea - part of the Seven Mountain Group) purchased Dongnama Shipping Co Ltd) (Korea).
  • Mitsui-OSK Lines (MOL) bought the SAECS operations of P&O Nedlloyd from A.P. Moller-Maersk.
  • Wan Hai (Taiwan) took control of the whole of Interasia Line (Japan) through the purchase of the 43.75 % MOL stake.
  • Samskip (Iceland) purchased Geest North Sea Line (GNSL) (Netherlands).
  • Samskip (Iceland) purchased Seawheel Ltd (UK) from its management and merged it with Geest North Sea Line (GNSL).
  • Eimskip (Iceland) went under control of the Avion Group (an Icelandic holding specialising in services to the aviation industry).
  • Eimskip bought a 50 % stake in HAL Shipping Inc. (Halship), a company set up at Halifax in December 2004 to provide a feeder service linking Halifax to Portland and Boston.
  • DFDS A/S (Denmark) took control of the whole of Lys Line (Norway) through the purchase of the remaining 34 % of the shares from Simonsen Holding.
  • Grimaldi (Napoli) bought 11.61 % of shares and votes of Finnlines PLC (Finland).
  • D'hle (IOM) Ltd, part of the Peter D'hle Group, became the sole owner of Swan Container Line.
  • Magsaysay Lines Inc. (Philippines ' manager of NMC Container Lines) took over the management of Lorenzo Shipping Corp. (Philippines).
  • Norfolkline (Netherlands - a subsidiary of A.P. M'ller-Maersk) purchased Norse Merchant Ferries (UK).
  • Spliethoff (Netherlands) acquired the remaining 49 % of the shares in Transfennica Ltd (Finland) from UPM-Kymmene, M-real and Myllykoski Paper.
  • Rettig Group Ltd / Bore Line took control of Bror Husell Chartering Ltd and Rederi AB Engship (all Finland).


  • New operators of liner services

  • Yaiza Shipping, a division of Grupo Logistico JSV (Spain), launched its own service on Spain-Canary Islands.
  • Chrysobel Asia Line, a Singapore-based freight forwarder, launched its own service linking Jakarta, Singapore and Mumbai.
  • Saturn Container Lines (Pte) Ltd, a Singapore-based subsidiary of the India-controlled WW Group launched a service linking Singapore and Chennai in partnership with HubLine Bhd.
  • Soci't' Malgache de Transports Maritimes (SMTM - The Madagascar state-owned carrier) made a come back on the liner shipping scene with services linking Madagascar, Mauritius, Reunion and South Africa.
  • Gunes Container Line, Turkey, launched a service between Turkey and Libya.


  • Cessations of activity in liner shipping <

  • Mer Austral ceased its Indian Ocean Islands services.
  • Sarlis Container Services filed for bankruptcy.


  • Significant other moves

  • COSCO Holdings (parent of COSCON) (China) was listed on Hong Kong Stock Exchange.
  • STX Pan Ocean Ltd (Korea) was listed on the Singapore Stock Exchange.
  • Horizon Lines LLC (USA) was listed on the New York Stock Exchange.
  • TBS Shipping Ltd was listed on the New York Stock Exchange.
  • Seaspan (Canada) listed the newly formed Seaspan Corporation, created to own the containerships of Seaspan Container Lines Limited (SCLL), on the NY Stock Exchange.
  • Norwegian shipowner John Fredriksen bought Heung-A shares.
  • China Shipping Container Lines (CSCL) (China) increased its share in the Shanghai Puhai Shipping Co, Ltd (SPS) from 50 % to 90 %.
  • CP Ships Limited re-branded its container shipping services under the CP Ships name and has retired its seven operating brands.
  • The Malaysia International Shipping Co Berhad was renamed MISC Berhad.
  • Lloyd Triestino di Navigazione SpA (Evergreen Group) becomes Italia Marittima SpA (ITS).






  • The charter market

    Lessors of container tonnage have been at feast since the 2002 upturn. Charter rates have increased five fold between early 2002 and mid-2005 as ships went in short supply, but this bullish trend has now faded away.



    Rates have slipped since the peak of April-May 2005, and even literally plunged during November, before stabilising in mid-December. But they are still far from the abyss, as they are still above historical records.

    Interestingly, this plunge concerned ships chartered for periods of around 6 months while rates remained firm for longer periods of 12-24 months. It gave the strange feeling that, contrary to the good order, short term fixtures were commanding discounted rates against long term ones! In fact, it reflects the confidence of owners that the medium to long term demand will remain firm, whereas lower rates were accepted only to cover the winter gap. As a result, the market was very confused over the last weeks of 2005, with charter rates showing large discrepancies.



    Actually, the plunge was exacerbated by the traditional low which follows the peak transpacific season. Adding to the lower resulting demand is the fact that operators anticipated their needs by chartering ships well in advance, with most positions covered for the winter.

    On the contrary, the Europe-North America trade is enjoying -at last- a revival, triggering the shifting of larger ships there and even the launch of a new loop in November 2005 by MSC, while CMA CGM and CSCL plan to launch their own loop in March 2006.

    The softening in volume growth has also been translated in the carriers' figures. The growth in containers carried has slowed, while the pressure exerted on freight rates has had a negative impact on profits. Although still there, the growth in container volumes is not expected to be as sustained in 2006 as it has been in 2004-2005.

    Once past the Christmas-Chinese New Year festivities (say in March), if the world economy remains bullish, and 'if China and India exportations continue growing' even at a slower pace, the market could well remain tight for a few months, despite the large influx of newbuildings.

    Operators may need to charter additional tonnage ahead of the 2006 peak season. It is also at this time that things will start to settle after the big deals of 2005 (Maersk-PONL, CMA CGM-Delmas, Hapag-Lloyd-CP Ships), with a possible increase of chartering activity linked to service restructurings and enhancements.

    Indeed, the withdrawal of P&O Nedlloyd from a number of agreements is leading to loops splitting, resulting in more ships being needed.

    As far as the supply is concerned, it is interesting to note that there is not much unemployed tonnage left for 2006, compared to the overall fleet, as shown by the table 'Availability of ships for charter (comparison 12 months).

    More interesting still is to compare the availability today with the same data 12 months and 24 months ago, which has been summed up in the accompanying table. It shows that available ships of more than 3,000 teu are today as rare as they were two years ago, but remain above the low availability level reached 12 months ago. The big difference is that today it is on the downward slope.



