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NOL
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Belteshazzar
Master |
16-Oct-2014 10:15
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worry is when they ask for right issue again |
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Trespasserx
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15-Oct-2014 17:12
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Think it is the entire shipping industry problem.. Cosco, vard, otto, semb marine, mermaid, etc etc..
Need me one company that operate in sea whose value has not been diminish for the past 2 weeks
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Davidson
Senior |
15-Oct-2014 17:08
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Each new day see a new low. Is the coming result very very bad? The price come straight down from a $1++. Endless fall??? Shipping business should be doing very very poor? Another junk counter!!! Cold sweat! | ||||
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danger
Supreme |
15-Oct-2014 16:37
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84.5c any takers ? |
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earlybird14
Supreme |
15-Oct-2014 12:43
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Majority of Shipping Line are hedging the bunker fuel. The Crude oil is dropping in last 3 month, so it won' t have immediate effect in next 2 quarter for bunker fuel price saving. Crude oil price dropping is good for shipping line, but this positive impact will only reflect in 1H2015 if the crude oil continue stay below 90 or even lower in the next 6 month to 1 year. It will be even better if the Crude oil can drop below 60 level. For those has faith with NOL, may consider NOL after crude oil hitting below 60, a even cheaper price may be obtained at that time. Now, basically not hitting bottom, world is worrying 1988 oil crisis will happen again. 1988 - oil crisis, 1997 - asian property crisis, 2003 - Sars Crisis, 2009 - credit crisis. 2014- 2015, may be the cycle is returned to be oil crisis. There are too many similarity in 1988 and now, US and Russia oil production are at record high, oil supply glut cannot be removed due to slow economic growth. Market is just started responding on it, may go worse.
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earlybird14
Supreme |
15-Oct-2014 12:33
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Better in term of 1H 2014. As you know, NOL still making loss in 1H 2014 with better freight rate, other asian company making breakeven and Maersk made huge profit. If you talking about 2H 2014, as you can see the freight rate now, it is below 800per TEU. We may see Maersk breakeven in 2H2014, NOL may make big loss. This imply an even ugly result is waiting for NOL in the next 6 month. Don' t hope for good result in next quarter result since the freight rate is worsen. The final quarter will be even worse after Christmas stocking is done. Insiders shall know and let go the support of NOL. If the coming result is bad, it may trigger a big sell down with current extremely low freight rate. current result + oult look, both negative will create huge sell down on NOL.
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pseudo
Member |
15-Oct-2014 11:23
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Positives: 1) Q3 Transpacific rates up 2) Bunker fuel price crash 3) G6 All using APL west coast terminal Negatives: 1) Port congestion in west coast APL terminal 2) Longshoreman hours up 20% compared to 1% more volume 3) Longshoreman deliberately takes a long time to inspect equipment 4) Implemented Trucking booking system (Costs) to ease congestion due to lack of chasis Looking forward 1) 1 Jan 2015 new rule to use 0.1% sulphur fuel at designated areas (US/Eurpoe). Very costly. Maersk says will increase fuel costs by 250 million (Maersk 500+ ships vs APL 100+ ships) 2) Depends on APL current environmental initiatives sufficient anot as APL is a leader in emmisions control in US west coast 3) APL may have an advantage as they have some ships with cold ironing capabilities and scrubbers. Still 0.1% is challenging. 4) TSA to announce Low sulphur fuel surcharse (LSF) formula 5) LSF costs about $835 /mt vs IFO380 at $500+ today (http://www.bunkerworld.com/prices/) |
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Lucky03
Elite |
15-Oct-2014 10:03
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So 2014 rates actually better than last year even for the Asia-Europe lanes ?
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earlybird14
Supreme |
15-Oct-2014 09:44
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http://www.hellenicshippingnews.com/asia-europe-freight-at-lowest-level-in-a-year/ Nils Smedegaard Andersen, chief executive of A.P. Moller-Maersk which controls the world&rsquo s biggest container shipping company, has warned that the industry will have to get used to gradually declining rates. &ldquo Everyone is hoping for the opposite but they are unrealistic in my opinion,&rdquo Smedegaard told Reuters at a shipping industry event in Copenhagen on Wednesday. &ldquo We will see gradually declining rates and it will continue to be a very tough business to be in.&rdquo Average rates for 2014 on the Asia-Europe route are $1,225 per TEU compared with $1,090 last year. This is a market share war!!! Price is lower and lower. Maersk is doing what Saudi doing, kill the price, kill the competitors!!!
