The first US flagged yacht made her way into Cuban waters since the trade embargo between the two countries were implemented in the 1960’s, when a 78ft Numarine yacht, Still Water, docked in Marina Hemingway near Havana last week. The yacht carried 12 American guests as she crossed the Straits of Florida, having departed from Key West four hours prior
CPA mulls building container terminal in Bay island
A tiny island developed on the Bay of Bengal is believed to be a blessing for the country as construction of a container terminal on it would facilitate arrival of mother vessels in the Chittagong port.
Currently, no mother vessel enters into the Chittagong port mainly due to low draught ranging 8.0-9.0 metres in the Karnaphuli channel.
As a result, mother vessels which usually carry around 10,000 containers release those meant for Bangladesh in Singapore, Port Klang of Malaysia and sometimes in Colombo of Sri Lanka.
And the bulk carriers discharge cargoes at the Kutubdia point with around 14 metres draught. Later small-sized vessels bring the cargoes to the Chittagong port.
Once the terminal is constructed, the cost of doing business, especially external trade, is expected to fall as direct cargo handling from mother or big vessels would save time and money.
However, after development of siltation, a primary investigation was made by the Chittagong Port Authority (CPA).
At 70.8 million tons, Hamburg’s first half seaborne cargo throughput was just below the previous year’s
In the universal port of Hamburg, for the first six months of the year bulk cargo handling at 23.6 million tons was 12.3 percent up on the previous year. First-half container throughput reached 4.5 million TEU (20-ft standard containers), remaining 6.8 percent below the impressive previous year’s total.
On bulk cargo handling, with a dramatic rise of 19 percent it was especially the strong coal and ore imports, totalling 11.5 million tons, which led to grab cargoes powering growth. Coal imports reached 3.8 million tons, producing strong growth of 46.3 percent. Apart from the steelworks of Northern and Eastern Germany, the main customers for coal are industry, and power stations. When running at full capacity, the new Moorburg coal-fired power station in operation in Hamburg since March this year will require up to 4.2 million tons of hard coal annually. Coal imports are unloaded at its own facility. “This volume of coal will enable up to 11 billion kilowatt hours of power to be generated, or almost as much as Hamburg needs in a year. At the same time, the plant produces one-quarter less CO2 than older coal-fired stations, and moreover can be steered so flexibly as to react very effectively to fluctuating power input derived from renewable energy sources,” says Pieter Wasmuth, head of Vattenfall for Hamburg and Northern Germany.
Due to increased grain exports, especially, the suction cargoes segment achieved a particularly good result at 5.3 million tons, up by 22.4 percent. First-half throughput of liquid cargoes at 6.7 million tons was 3.3 percent slightly below the comparable figure last year.
At 876,000 tons, handling of non-containerized general cargo, large plant elements and wheeled cargoes for example, remained 5.8 percent below the previous year’s total. At 4.5 million TEU (20-ft standard containers), container handling in the first six months of the year did not keep pace with the previous year’s strong performance. The 6.8 percent downturn was primarily attributable to weak foreign trade for the port’s two leading partners, China and Russia, for which container traffic totals via Hamburg were distinctly lower than last year’s, for China by 10.9 percent at 1.3 million TEU and for Russia by 35.9 percent at 212,000 TEU.
Since Hamburg with its strong Baltic trades handles an around 6 percentage points higher proportion of transhipment cargo than Antwerp or Rotterdam, the downturn in cargoes to/from China and Russia hit container handling at Germany’s largest universal port especially hard. A large part of the cargo for/from China and Russia is transhipped via Hamburg, being transferred from large containerships on to feederships, or vice versa. “In the first half of 2015 China’s total foreign trade shrank noticeably, by 6.9 percent. The weak trend in foreign trade was especially apparent in exports from China to Europe on account of the costlier yuan. During the first six months of the years the euro was on average 19 percent lower than the yuan, making purchase of Chinese goods costlier for European importers,” explained Axel Mattern, CEO of Port of Hamburg Marketing.
