By: AJOT | May 06 2016 at 07:17 AM | Breakbulk & Projects
Kingston, Jamaica - To better serve the diverse needs of growers and exporters across Jamaica, Crowley is teaming up with subsidiary SeaFreight, and on-island shipping agent Lannaman & Morris, to hold an educational breakfast forum on Thursday, May 12 at 8:00 a.m. at Terra Nova All Suites Hotel in Kingston.
The event will feature a presentation from Christopher Prendergast, supervisor/agricultural specialist, United States Department of Agriculture Jamaica Preclearance Program, regarding procedures related to northbound shipments of agricultural goods to the U.S. Those interested in attending this free event are asked to RSVP to Stacia Nosworthy-Cunningham at 876-923-5541 or email@example.com.
Additionally, representatives of Crowley companies Customized Brokers, which specializes in customs clearance of all U.S. imports; CrowleyFresh, which offers cold-chain storage and logistics; and SeaFreight, which offers scalable liner and logistics solutions in the Caribbean and Central America, will be on-hand to discuss the full complement of the company’s complete supply chain solutions.
“We at Crowley are uniquely positioned to add value to our customers’ supply chains by both increasing the velocity of those supply chains with our integrated services, and in doing so, reducing their total landed cost,” said Mark Kearns, director, logistics operations. “This forum in Jamaica and other discussions like it, with both current and potential customers, is all about that proven value proposition.”
Despite the impending break-up of both the G6 and CKHYE alliances, both have announced plans to launch Asia-US east coast services, deploying neo-panamax vessels.
In preparation of the forthcoming opening of the Panama Canal’s new locks, said to be able to handle vessels of up to 13,000 teu, the G6 has announced the NYX service, linking China with Savannah, Norfolk and New York, employing ships of 9,000-10,000 teu.
And yesterday the CKYHE announced that its five Asia-US east coast services would also transit the canal, and include calls at Evergreen’s hub at Colon, on the Atlantic mouth of the waterway. The services will all employ vessels of 6,500-8,500 teu.
However, the International Transport Workers Federation (ITF) yesterday warned carriers there were increasing concerns about the safety of manoeuvring larger vessels in the new locks.
An ITF-commissioned study, by Brazil’s Fundação Homem de Mar (FHM), concluded that the locks’ dimensions are too small for safe operation (with both gates closed); that there are no refuge areas for tugboats inside the locks, leaving no room for failure (human error, miscommunication, broken lines or engine failure); that the bollard pull is insufficient and, as a result, manoeuvrability of the vessel was compromised in the locks under the average environmental conditions in Panama. In milder conditions the exercise was concluded safely, it added.
ITF said it had commissioned the study due to the “Panama Canal Administration’s (PCA’s) refusal to engage in dialogue on matters such as training, as well as the technical and construction issues that have led to delays in the operation of the new infrastructure”.
Speaking at the launch of the study in Panama City, ITF general secretary Steve Cotton said: “I wish I could report that the study gave the new locks the all clear. Sadly, I can’t.
“Instead we face a situation where those working on the canal, and those passing through it, are potentially at risk.
“The study was based on the PCA’s original plan to use one forward tug and one aft tug. We understand that compensatory alternatives are being examined, which we welcome.”
FHM employed Manoeuvring Simulator Class A to recreate the new locks, and modelled the arrival of a neo-panamax vessel and the tugboats that would assist its manoeuvres. A video of the exercise can be seen here.
“Those who’ll be working these locks have to be brought into the process, while there’s still time to fix the defects,” Mr Cotton continued.
“We believe that this is an issue where there is common ground with shipowners, insurers and others in the maritime industry, so we will seek to engage them in the discussions and strategies for improvement in this crucial area, and may also consider updating the simulation to cover new manoeuvring alternatives in co-operation with the PCA, as well as other shipping industry representatives.”
The G6 is also set to increase vessel size on one of its all-water loops via Panama, the PA2, which will be upgraded to 6,000 teu ships.