    A more worrying figure concerns the 1,500-2,000 teu range where 25.7 % of ships this size come out of charter over the next 12 months, against 16.7 % one year ago.

    Conversely, an encouraging sign of future market tightness is the low ratio of tonnage on order still left unfixed. We found that some 80 % of the total capacity on order (4.5 millions teu) is assigned to operators (as owners or charterers). When broken down by year of delivery, we observe that 86 % of the capacity planned for delivery in 2006 is assigned, leaving only 14 % of the fleet still without employment, almost exclusively ships under 4,000 teu.

    This low rate of availability must however be weighted against the fact that large operators have anticipated their needs for 2006 well, and they may not be under much pressure to charter extra ships. This pool of 14 % of available newbuildings for 2006 totals only 180,000 teu, which could be quickly mopped up if there is a surge in demand during the next peak season.

    So, there are some positive signs among the fears that the market will slide next year, as there is more capacity coming on stream than the trade can absorb. And although the cellular fleet is to grow by 16 % in 2006 in teu terms, the figure stands just under 15 % in dwt terms, and the deadweight is probably a better yardstick to assess future imbalances.



    The fleet

    The cellular fleet will grow from 8.2 million teu in January 2006 to 12.3 million teu in January 2009, taking into account the existing orderbook without including demolitions.

    Assuming reasonable demolition volumes (see related insert) and a few more orders for 2008 deliveries, the cellular fleet in January 2009 is likely to stand at around 12 million teu, i.e. twice its level in mid-2003.

    Orders flowed into hungry shipyards from early 2003 to summer 2005, despite hefty price increases. This order wave came to an end in September 2005, when the rosy barometer took a plunge, with receding box rates on the east-west lanes and carriers issuing warnings of lower profits.

    All of a sudden, orders plummeted. Only 64 ships, totalling 120,000 teu, were ordered during the 4th quarter 2005, compared with 458 ships, totalling 1.5 million teu, during the first 9 months of the year, and a total of 3.8 million teu during the years 2003 and 2004. Despite this fall in the number of orders, the orderbook still made up 54 % of the existing fleet on the 1st January 2006, down from 60 % at its peak, in July 2005. Orders extend until end 2009 for large ships.

    This gap in orders will only have an impact on 2008-09 deliveries. In the meantime, the fleet is to grow at a fast pace. After the 16 % increase expected in 2006, it is expected to increase by 14.7 % during 2007 and 12.3 % during 2008. As there is still spare building capacity available for medium and small size ships for 2008 delivery, the latter figure could still be higher.

    The world liner fleet

    The world liner fleet will reach 10 million teu in September 2006

    The world liner fleet (see note) passed the 9 million teu mark in November 2005, for a total tonnage of 130 million dwt, according to BRS-Alphaliner data. The figure includes all types of ships effectively deployed on liner trades, in the common acceptance of the term (5,360 ships are involved). The cellular ships contribute to 90 % of this figure. The remaining 10 % is shared by non-celled container ships, multipurpose tonnage and ro-ro ships. We expect that the 10 million teu mark will be reached in September 2006.

    Previous and forecasted 'round' million teu capacities stand as follows:
    > 6 million teu (94 million dwt = > 15.67 tons per teu) in July 2001
    > 7 million teu (106 million dwt = > 15.14 tons per teu) in April 2003
    > 8 million teu (118 million dwt = > 14.75 tons per teu) in October 2004
    > 9 million teu (130 million dwt = > 14.44 tons per teu) in November 2005
    > 10 million teu (140 million dwt = > 14 tons per teu) in September 2006 (forecast)

    Time to reach the 'next' million teu
    > 6 million teu to 7 million teu in 21 months
    > 7 million teu to 8 million teu in 18 months
    > 8 million teu to 9 million teu in 13 months
    > 9 million teu to 10 million teu in 10 months (expected)

    Note: This count includes all the ships deployed on liner services in the common acceptance of the term. Given this common acceptance, we exclude a number of specific, more or less regular services such as the parcel trades (steel and other neo-bulk products), pure forest product trades or pure vehicle carrying services. Given this, the numerous multipurpose cargo vessels and conbulkers deployed on non-liner trades or on tramp trades are NOT included in the above figures (even if container fitted), although they are listed in the Alphaliner database for the sake of exhaustiveness.




    Ships of over 2,000 teu

    The charter market for ships of 4,000-5 000 teu has virtually disappeared in 2005, in the absence of available ships - at least for 12-24 months charters. The charter deals concluded concerned mainly newbuildings fixed for long term periods of 5 to 15 years, and such contracts have more to do with financial engineering than conventional market play.

    There are only 6 ships of 4,000-5,000 teu which will see their charters expire in 2006 (and free of optional periods), while only one newbuilding in this size range is left available.

    Rates for 2,500 teu ships have peaked at $39,000 in March-April, before falling to more reasonable levels of $25,000 in December.

    It is worth noting that the 2,500-3,000 teu size range is more exposed than neighbouring ranges, with 16 % of the capacity in this range coming on the market in 2006 (45 ships - charter expiry and newbuildings without charters). By comparison, it stands at only 11.5 % for the 2,000-2,500 teu range (36 ships) and 10 % for the 3,000-4,000 teu range (24 ships).

    Medium-sized units of 1,500-3,000 teu, which were employed as stopgap ships during the first three quarters of 2005 on services normally employing larger tonnage have since left to accommodate adequate tonnage.

    Ships of 1,500-2,000 teu

    Rates for 1,700 teu ships reached an astounding $ 32,000 in April for 12 months periods. Such rates were unthinkable two years ago. They have since fallen to half this level, but in January 2006 they still remained above the record $ 15,000 of the year 2000.

    The 1,500-2,000 teu range is a populous one, counting almost 450 ships, of which 290 are charter market ships. There are another 130 units on order for this size range only. Many of these ships are squeezed out from the north-south trades by larger units and many of them happily find other employments on intra Asia services (including South Asia). But should the market collapse, our feeling is that this range could suffer more than others, simply because there are not enough regional niches to accommodate them, while they are still too big to be flowing in large quantities onto feeder trades.

    Ships of 500-1,500 teu

    Smaller ships, under 1,500 teu, are doing well, and there is even a forthcoming shortage of ships of 900-1,200 teu (especially geared ones). The demand is high for this size range. Several regional services in Asia or along the west coast of the Americas have been launched, or are being launched, with such ships. Meanwhile, the demand for feeders of this size remains strong, especially in the Mediterranean, West Asia and Southeast Asia.