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Lucky03
Elite |
15-Oct-2014 07:43
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Seeing G6 Alliance getting more active and in unison. Hope it will result in significant savings for APL of NOL. Many of the intermodal operators in US are topping their estimates with good growth due to strong US economy. APL Logistic and APL Terminal should continue to fair better. B Q - will they be enough to deliver a better Q3 for NOL when they announce their result after market closes 31 Oct, 2 weeks from now ???
MEMBERS of the G6 Alliance have announced their winter programme for Asia-US east coast sailings in response to seasonal changes in market demand. Tuesday, 14.Oct.2014, 19:53 (GMT) G6 makes winter cuts to Asia-east coast North American services MEMBERS of the G6 Alliance have announced their winter programme for Asia-US east coast sailings in response to seasonal changes in market demand. The G6 will combine the NYE and SCE services to provide the following port rotation: Xiamen, Kaohsiung, Hong Kong, Shenzhen-Yantian, Shanghai-Yangshan, Busan, Panama Canal, Manzanillo, Kingston, Savannah, Charleston, New York, Norfolk, Jacksonville, Kingston, Manzanillo, Panama Canal, Balboa, Busan and back to Xiamen. The first sailing of the combined service will start with Hyundai Glory 064E (ETA Xiamen October 30). The last sailings of the suspended NYE and SCE services are the NYE: Week 44 E/B (ETA Kaohsiung October 26) and Week 48 W/B (ETA Savannah November 24, and the SCE: Week 43 E/B (ETA Xiamen October 21 in Week 48 W/B (ETA Savannah November 23). The G6 Alliance continues to offer Asia to east coast of North America services covering all major port pairs with weekly sailings, but will make adjustments where necessary. G6 members are APL, Hapag-Lloyd, Hyundai Merchant Marine, MOL, NYK and OOCL. |
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earlybird14
Supreme |
14-Oct-2014 09:39
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The Harpex index is the chartered rate(rental fee) of a container vessels with different size instead of the container freight rate (TEU). for container vessel chartere rate, i always refer to this website. http://www.vhss.de/graphs For container freight rate i always refer to this website which is open free resource and reflecting world no.1 container import and export freight rate from china to other regions. http://www1.chineseshipping.com.cn/en/indices/scfi.jsp The idle rate of the container vessels are lower which result slightly higher chartered rate. However, the chartered rate actually is not significant. Old and new container vessels are running on the sea, this imply more container shipping volume are on the sea which accelerate the price war and trigger the container freight rate going down recently. If nobody take the lead to cut the container shipping volume and idle the container vessels, based on present economic situation, the container freight rate may sink further. Just bear in mind, Maersk is running with huge profit in past 1 year and they have deep pocket to be the last one to cut the container shipping volume.
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phileasx
Member |
14-Oct-2014 09:16
Yells: "The market and your trades and positions are all linked!" |
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I' m ref to the Harpex index, seems the data are not very consistent to chineseshipping website http://www.harperpetersen.com/harpex/harpexVP.do |
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earlybird14
Supreme |
14-Oct-2014 08:50
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http://www1.chineseshipping.com.cn/en/indices/scfi.jsp Freight rate dropping further and tend to break year low. All cut throat and fight for the market share after new giant container vessels flooded in the market.
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Lucky03
Elite |
14-Oct-2014 00:32
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You are most welcome. Good luck !
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Davidson
Senior |
13-Oct-2014 23:17
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Thank you very much Master lucky 03 for the valuable info. | ||||
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Lucky03
Elite |
13-Oct-2014 21:10
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The recent drop in crude oil prices should be positive for cost savings as fuel cost is a significant component for liners. | ||||
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Lucky03
Elite |
13-Oct-2014 20:35
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I can't tell clearly how the Asia-US and Asia-Europe situation impact NOL business. I would have expected APL to have a higher weightage in the Asia-US routes. The 2 routes are having very different scenario with the Asia-US doing relatively much better than the Asia-Europe routes for obvious reasons.