As a result of the increased capacity, two of the G6’s all-water loops that use panamax vessels – the NCE and the SCE/NYE – will be closed, and Alphaliner said “overall capacity deployed by the G6 carriers on all-water services will remain roughly the same as last year”.
Although a major shake-up of carrier alliances is expected, the alliance partners added that their existing grouping would remain in effect until April 2017.
By Mike Wackett 18/04/2016
According to the latest data collated by Dynaliners, there are 37 ultra-large container vessels (ULCVs) of over 18,000 teu in operation, with a staggering 72 more of these mega-ULCVs on order for delivery by 2020.
Including vessels still to be received, Dynaliners notes that Maersk Line will continue to head the ULCV league table with 31 vessels of 18,000 teu or over, followed by the newly-merged China Lines at 22 and MSC in third spot with 20.
With the exception of Asia to the US west coast, where CMA CGM is the only carrier so far to deploy 18,000 teu ships, the 100-plus mega-vessels will be restricted to operating between ports in Asia and Europe.
Already challenged by the current fleet of ULCVs, container ports will need to up their game again to cope with the ships that will be introduced into Asia-Europe loops over the next few years.
Speaking at the Global Liner Shipping Conference in London last week, APM Terminals chief executive Kim Fejfer outlined the challenges facing port operators from the new breed of mega-containership. He said the need for change in the port sector “has been more pronounced in the past two years than in the past twenty”.
“A decade ago, a large terminal with 900 metres of quay could handle three or more vessels simultaneously,” said Mr Fejfer, “but now, with vessels of 400 metres in length, the same terminal, even with reinforced quayside, larger STS [ship-to-shore] cranes and deeper depth, can only accommodate two ultra-large vessels at once to handle the same number of container moves.”
He argued that the potential 50% jump in container exchanges from handling 13,000 teu ULCVs to the largest 20,000 teu behemoths meant “considerably less flexibility for container terminals”.
“Now there is a need for more yard space, larger gates and more manning to handle the volume peaks in the terminal infrastructure. These result in additional costs to the terminal operator which the shipping lines are not ready to pay,” he said.
Elsewhere, the debate on mega-ships continues. In his latest blog, Economies of scale; a defunct shipping model?, OECD ports and shipping analyst Olaf Merk questions whether anybody – carriers, shippers or ports – is actually benefiting from the introduction of the ULCVs.
He notes that almost every ocean carrier has ordered the mega-ships to tap into the ‘economies of scale’ paradigm, but believes this has fuelled fleet overcapacity and depressed freight rates.
“There is not enough cargo, so container ships sail half-empty and lose money,” said Mr Merk. “So much for their projected cost savings.”
Accepting that shippers are ‘happy’ with low rates, Mr Merk notes that they have “traditionally spread risk by using different ships, different lines and different ports”.
“They could now find their cargo on one mega-ship, operated by one mega-alliance, calling at just a few mega-ports,” he cautions adding that this would be a “very risky cocktail” for shippers, with a delay or at worst an accident causing “mega-consequences”.
Noting also that mega-ships “can only be profitable if they are handled very quickly at ports”, Mr Merk is in agreement with the APMT executive in that container ports face “huge challenges” from the mega-ships bringing cargo peaks “that lower the return on investment”.
The Lone Star Express will start operations on May 2nd at Miami
By Patrick Burnson, Executive Editor
April 11, 2016
The 2M Alliance - composed of Maersk Line and Mediterranean Shipping Co. - recently announced the launch of a new service, the “Lone Star Express,” between Asia and the United States Gulf and East Coasts which includes a weekly rotation at Port or Miami.
The Lone Star Express will start operations on May 2nd using container vessels with a capacity of approximately 4,500 – 5,000 twenty-foot equivalent units (TEUs). The string includes the ports of Qingdao, Ningbo, Shanghai, Xiamen, Yantian, Busan, Cristobal, Houston, Mobile, Miami, Balboa, and Busan.