    In 2006, there could be even more pressure developing as ships of 900-1,200 teu could replace ships of 700-800 teu on services linking Northwest Europe to the Baltic and UK-Ireland.

    Besides, there is a fair amount of multipurpose (non-cellular) ships being used as pure containerships, which at other times are mostly used on non-container trades. This is especially true for the 1,300-1,400 teu range.

    For example, ten out of the eleven ships of the 'C-box' class (1,301 teu - built 1998-2000), are currently employed on container services (five of which by MSC). Half of the 15-strong CEC-controlled 'Confidence' type (650 teu - built 1997-2002) are more or less permanently employed on container services, although unlike the 'C-box', a few of them come and go, acting as extra ships often chartered for short periods or round trips.

    Even the rather old and slow 'OBC-25' ships (1,300-1,400 teu - built 1978-82) have made a comeback, with five of the 12 'OBC-25' in service currently used on container trades (a 13 th one was converted into an Orange Juice carrier). These ships had disappeared from the container scene in 2001-2002 and came back progressively in 2004-2005. This December, a 1,167 teu ship, de-celled six years ago, is making a come back on the container scene.

    With so many non-cellular ships drawn from tramp or parcel trades to be employed as full containerships, there is not much left to swing tonnage, and this helps to keep the market under pressure for 1,000-1,500 teu ships. It is not by chance that Delphis chartered three 1,118 teu newbuildings for 5 years at $ 12,500 in December 2005. Having said that, rates for 1,000 teu ships flirted with the $ 19,000 level in April-May, and fell to $11,000 at the end of the year.

    As for smaller modern ships of 500-700 teu, they continue to attract good rates, especially the geared ones. After years of flat rates, this size range at last saw a revival during the first months of 2004, reaching a climax in May-June 2005, with $ 11,000 for 12 months. Rates have since receded to around $ 8,000, but are still way above their early 2000s flats of $ 4,000-5,000.


    The containership second-hand market

    'The calm after the storm'

    The containership second-hand market began to contract as of March and April 2005, with a more pronounced reduction from the beginning of September. Prices stabilised at the end of the year at levels close to those achieved at the beginning of 2004.

    Already at the end of 2004 there were signs of weakening, particularly for ships of 1,000 to 1,500 teu. In addition, it is in this size category, that the biggest drop in prices was witnessed.

    Sale statistics for 2005 (for all sizes) show a net decline in activity, with the total transactions reported being 206 (cellular, non-cellular and ro-ro's) against 391 in 2004, including 145 cellular ships (with 33 ships under construction).

    The volume of ships purchased or long term charters signed up in 2004 was sufficient to cover most of the tonnage needs in 2005. No less than 60 ships, out of the 145 cellular containerships were sold to German investors, either with charters back, or with long t/c attached to the sale. These German investment funds, the KG's, made a show of strength this year by taking a predominant role in the purchase of containerships. They come in second place, after the Swiss operator MSC, which has been in the lead these past two years, with over 50 ships being purchased.

    With declining freight rates not inciting traditional buyers to invest, it was left to the fiscal operators being the only players to help uphold the second-hand market as well as they could. Uncertainties concerning the trade flow, bunker prices or even the exchange rates, have contributed to owners-operators' lack of optimism.

    Paradoxically, owners' asking prices remained very high compared to freight rates, which continued to drop as from the spring. This caused an important gap and a negative return on investment ratio in the short and medium term, making it even harder to carry out transactions. The situation was such, that at the end of the year neither traditional buyers, nor the German and Norwegian investment funds were in a position to conclude a deal. Only the biggest ships, of 2,500 teu or more, were able to emerge unscathed, given the few ships being offered and their popularity with the investors.

    The pursuit of economies of scale on the regular liner services justifies in the same way the relative price resistance for ships of 2,500-3,000 teu and over. Large ships seem to reassure investors, who consider them to be less exposed to the vagaries of the market.



    Amongst the main en-bloc sales we can list:

  • 4 ships of 9,700 teu, built by Daewoo, for delivery in 2008, sold by CMA CGM to Conti Rederei against a 15 year time charter at $48,000 per day.
  • The German group Schoeller sold 6 ships of 3,388 teu, which are being built in Germany, for delivery in December 2006, April, May, June 2007, February and April 2008 respectively to two different German buyers: NSC Schiffart (4 ships for $60 million each) and Thien & Heyenga (2 ships).
  • The same owner, Schoeller, sold 6 units of 2,742 teu, which are being built at Aker for delivery in March, April, June, August, September, and October 2006 respectively to 3 different buyers: Far Eastern Shipping (Russian), Salamon (German) and Zim (Israeli).
  • Evergreen (Taiwan) sold 3 units of 4,229 teu, built in 1993 by Onomichi, to Dainichi Invest for a price of $ 45 million each, backed by a 10 year charter.


  • Containerships less than 900 teu

    In this size category, the market has returned to its traditional habits for second-hand transactions. Last year, due to a scarcity in the larger and faster ships, owners had to fall back on the smaller and slower units, of which there are plenty in this category of the fleet. Under much less pressure this year, buyers were able to be far more selective. Only 11 ships with a speed of under 15 knots found buyers out of the 49 transactions registered in this sector. Even the non-cellular ships, of which the vast majority of existing units are relatively slow, followed the same pattern, with 24 ships having a speed under 15 knots being sold out of a total of 50 deals.

    On the other hand, the nationalities of buyers remain extremely varied. This year, again, the Far East is well represented in this category, as well as Greece, Italy and, of course, Germany.

    Values of these ships have suffered the most during the course of 2005, with a drop of around 30 to 35 % between January 1st and December 31st, depending on age and quality.

    Containerships from 900 to 2,000 teu

    There was far less activity compared to 2004, but with an average of one ship being sold per week, this sector remained the most active. The three buyers who enlivened this market in 2004, Zim, MSC, and CMA CGM were relatively quiet this year, with respectively 1, 2, and 3 ships being purchased in this category.

    The market's peak was achieved in March 2005, with the sale of two Flensburg-type resales 'Viking Hawk' and 'Viking Eagle', 1,740 teu, for delivery in 2005 by the Chinese shipyard Guangzhou Wenchong, to owner Seatankers (Fredriksen) for $49.5 million each!