SCFI: Asia-US rates hold steady but Europe slide persists Greg Knowler, Senior Asia Editor | Oct 10, 2014 4:45AM EDT HONG KONG ? Fears of a spot rate plunge on the Asia-U.S. routes following China?s Golden Week holidays proved unfounded, suggesting carriers on the trade have managed to balance capacity against demand over the traditionally slow period. However, that welcome news did not extend to rates on the Asia-North Europe trade that continued to slide to the lowest level seen this year. According to the latest reading of the Shanghai Containerised Freight Index (SCFI) released today, spot rates on the Asia-U.S. East Coast trade shed only $40 over the last two weeks, down just 0.9 percent to $4,045 per 40-foot container. The rate is still 20.7 percent higher than during the same week last year. Rates from Shanghai to the U.S. West Coast declined for a fifth consecutive week. Full-size image The U.S. West Coast was marginally worse off, its spot rate falling 2 percent to $1,891 per FEU, $39 lower than the rate two weeks ago. Year-over-year this rate is 6.2 percent better than the same week in 2013. The 15 members of the Transpacific Stabilization Agreement filed intentions for a $600 per 40-foot container general rate increase, effective Oct. 15, on all cargo from all origins and destinations, the TSA?s 10th general rate increase in 10 months. Drewry said that even though the spot rates were not gaining ground, the stability showed that carriers may have been able to successfully rein in excess capacity on the lane during Golden Week. Rates typically sink during the first week of October when Chinese factories are closed over the country?s National Day holiday. Rates from Shanghai to Northern European ports hit a 50 week low. Full-size image But as the U.S trades showed the first glimmers of stability, it was a completely different picture on the Asia-Europe and Asia-Mediterranean routes. The SCFI showed Shanghai to northern Europe spot rates shedding an additional 10.2 percent over two weeks ago to hit $738 per 20-foot container. Asia-Mediterranean spot rates fell to $1,033 per TEU, down 8.1 percent as they dropped by $92 in the past two weeks. Again the rate is well above the same week last year, up 29.7 percent. The falling rates are in stark contrast to rising container volumes out of China?s major ports during September. Improving economic performance at developed economies is seeing strong growth in foreign trade, with some ports in the mainland achieving double digit growth in throughput during the month. Tianjin, for instance, saw the number of containers crossing its wharves in Sept. rising 16.9 percent compared to the same month last year. Ningbo grew 13.7 percent and Yantian in the Pearl River Delta last month showed a 16.3 percent improvement over Sept. last year. An imbalance between supply and demand on the Asia-Europe trade continues to place downward pressure on spot rates. According to the SCFI reading, the spot rate has slid almost $400 per TEU since the early Sept. GRIs briefly lifted prices. In fact, the $46 rise in rates during that first week in Sept. was the only time in the last 16 weeks that spot rates on the Asia-Europe trade showed any growth. Contact Greg Knowler at [email protected] and follow him on Twitter: @greg_knowler. |
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Lucky03
Elite |
13-Oct-2014 20:24
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It will be extremely disappointing if NOL 3 main line of business - APL liners, APL logistic and APL Terminal are not benefitting from the growth on imports and exports at US ports .... NOL dismay price performance is indeed cause of concern if there is more to it than revealed by such growth numbers.
US import surge forecast through end of year Joseph Bonney, Senior Editor | Oct 10, 2014 12:14PM EDT The largest U.S. container ports are expected to see a final surge in imports, with shipments setting a monthly record in October, according to the monthly Global Port Tracker report by the National Retail Federation and Hackett Associates. ?Increasing congestion at the nation?s ports as well as the ongoing West Coast labor negotiations are ongoing concerns, and retailers are making one last push to make sure they?re stocked up for the holidays,? said Jonathan Gold, NRF vice president for supply chain and customs policy. Strong cargo volume has been clouded by congestion at major ports, particularly Los Angeles and Long Beach, which account for more than 40 percent of U.S. containerized imports. Shortages and dislocations of chassis at Southern California terminals have caused severe delays for truckers and cargo interests, who complain they?re being hit with demurrage charges for containers they can?t remove from terminals before allowable free time expires. The National Retail Federation said cargo flow also is being affected by protracted contract negotiations between the International Longshore and Warehouse Union and the Pacific Maritime Association on a labor contract to replace the one that expired July 1. The NRF urged the union and employers to reach a deal soon, and to extend the contract through November ?in order to reinstate arbitration