According to spokesmen, Miami has been steadily capturing new trade. It posted its strongest container traffic in a decade with a total of 1,007,800 TEUs during the 12 month period ending Sept. 30, 2015, an increase of 15 percent. Spokesmen add that Miami “was recently ranked among the fastest-growing seaports in the nation.”
In January alone cargo moves increased approximately 20 percent over January 2015.
Miami officials attribute this continued growth to the more than $1 billion of infrastructure investments made in port facilities. With the deepest shipping channel in the Southeast U.S. (-50/-52 ft), Miami is the only seaport south of Virginia capable of handling neo-Panamax vessels.
Miami also offers its users a fast access tunnel connecting the Port directly to the U.S. Interstate Highway System as well as the Florida East Coast Railway (FECR) on-dock intermodal rail service, provides rapid turnaround time for the movement of both import and export goods while delivering a seamless network reaching 70% of the U.S. market within four days.
Datamyne a leading provider of web-based international market intelligence, finds that U.S. import volumes, measured in TEUs gives Miami an 11th place ranking among U.S. ports – just behind Seattle, but ahead of Baltimore.
Gerry Wang, chief executive of the container carrier leasing giant, Seaspan Corp., agrees that Miami is poised to capture more market once larger vessels are introduced into the schedule.
“Currently, Miami, Norfolk and Baltimore are the only Atlantic U.S. ports that are capable of handling larger ships, while others like New York/New Jersey, Savannah, Charleston and Jacksonville still have harbor dredging work before mega-vessels are able to call there,” he says
Amazon plans to use container ships as DCs, and deliver directly by drone... ooops what about Customs
By Gavin van Marle 01/04/2016
Amazon is building on its recent entry into ocean freight forwarding with plans to invest billions of dollars in its own container shipping fleet.
It is seeking new economies of scale in every area of its international supply chain.
A person who was familiar with a person familiar with the matter, told The Loadstar that Amazon was now developing a strategy of not just controlling the entire end-to-end of its supply chain, but every other supply chain too.
“What Jeff Bezos has worked out is that if Amazon delivers absolutely everything in the world, then it really doesn’t matter what the cost of shipping will be – we’ll all have to pay it.
“What he’s trying to do is consolidate the freight buyer’s market to just one: Amazon. Walmart is a target; Home Depot is a target; Target even admits it’s a target, by calling itself a target.
“That’s the beauty of disruptive technology – Bezos is using Amazon’s cutting-edge tech to become the world’s first retail oligopoly, integrated into an oligopsony – and no one realises that’s happening; right under their very noses,” he allegedly said.
“Acquiring ships is the final part of that strategy. Amazon’s advanced predictive data has outlined that, with so much overcapacity in the global container shipping fleet, we should buy all of the world’s containerised consumer goods and store them on the vessels – there’s certainly enough spare space.”
According to Amazon insiders, the company’s supply chain eggheads are also drawing up a new operating model that could see container vessels anchoring off the coast of large consumer centres – such as the San Pedro Bay, Hudson River or English Channel – and using drones to deliver directly from ship to consumers.
This would cut out the need to use congested container ports, troublesome truckers and fractious freight forwarders, as well as redefining the concept of “near-shoring”.
“Owning our own ships also means we can offer ourselves slow-steaming or express container services; and in fact, our developers are now working on the concept of a ship that can steam slow and fast simultaneously – depending on whether customers are “Prime” members.”
Amazon investors are understood to be backing the strategy, and are braced for between two and three decades of excoriating losses.
“After all, that’s no longer than the container lines have been swimming in red ink and because of its edge in tech, no one can play the zero-sum game as well as Amazon,” the source told The Loadstar.
He added that non-containerised consumer goods, such as luxury cars and super-yachts, the big bucks stuff that the hoi polloi can look at in Amazon-delivered glossy magazines, are reserved for Mr Bezos and his friends.