    Another interesting sale took place in the summer, with three 1,155 teu, gearless, resales from the operator Kasif Kalkavan and of the improved Mark XI-type, built at Orskov, to MPC Capital (Germany) for a price close to $ 33 million per unit. These ships were nevertheless inspected by a large number of potential buyers during 8 to 9 months, without any takers able to find employment justifying such a price being found.

    In January 2005, Foresight sold two units of the BV1700 type, 'Pride of Mumbai' (geared), and 'Pride of Delhi' (gearless), built respectively in 1993 and 1994 in Germany, for a price of $ 31 million each to Marconsult (Germany). This price was justified by a 36 month charter, fixed at $ 23,700 per day with Hapag-Lloyd, being attached. It is interesting to note that a sister ship of these two, the 'Lina' was sold at the end of the year by Zim to Marconsult at a price of $ 24.5 million, against a charter for less than 30 months with Evergreen at a level of 'only' $ 19,750 per day.

    Containerships from 2,000 to 3,000 teu

    This market also faced a reduced number of transactions in 2005 compared to 2004, with 22 against 42 respectively, and no less than 14 sales of ships on order or under construction.

    The few ships on the market for sale explain the weak activity in this sector. It was not, however, the buyers that were in short supply. The confidence of operators was particularly felt in this size category, which, to a large extent, explains the relatively firm prices being proposed. In addition, the majority of ships had been financed thanks to the German KG system or by way of British tax-lease schemes, which prohibited their resale for several years. The owner Schoeller, already mentioned, stood out with the sale of 6 of its ships of the CS2700 type, all for delivery in 2006, at a unit price of $ 57 million.

    Half of the remaining sales were made up of 4 old ships belonging to MC Shipping, the 'Maersk Belawan', 'Maersk Brisbane','Maersk Bahrain' and 'Maersk Barcelona', 2,824 teu, built between 1975 and 1976, sold to KGAL (Germany) for $ 7.5 million each, including a 24 month time charter to Maersk Line, and some other less significant transactions.

    Containerships of over 3,000 teu

    Less than 20 ships over 3,000 teu changed hands in 2005, compared to nearly 60 the previous year. Except 5 ships, of which 2 units (4,334 teu and built in 2004) sold to Danaos, and 3 ships (of 4,229 teu and built in 1993) sold to Dainichi, the German KG's swallowed up all the other transactions.

    The entirety of these sales was confined to just 7 en-bloc deals! We can make the same comment as for the previous category, namely that the scarcity of transactions was due to the virtual absence of sellers'

    Conclusion

    A year which proved all in all to be fairly morose in terms of number of sales and a slackening trend which progressively developed throughout the whole year. The decline in market prices became noticeable as from the autumn of 2005. It is always difficult to give a definite view as to the evolution of the container market in the medium and long term, as the mini crisis at the end of 2003 is still fresh in one's mind and is witness to the speed at which the market can turn around.

    However, the forecast of slight weakening in Asian economic growth, the long list of ships to be delivered in 2006 (which has not really put a dampener on the continuing chase for orders) and the umpteenth hike in the price of bunkers gives cause for concern'

    Without actually falling into a deep pessimism, the market can begin to worry about the enthusiasm which potential buyers will demonstrate in the face of ships which will be coming off charter in 2006. The only containerships which will be still intensively pursued, will be those being committed for the next two to three years, and at a reasonable charter rate'