On container traffic with Russia, in addition to the trade sanctions still in force, other factors such as the weak rouble, the fall in the oil price and economic recession have also caused the distinct downturn in container throughput evident in Hamburg. “Goods from abroad are becoming costlier for Russian importers. Willingness to consume or to invest in Russia is noticeably dwindling. The IMF is assuming a 3.4 percent drop in Russian GDP this year. The fact that 32.1 percent fewer containers were handled in the first half of the year in Russia’s Baltic ports than in 2014 serves to underline this description of the current economic situation,” says Ingo Egloff, CEO of Port of Hamburg Marketing.
At the Port of Hamburg’s half-year press conference both Egloff und Mattern emphasized that the weak trend in transhipment throughput with China and Russia could not be offset by the excellent development of continental services with the hinterland. Hamburg’s seaport-hinterland traffic developed extremely well in the first half. “Altogether 2.9 million TEU were transported, an increase of 2.3 percent. That set a new record for land-side container transport. Container transport by rail climbed to 1.2 million TEU. That is an advance of 6.4 percent and clearly shows that rail is capable of above-average growth in container transport,” said Mattern.
The half-year figures show how essential it is to implement the still outstanding dredging of the navigation channel to facilitate improved handling of ultra-large vessels, so that large quantities of transhipment cargo should continue to come to Hamburg, rather than being handled in other ports in the North Range because restrictions on the Elbe limit exploitation of mega-ships’ transport capacities. “Following dredging of the navigation channel, an especially large containership could transport up to 1,800 more loaded containers (TEU) both inbound and outbound. The number of ultra-large containership calls rose again in the first half of 2015. Those with slot capacity of up to 13,999 TEU made 255 calls, or 18 percent more, and ships with over 14,000 TEU, 53 calls, or 96 percent more. The still not implemented dredging of the channel of the Lower and Outer Elbe must not become a competitive handicap for Germany’s largest port. Against the background of new handling capacities in the North Range, we find ourselves engaged in intense competition with such major ports as Rotterdam und Antwerp. At the same time we are seeing that generally sluggish container throughput plus occasional direct services to the Baltic region additionally fuel this competition,” said Mattern.
Employing more than 153,000 people in the Hamburg Metropolitan Region and generating added value of 20.5 billion euros, the Port of Hamburg is also of immense importance for the entire German national economy. To keep the universal port on its growth path, in the opinion of Axel Mattern und Ingo Egloff, apart from the dredging of the Lower and Outer Elbe, adaptation and expansion of access and dispersal corridors for freight transport by rail, truck and inland waterway craft are essential.
For 2015 the Port of Hamburg’s marketing organisation reckons with a further increase in bulk cargo handling and a slight overall downturn in container throughput. By the end of the year, seaborne cargo throughput of 141 million tons, including 9 million TEU, is possible. For this, it is essential that seaborne foreign trade with core markets should become stable.