    Shipping and Shipbuilding Markets in 2005

    I N D E X

    ›››Archivo
    DESDE LA PRIMERA PÁGINA
    El Gobierno alemán destina 400 millones de euros para apoyar la transición energética en el sector marítimo-portuario
    Berlín/Hamburgo
    Bornheim (VDR): Devolver estos fondos a las empresas que invierten en descarbonización es una señal importante. ZDS exige nuevas medidas.
    En los primeros tres meses de 2025, el tráfico de mercancías en el puerto de La Spezia cayó un -9,4%
    La especia
    En el puerto de Marina di Carrara se registró un crecimiento del +3,7%
    Ruote Libere denuncia la flexibilización de los controles antimafia en el sector del transporte por carretera
    Módena
    Franchini: La obsesión del ministro Salvini con la construcción del Puente del Estrecho, incluso a costa de ampliar los controles
    El índice de conexión de Italia a la red mundial de servicios marítimos en contenedores cae por cuarto trimestre consecutivo
    El índice de conexión de Italia a la red mundial de servicios marítimos en contenedores cae por cuarto trimestre consecutivo
    Ginebra
    Índices PLSCI de los principales puertos nacionales en alza por volumen de tráfico de contenedores
    Se aprobó un proyecto de ley para evitar que la gestión de los puertos y aeropuertos de Córcega recaiga en empresas privadas.
    París
    Prevé la creación del Établissement Public du Commerce et de l'Industrie
    En la India, está previsto designar al menos un remolcador en los principales puertos para emergencias en el mar.
    Bombay
    Actualmente esto sólo está sucediendo en los puertos de Mumbai y Chennai.
    Proyecto de ampliación de HMM y CMA CGM Total Terminal International Algeciras
    Seúl
    Se prevé una inversión de 150 millones de euros. La capacidad se incrementará a 2,8 millones de TEU.
    Reunión de la Comisión Europea para definir la estrategia de desarrollo de los puertos y la industria marítima de la UE
    Bruselas
    Convocatoria de artículos hasta el 28 de julio
    Assarmatori pide apoyo para los marinos italianos empleados en rutas de corta distancia y para la renovación de las flotas de ferry
    Assarmatori pide apoyo para los marinos italianos empleados en rutas de corta distancia y para la renovación de las flotas de ferry
    Roma
    Messina: Es necesario rediseñar el régimen de ayudas estatales para los astilleros europeos
    En los primeros cuatro meses de 2025, el tráfico marítimo de contenedores entre Asia y Europa creció un +4,8%
    Tokio
    -6,4% de caída en los envíos a puertos asiáticos. +9,0% de aumento en los volúmenes de descarga en Europa.
    El impacto en Italia de un posible cierre de la ruta marítima por el estrecho de Ormuz sería significativo
    Roma
    La flota mercante de productos energéticos controlada por la industria naviera italiana interesada en estos tráficos asciende a aproximadamente 80 unidades.
    El tráfico de carga en los puertos marítimos de China creció un +3,7% el mes pasado
    El tráfico de carga en los puertos marítimos de China creció un +3,7% el mes pasado
    Pekín
    Los contenedores ascendieron a 26,7 millones de TEU (+6,1%)
    En 2024, se perdieron en el mar 576 contenedores de los más de 250 millones transportados por buques.
    Washington
    Unas 200 personas han caído de portacontenedores en la región del Cabo de Buena Esperanza
    La FMC cuestiona el acuerdo que exime a las empresas del Consejo Mundial de Transporte Marítimo de las normas antimonopolio de EE. UU.
    Washington
    Mientras tanto, Sola, designado por Trump el 20 de enero para la presidencia de la agencia federal, deja hoy su cargo.
    El sector marítimo-portuario europeo critica la reforma de la normativa aduanera comunitaria
    Bruselas
    Nota de CLECAT, ECASBA, Armadores Europeos, ESPO, Feport y WSC
    El Consejo de la UE acuerda la reforma del Código Aduanero de la Unión
    Bruselas
    A CLECAT le preocupa la persistencia del concepto de "Persona Única Responsable" en el texto
    En los primeros tres meses de 2025, el tráfico de mercancías en el puerto de Civitavecchia creció un +2,4%
    Civitavecchia
    Aumento del +9,9% en Gaeta y descenso del -17,1% en Fiumicino
    Le Aziende informanoSponsored Article
    Accelleron consolida le partnership con Somas e Geislinger per sostenere l'efficienza e la sostenibilità del settore marittimo
    La empresa japonesa de construcción naval Imabari Shipbuilding adquiere el control de su compatriota japonesa JMU
    Imabari/Tokio
    La participación accionaria aumentó del 30% al 60%
    OMC: Los nuevos aranceles han dado un impulso al comercio que es poco probable que dure
    Ginebra
    La recuperación fue impulsada por los importadores que adelantaron compras ante los aumentos arancelarios previstos
    Terminal Investments Limited del Grupo MSC adquiere el 50% del capital de Barcelona Europe South Terminal
    Barcelona
    La operación fue autorizada por la Autoridad Portuaria de Barcelona
    No existen decretos de aplicación de la ley SalvaMare y los ciudadanos italianos pagan por la gestión de los residuos pesqueros que no se lleva a cabo.
    Roma
    La Fundación Marevivo y la Federación del Mar lo denuncian
    En cinco años y medio se han incautado 1.244 toneladas de droga en puertos de la UE
    En cinco años y medio se han incautado 1.244 toneladas de droga en puertos de la UE
    Lisboa
    Las mayores cantidades pasan por puertos de Bélgica, España, Holanda, Italia y Alemania.
    El Convenio internacional sobre el reciclaje de buques entrará en vigor mañana
    Copenhague
    BIMCO insta a la UE a incluir a los astilleros indios en la lista de la UE de instalaciones de reciclaje de buques.
    Assologistica presenta el proyecto "Cruscotto" para garantizar la transparencia y la legalidad en el sector logístico
    Milán
    Ruggerone: es una infraestructura de confianza entre clientes y operadores
    Federagentes, los cruceros no pueden ni deben convertirse en el blanco de una campaña de odio indiscriminada
    Federagentes, los cruceros no pueden ni deben convertirse en el blanco de una campaña de odio indiscriminada
    Roma
    Se propone un "Pacto por el Mar" con soluciones para combatir el turismo excesivo del que no son responsables los buques de pasajeros
    Nuevo paso adelante para la construcción del sistema de transporte subterráneo de mercancías en Suiza
    Nuevo paso adelante para la construcción del sistema de transporte subterráneo de mercancías en Suiza
    Berna
    Cargo subterraneo planea construir un sistema de 500 kilómetros a mediados de siglo
    Carnival registra ganancias récord para el período marzo-mayo
    Carnival registra ganancias récord para el período marzo-mayo
    Miami
    El número de pasajeros de cruceros embarcados también alcanzó su punto máximo este trimestre.
    Federlogistica: Es imprudente activar obras ferroviarias sin un plan concertado
    Génova
    Falteri: Aislar el puerto de Génova de la red ferroviaria durante tres semanas supone poner en dificultades a todo el norte de Italia.
    Se privatizan terminales multipropósito en ocho puertos saudíes
    Se privatizan terminales multipropósito en ocho puertos saudíes
    Riad
    Cuatro serán operados por Saudi Global Ports y cuatro por Red Sea Gateway Terminal
    Se abre el debate público sobre el proyecto del Muelle VIII en el puerto de Trieste
    Se abre el debate público sobre el proyecto del Muelle VIII en el puerto de Trieste
    Trieste
    Se espera una inversión total de 315,8 millones de euros
    La surcoreana HD Hyundai se asocia con la estadounidense Edison Chouest Offshore para construir buques portacontenedores en EE. UU.
    La surcoreana HD Hyundai se asocia con la estadounidense Edison Chouest Offshore para construir buques portacontenedores en EE. UU.
    Seúl
    Se prevé la posibilidad de construir otros tipos de buques y construir grúas portuarias.
    Rixi: con el decreto Ómnibus está garantizada la Fase B del nuevo dique de Génova
    Roma
    Se autoriza un gasto de 50 millones de euros para 2026 y 92,8 millones para 2027
    El conflicto entre Israel e Irán lleva a Maersk a suspender las escalas en el puerto de Haifa
    Copenhague
    Los que están en el puerto de Ashdod continuarán.
    Compromiso de las naciones del norte de Europa para contrarrestar la Flota Sombra rusa
    Varsovia
    Si los barcos no enarbolan una bandera válida en el Mar Báltico y en el Mar del Norte - precisan - se tomarán las medidas adecuadas de conformidad con el derecho internacional.
    El tráfico de mercancías en los puertos franceses se mantiene estable en el primer trimestre de 2025
    El tráfico de mercancías en los puertos franceses se mantiene estable en el primer trimestre de 2025
    La defensa
    Aumento de los contenedores y graneles líquidos. Aumento de las cargas de descarga y disminución de las de carga.
    Cognolato (Assiterminal): Hoy más que nunca necesitamos una política portuaria coherente
    Roma
    "Todas las cuestiones críticas señaladas en los últimos años siguen abiertas", resaltó.
    Alessandro Pitto confirmado como presidente de Fedespedi
    Milán
    Se han renovado el Consejo de Administración, el Consejo de Árbitros y el Consejo de Auditores.
    La acción de protesta de los marineros griegos se intensifica, con los sindicatos PENEN y PNO lanzando acusaciones muy graves, incluidas las mutuas.
    El Pireo
    La huelga, declarada ilegal por los tribunales, bloquea algunos barcos del grupo Attica en el puerto de Patras
    Saipem se adjudica un contrato para un proyecto de extracción de fosfato en Argelia que incluye la modernización del puerto de Annaba
    Milán
    También está prevista la construcción de líneas ferroviarias.
    El Canal de Suez celebra el regreso del tránsito de portacontenedores de gran capacidad
    El Canal de Suez celebra el regreso del tránsito de portacontenedores de gran capacidad
    Ismailía
    Hoy lo cruzó el buque "CMA CGM Osiris" que tiene capacidad para transportar 15.536 teu.
    La OMI, la OIT, la ICS y la ITF instan a proteger los derechos de la gente de mar frente a la criminalización injusta
    Londres
    En abril se adoptaron las "Directrices sobre el trato justo de la gente de mar detenida en relación con presuntos delitos".
    Los nuevos aranceles de Trump también afectan el tráfico de contenedores en el Puerto de Long Beach
    Playa larga
    En los primeros cinco meses de 2025 se registró un incremento del +17,2%
    La transferencia del puerto de Carrara del AdSP ligur al toscano no estuvo exenta de un diálogo con los operadores
    Milán
    Dario Perioli, FHP, Grendi y Tarros lo piden
    Se necesitan hasta 768.000 millones de dólares en inversiones para adaptar los puertos mundiales al aumento del nivel del mar
    Nueva York
    El puerto de Los Ángeles siente el impacto de las nuevas tarifas en el tráfico de contenedores
    Los Ángeles
    En mayo se registró un descenso del -4,8%.
    Assagenti propone un grupo de trabajo para resolver problemas portuarios, logísticos e industriales
    Génova
    Un órgano consultivo "solucionador de problemas" integrado, además de por las categorías del clúster marítimo, por las industrias manufactureras del cuadrante Noroeste
    El tráfico de carga en el puerto de Singapur cayó un -4,6% en mayo
    Singapur
    Nueva grúa volcada para entrega en nueva zona portuaria de Tuas
    En el primer trimestre de 2025, el tráfico de mercancías en la red ferroviaria suiza cayó un -6,4%
    Neuchâtel
    Rendimiento del servicio: 2.350 millones de toneladas-km, un descenso del 8,2%
    ANGOPI teme que las nuevas medidas para garantizar la continuidad marítima penalicen los servicios de amarre
    ANGOPI teme que las nuevas medidas para garantizar la continuidad marítima penalicen los servicios de amarre
    Isquia
    Poder: es necesario sacarlos de un mecanismo perverso
    La holandesa HES International operará una terminal granelera en el puerto de Marsella-Fos
    Marsella
    El contrato de concesión tendrá una duración mínima de 30 años
    El Gobierno de Ibiza se opone al programa de pernoctaciones de ferry de Trasmed
    Ibiza/Valencia
    Se considera un "hotel clandestino", mientras que la compañía lo define como un servicio de cruceros.
    Bruno Pisano nombrado comisario extraordinario de la Autoridad Portuaria del Mar de Liguria Oriental
    Roma
    Asumirá el cargo el próximo lunes
    Federlogistica propone una comparación entre operadores sobre la tarifa de congestión a la espera de una solución del gobierno
    Génova
    En los primeros cinco meses de 2025, el tráfico de contenedores en el puerto de Gioia Tauro creció un +10,3%
    Alegría Tauro
    Se manejaron 1.813.071 TEU
    En el International Propeller Clubs se entrega el Premio Dorso para el área mediterránea
    Nápoles
    En reconocimiento del papel primordial que desempeñan los operadores logísticos en el tráfico mediterráneo
    ABB firma un acuerdo de servicio con la línea de cruceros estadounidense Royal Caribbean
    Zúrich
    Tiene una duración de 15 años y abarca 33 buques de la flota.
    P&O Maritime Logistics (DP World Group) adquirirá el 51% de NovaAlgoma Cement Carriers
    Lugano
    Nova Marine Holding y Algoma Central Corporation conservarán el 49%
    Tráfico de mercancías estable en los puertos de Génova y Savona-Vado Ligure en mayo
    Génova
    En el aeropuerto de la capital de Liguria se registró un descenso del -2,4% y en el de Savona un aumento del +7,2%.
    Consilium Safety Group amplía su presencia en Turquía y el mercado marítimo
    Gotemburgo
    Ares Marine adquirido
    Los primeros vagones de mercancías InnoWay han salido de la planta de Bagnoli della Rosandra
    Fincantieri ha abierto una nueva Antena de Innovación en Corea del Sur
    Seúl