Source: Port of Hamburg
As scrap prices dwindle, five unnamed members of the Bangladesh Ship Breakers Association (BSBA) have formed a pricing cartel to control prices on available tonnage into Chittagong, which commentators say will result in fewer vessels heading to Bangladesh for demolition in the near future. The cartel hopes to secure fairly priced ships for its buyers. Many shipbreaking yards in Bangladesh have posted huge losses over the past year. “It remains to be seen just how long this cartel will last, bearing in mind some of the prices quoted on certain units appear to be about $50/LDT behind what Indian and Pakistani buyers are offering. Therefore, we expect most of the dwindling supply of vessels to be diverted away from Bangladeshi shores in the foreseeable future,” GMS, the world’s largest cash buyer of ships, commented today in its weekly market report. Only seven vessels have been sold for demolition in Bangladesh over the past four weeks, compared with 21 vessels in the preceding four-week period. During the past week, Bangladeshi buyers have been offering $250/ldt for general cargo vessels, $30/ldt lower than India and $25/ldt less than in Pakistan. For tankers, Bangladesh has been offering $280/ldt, again $20/ldt to $30/ldt lower than its competitors on the subcontinent.“If end buyers are keen to acquire new vessels, a review of the system may be required yet again,” GMS said. Source : Splash 24/7
In the wake of the explosions near Tianjin port on Wednesday 12th August, MSC confirms that Tianjin Pacific International Container Terminal (TPCT) which is used by MSC, is located 6 kilometers from the blast site at the East Port Area. All MSC employees onshore are safe and there has been no impact on MSC crewmembers onboard our vessels. We do not foresee any further disruption to the sailing schedules. All MSC onshore operations resumed on 14th August. However, customs house will only accept official export and import declarations from Monday, 17th August. Interim services are available upon special request. As the Tianjin Maritime Safety Administration office has prohibited all loading and discharging of hazardous shipments from the port, MSC Tianjin Customer Service Team is contacting customers with information on alternative cargo arrangements. Source: Mediterranean Shipping Company (Cyprus) Ltd
113 Vessels Are Moored Off Tianjin Port After Deadly Blasts
About 113 vessels are anchored in the sea off Tianjin port in northern China, days after explosions at a hazardous-chemicals warehouse there killed 112 people and injured more than 700.
There were 68 bulk carriers, 26 dry cargo and passenger ships and 11 tankers anchored outside the port as of 8:15 a.m. local time Monday, according to data compiled by Bloomberg. The total includes eight ships used to support floating platforms in the sea. That compares with 110 vessels anchored offshore on Aug. 14.
The Aug. 12 blasts caused the port’s northern wharf to be closed to vessels carrying oil and hazardous products. Toyota Motor Corp. will shut three of its production lines in China through Aug. 19 because of evacuation advisories still in effect, while companies with local units such as U.S. agricultural-machinery maker Deere & Co. said facilities were damaged or operations affected. www.bloomberg.com...
Recently, the Norwegian Port of Bergen became the first port to provide a low-voltage shore connection facility and joined the growing network of ports offering onshore power supply for commercial ships. On 17 June, the port officially opened its shore power system for offshore supply vessels (OSV) by connecting the anchor handler Skandi Vega, a DOF Group vessel to the Norwegian grid.
In this week's spotlight, Fathom explore the concept of onshore power supply and the benefits that both the Port of Bergen and ship owners can reap from 'plugging in'. shipandbunker.com...
Rotterdam Kramer group intends to build the first automated container depot
In response to the report that the Rotterdam Kramer group intended to build the first automated container depot for empty containers in the world, the Dutch trade magazine ‘Nieuwsblad Transport’ spoke with commercial director Ted Holleman.Kramer has an agreement in principle with the Port of Rotterdam Authority to lease fifteen hectares on Maasvlakte 2, which can be occupied in two phases (of eight and seven hectares). Commercial director Ted Holleman estimates that it will be possible to handle around 125,000 containers (‘handlings’) a year in the first phase. The company has asked Kalmar and Terex, suppliers of equipment, to come up with designs for the new terminal. According to Holleman, both companies are very interested because a blueprint for an automated depot should be applicable throughout the world. He estimates that execution of phase one would cost between 15 and 20 million euros. This is roughly three times as much as a traditional depot, where containers are handled using reach stackers. The automated depot could be equipped with unmanned stacking cranes. According to Holleman, the main advantage is that the average time containers spend at depots of ninety days can be reduced considerably at an automated facility, thereby lowering the costs too.
Ferry Dharma Kenkana II aground off Pontianak, hundreds of passengers evacuated
Ferry Dharma Kenkana II ran aground in the morning Aug 15 in estuary of Kapuas river, western Kalimantan, Indonesia, approaching Pontianak port. 873 passengers on board of ferry, which arrived from Semarang, were evacuated. There are about a dozen of cars and trucks on board. As of morning LT Aug 17, vessel was still aground.