    Está ubicado en el corazón del distrito tecnológico de Seúl.
    Los comisionados de las distintas AdSP también asumen las competencias atribuidas a los Comités de Gestión.
    Roma
    Disposiciones para las autoridades portuarias del mar Jónico, del mar Adriático centro-norte, del mar de Liguria oriental y del mar Tirreno septentrional
    INCICO, con sede en Ferrara, adquiere Italiana Sistemi y se centra en la ingeniería de transporte
    Ferrara/Nápoles
    Está especializada en ingeniería de infraestructuras y plantas en los sectores ferroviario y de carreteras.
    Hupac anuncia la ampliación del servicio de transporte Duisburg-Singen con conexiones a Italia
    Ruido
    Se realizarán salidas diarias.
    Se ha realizado la transferencia del 80% del capital de Louis-Dreyfus Armateurs a InfraVia
    Suresnes/París
    La familia Louis-Dreyfus conserva el 20% restante
    Puerto de Génova, luz verde para la ampliación de la concesión a Spinelli hasta el 30 de septiembre
    Génova
    Vale también la ampliación al grupo Campostano
    El Fondo Marítimo Nacional inició el reconocimiento de becas
    Génova
    Se otorgan para cursos de formación básica y familiarización en seguridad.
    RFI y MIT firman la actualización del contrato del programa por aproximadamente 2.100 millones
    Roma
    Se prevén unos 500 millones de euros para la gestión de la red ferroviaria
    San Giorgio del Porto entrega un buque para el abastecimiento de gas natural licuado
    Génova
    Fue construido para Genova Trasporti Marittimi.
    Pisano (AdSP Liguria Orientale): los puertos de La Spezia y Carrara se han integrado casi a la perfección
    La Spezia/Bari
    Nombrado Comisario Extraordinario de la Autoridad Portuaria del Mar Adriático Meridional
    Raffaele Latrofa nombrado presidente de la AdSP del Mar Tirreno Centro-Norte
    Roma
    Es el teniente de alcalde de Pisa.
    Mazagon Dock Shipbuilders de India adquiere el control del astillero Colombo de Sri Lanka.
    Bombay
    Inversión de aproximadamente 53 millones de dólares
    Al Comisario de la Autoridad Portuaria del Mar de Liguria Occidental se le han otorgado los poderes y prerrogativas del Comité de Gestión
    Génova
    La medida pendiente del restablecimiento de los órganos superiores de dirección ordinarios
    Aprobado el Plan Operativo Trienal 2025-2027 de la Autoridad Portuaria del Adriático Central
    Ancona
    Opinión favorable del Organismo de Asociación para los Recursos Marinos
    El 2 de julio se celebrará en Génova la reunión pública del Centro Internacional de Estudios de Contenedores
    Génova
    Se abordarán las transformaciones físicas del contenedor y la digitalización de procesos.
    Andrea Ormesani es el nuevo presidente de Assosped Venezia
    Venecia
    Se ha renovado la junta directiva. Paolo Salvaro sigue siendo secretario general.
    Witte (ISU): En 2024, el sector de salvamento de barcos se estabilizó desde el mínimo de hace dos años
    Londres
    La empresa finlandesa Elomatic instalará propulsores de túnel en 11 cruceros de Carnival
    Turku
    Las obras comenzarán el próximo otoño y finalizarán en 2028
    La asamblea de Assarmatori se celebrará en Roma el 1 de julio
    Roma
    "Mediterráneo contracorriente" el tema del encuentro
    Fincantieri ha entregado el nuevo crucero Viking Vesta a la empresa estadounidense Viking
    Trieste/Los Ángeles
    Fue construido en el astillero de Ancona.
    La Guardia Costera de Génova ha puesto bajo detención administrativa al buque portacontenedores PL Germany.
    Génova
    La Armada italiana encarga dos nuevos buques de combate multipropósito a Fincantieri
    Trieste
    El pedido al astillero asciende a 700 millones de euros
    El Grupo MSC gestionará los servicios de cruceros en los puertos de Bari y Brindisi
    Bari
    Concesión de diez años con posibilidad de prórroga
    La Kombiverkehr alemana vuelve a generar beneficios en 2024
    Fráncfort del Meno
    El nivel de ingresos se mantuvo sin cambios en 434,6 millones de euros.
    Deltamarin diseñará los seis nuevos buques ro-pax encargados por Grimaldi para las rutas del Mediterráneo
    Turku
    PROXIMAS SALIDAS
    Visual Sailing List
    Salida
    Destinación:
    - orden alfabético
    - nación
    - aréa geogràfica
    La práctica de la subcontratación en la logística europea está creando un mercado laboral paralelo donde no se respetan los derechos
    Bruselas
    Presentan informe "Lo sentimos, lo subcontratamos"
    Mañana Grendi lanzará el cuarto barco del grupo en rutas hacia y desde Cerdeña.
    Milán
    "Grendi Star", con una capacidad de carga de 2.800 metros lineales, conectará Marina di Carrara y Cagliari
    Firmado el contrato de apoyo operativo de las fragatas FREMM entre Orizzonte Sistemi Navali y OCCAR
    Taranto
    El acuerdo tiene un valor total de aproximadamente 764 millones de euros.
    Llamamiento a reformar todo el sistema de formación de conductores en el sector del transporte
    Roma
    Se presentaron siete propuestas
    En el puerto de Gioia Tauro, militares de la Guardia di Finanza incautaron 228 kilos de cocaína
    Regio de Calabria
    Dos estibadores detenidos
    Puerto de Livorno, nuevo observatorio para encontrar soluciones al problema de la congestión portuaria
    Livorno
    Marilli: Buscaremos soluciones para llegar a la posible revocación de la tasa portuaria
    Lockton PL Ferrari cerró el último ejercicio fiscal con unos ingresos brutos de 34 millones de dólares
    Génova
    El volumen de primas de seguros aumentó a 350 millones
    El grupo polaco Trans Polonia adquiere el holding holandés Nijman/Zeetank
    Tczew
    Se especializa en el transporte y logística de productos líquidos y gaseosos.
    d'Amico Tankers vende dos petroleros construidos en 2011 por 36,2 millones de dólares
    Luxemburgo
    Serán entregados a los compradores a finales de julio y el 21 de diciembre.
    La Academia de la Marina Mercante Italiana prevé 13 nuevos cursos gratuitos
    Génova
    Más de 300 puestos disponibles
    Una delegación de Wista Italia visita los puertos de Catania y Augusta
    Catania/Agosto
    La asociación está formada por mujeres que ocupan puestos de responsabilidad en los sectores marítimo, logístico y comercial.
    En los cinco primeros meses de 2025, el puerto de Algeciras gestionó 1,9 millones de contenedores (-6,3%)
    Algeciras
    Los contenedores vacíos disminuyeron un -5,5% y los llenos un -6,4%
    El Grupo Reway entra en el sector del mantenimiento de infraestructuras ferroviarias portuarias
    Licciana Nardi
    Dos contratos adjudicados por la AdSP del Mar de Liguria Oriental
    Delcomar y Ensamar se hacen cargo de los servicios marítimos con las islas menores de Cerdeña
    Cagliari
    Se ha adjudicado la licitación para la concesión de las conexiones por seis años
    Puerto de Trieste, el recién nombrado Gurrieri torpedea al recién nombrado Torbianelli
    Trieste
    Russo (Pd): es un sórdido juego de poder
    SeaLead de Singapur amplía su oferta de transporte marítimo para conectar Turquía e Italia
    Singapur
    Ruta conectada a los servicios que transitan por el Canal de Suez
    El programa estadounidense de Iniciativa de Seguridad de Contenedores se extiende a Marruecos
    Rabat
    Amrani: Consolidemos el papel de Tanger Med como centro marítimo seguro y de clase mundial
    Primer trimestre muy positivo para los bancos griegos Euroseas
    Atenas
    Pittas: el impulso positivo continuó en el segundo trimestre
    Assonat y SACE presentan un plan para los puertos turísticos italianos
    Roma
    Kuehne+Nagel ha abierto una nueva sucursal en Nápoles
    Milán
    El objetivo es apoyar el crecimiento operativo del grupo en el sur de Italia.
    RINA ha adquirido la totalidad del capital de la empresa finlandesa Foreship
    Helsinki
    La empresa con sede en Helsinki está especializada en consultoría en el campo de la ingeniería marina y mecánica.
    El tráfico de contenedores cae en los puertos de Barcelona y Valencia en mayo
    Barcelona/Valencia
    Reanudación del tránsito de contenedores en el puerto catalán
    El tráfico anual de carga en los puertos griegos se mantendrá estable en 2024
    El Pireo
    Los volúmenes internos están creciendo, mientras que el comercio exterior está disminuyendo
    Perplejidad de los transitarios, agentes de aduanas y agentes marítimos de La Spezia ante la cesión del puerto de Carrara a la AdSP toscana
    La especia
    Tímidamente, "esperan que se tengan en cuenta los avances logrados hasta ahora".
    Francesco Mastro nombrado comisario extraordinario de la Autoridad Portuaria del Mar Adriático Sur
    Roma
    Asumirá el cargo el 30 de junio.
    John Denholm será el nuevo presidente de la Cámara Naviera Internacional
    Atenas
    Reemplazará a Emanuele Grimaldi dentro de un año.
    Se han instalado los comisarios extraordinarios de las dos Autoridades del Sistema Portuario de Liguria
    Génova/La Spezia
    Matteo Paroli y Bruno Pisano al frente de las instituciones
    El tráfico de contenedores en el puerto de Hong Kong cae drásticamente en mayo
    Hong Kong
    Se manejaron 1,05 millones de TEUs (-12,7%)
    Assogasliquidi-Federchimica muestra el camino para acelerar la descarbonización del transporte por carretera y marítimo
    Roma
    Amadei: Nuestro sector está preparado y ha llegado el momento de tomar decisiones industriales valientes
    El comando del petrolero Eagle S es acusado de cortar cables submarinos en el Golfo de Finlandia
    Ventajas
    El accidente fue causado por el ancla del barco.
    Plataforma en línea para denunciar problemas críticos que ponen en riesgo a los trabajadores del transporte
    Génova
    Fue preparado por Fit Cisl Liguria
    GNV creará una conexión directa de verano entre Civitavecchia y Túnez
    Génova
    Circulará por el trazado histórico vía Palermo.
    Completada la unificación de las concesiones de Grimaldi en el puerto de Barcelona
    Madrid/Barcelona
    El contrato vence el 20 de septiembre de 2035.
    En los primeros cinco meses de 2025, el tráfico de carga en los puertos rusos cayó un -4,9%
    San Petersburgo
    En mayo se registró una disminución de aproximadamente -12%.
    El Grupo Logístico Raben crea una filial en Turquía
    Milán
    Contará con 20 empleados y un almacén cross-dock de 2.000 metros cuadrados
    Alberto Dellepiane confirmado como presidente de Assorimorchiatori
    Roma
    La composición de toda la dirección de la asociación permanece inalterada.
    Acuerdo entre Fincantieri y PMM de Indonesia para desarrollar soluciones para afrontar nuevos retos submarinos no convencionales
    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
    La asamblea de Assarmatori se celebrará en Roma el 1 de julio
    Roma
    "Mediterráneo contracorriente" el tema del encuentro
    El 2 de julio se celebrará en Génova la reunión pública del Centro Internacional de Estudios de Contenedores
    Génova
    ››› Archivo
    RESEÑA DE LA PRENSA
    US has its eye on Greek ports
    (Kathimerini)
    Proposed 30% increase for port tariffs to be in phases, says Loke
    (Free Malaysia Today)
    ››› Reseña de la Prensa Archivo
    FORUM de lo shipping y
    de la logística
    Intervento del presidente Tomaso Cognolato
    Roma, 19 giugno 2025
    ››› Archivo
    Adjudicadas las obras de adecuación estructural del muelle 23 del puerto de Ancona
    Ancona
    Intervención por valor de más de 11,8 millones de euros
    Conferencia sobre el papel del GNL y el bioGNL para la descarbonización del transporte y la industria
    Roma
    El evento Federchimica-Assogasliquidi tendrá lugar el lunes en Roma.
    La holandesa Bolidt aumenta su presencia en el sector de cruceros con la adquisición de la estadounidense Boteka
    Hendrik Ido Ambacht
    Contship Italia ha adquirido la empresa de servicios aduaneros genovés STS
    Melzo
    La empresa ligur fue fundada en 1985
    Francesco Benevolo ha sido nombrado comisario extraordinario de la AdSP del Mar Adriático Centro-Norte
    Roma
    Es director de operaciones de RAM - Logística, Infraestructura y Transporte
    Montaresi dimite como comisario de la Autoridad Portuaria de Liguria Oriental
    La especia
    En los ocho meses de gestión -subraya- no hemos perdido ni un segundo.
    Gurrieri ha sido nombrado comisario extraordinario de la AdSP del Mar Adriático Oriental
    Trieste
    A la espera de que concluya el proceso formal para la designación del presidente
    Los comisarios de la AdSP de Liguria Occidental han entregado su mandato al ministro Salvini
    Génova
    La decisión se enmarca en el proceso de designación y nominación de los nuevos líderes.
    Confetra critica las disposiciones del decreto-ley Infraestructura para el transporte por carretera
    Roma
    La Confederación insta a bloquear el proceso de nombramiento de los presidentes de las autoridades portuarias
    Las taiwanesas Evergreen, Yang Ming y WHL vieron una caída en sus ingresos en mayo
    Keelung/Taipéi
    El descenso se acentúa para las dos principales empresas
    La surcoreana KSOE obtiene un pedido para construir ocho portacontenedores de 15.900 TEU
    Seongnam
    El valor unitario de cada buque es de aproximadamente 221 millones de dólares.
    Primera terminal portuaria para el tráfico de automóviles de la línea griega Neptune
    El Pireo
    Se inaugurará el próximo año en el puerto francés de Port-La Nouvelle.
    - Via Raffaele Paolucci 17r/19r - 16129 Génova - ITALIA
    tel.: +39.010.2462122, fax: +39.010.2516768, e-mail
    Partita iva: 03532950106
    Registrazione Stampa 33/96 Tribunale di Genova
    Director: Bruno Bellio
    Prohibida la reproducción, total o parcial, sin el explicito consentimento del editor
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