agreements, which are preventing many issues at the ports from being addressed.? Although these negotiations have largely been free of labor slowdowns that sometimes have accompanied past ILWU-PMA negotiations, drayage companies have complained that the ILWU recently has contributed to delays by conducting needlessly detailed inspections of exiting trucks and containers. Import volume at 10 port gateways covered by the Global Port Tracker report is expected to total 1.53 million 20-foot-equivalents this month, topping August?s record 1.52 million TEUs. Cargo volume has been well above average each month since spring as retailers have imported merchandise early in case of any disruption on the docks. Volume in August, the latest month for which actual numbers are available, was up 2.1 percent year-over-year and up 1.5 percent from July. September was estimated at 1.48 million TEUs, up 2.8 percent year-over-year. Forecast TEU volumes and year-over-year increases for the rest of the year are: October, 1.53 million TEUs, up 6.4 percent November, 1.39 million TEUs, up 3.7 percent, and December, 1.37 million TEUs, up 3.9 percent. Those numbers would bring 2014 to a total of 17.1 million TEUs, an increase of 5.3 percent from 2013?s 16.2 million. Imports in 2012 totaled 15.8 million. The first half of 2014 totaled 8.3 million TEUs, up 7 percent from last year. JOC Economist Mario O. Moreno is forecasting 6.7 percent growth to 19 million TEUs in imports through all U.S. ports this year. Moreno forecasts exports will finish 2014 at 12.1 million TEUs, down 0.7 percent from 2013. The Port Tracker report covers the Los Angeles/Long Beach, Oakland, Seattle and Tacoma on the West Coast New York/New Jersey, Virginia, Charleston, Savannah, Port Everglades and Miami on the East Coast, and Houston on the Gulf Coast. Port Tracker forecasts volumes and year-over-year increases of 1.42 million TEUs and 3.5 percent for January 2015 and 1.35 million TEUs and 8.5 percent for February. The import numbers come as NRF forecasts sales growth of 4.1 percent for the holiday season and 3.6 percent for the year. Cargo volume does not correlate directly with sales, but is a barometer of retailers? expectations. ?The consumer is back,? said Ben Hackett, founder of Hackett Associates, which produces the Port Tracker report. He cited reduced unemployment, improved consumer confidence and other indicators. ?That?s all good news for retailers, ports and shipping lines,? he said. Contact Joseph Bonney at [email protected] and follow him on Twitter: @JosephBonney. |
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Lucky03
Elite |
13-Oct-2014 20:13
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Tough times to call for investment in shipping and even tougher advice to hang on as the sky is still unclear. Size and cost savings are the common strategy being adopted and it is fast shaping up. Read below the new CEO of Hapag-Lloy strategy going forward. Similar to NOL, it has registered 3.5 yrs of losses and pinning much hope on G6 alliance and still gunning to expand its size and rationalist it's fleet. Compare to NOL, It has fallen behind in purchasing large and more fuel efficient ships. It has expressed its interest on NOL and it will be worth noting if there will be action to reignite the merger talk but it will take some time to digest its recent merger with CSV. Their challenge is whether Temesak will agree to sell off its stake of 67% ownership of NOL. 10 yrs ago, it was NOL which wanted to acquire Hapag-Lloy instead.
Hapag-Lloyd seeking stability in some unconventional places Peter T. Leach, Editor-at-Large | Oct 12, 2014 6:00PM EDT After steaming through choppy waters over the past several years, Hapag-Lloyd is looking for a safe haven. Like many of its rivals, the German carrier is seeking that haven in the form of new or enlarged alliances. But Hapag-Lloyd, one of the world?s oldest shipping companies, is taking the pursuit for stability even further, restructuring its ownership and bringing in a new CEO who will steer the carrier into new routes, new ships and a merger that will elevate the fourth-largest container line by capacity, albeit while also compounding its losses. Rolf Habben Jansen Rolf Habben Jansen, who took over as CEO of the Hamburg-based container line in July, faces a daunting challenge: reversing the carrier?s losses of the last 3 ½ years, overseeing the merger with Chile?s Compañía Sudamericana de Vapores, achieving targeted cost reductions through the merger and melding the two carriers? networks of services. Perhaps most important, he will have to decide whether to transform the merged company into a carrier that concentrates on the Latin American trades, where CSAV is a big player, or continue to focus on the east-west trades, where Hapag-Lloyd and its ancestors, the Hamburg America Line and North German Lloyd, built the business over the last 150 years. It will be difficult to do both. Habben Jansen?s immediate task is to reverse the losses of the last few years. It swung to a 54.2 million-euro ($72.6 million) net loss in the second quarter of this year, after a 20.9 million-euro profit a year earlier. That widened the carrier?s first-half net loss to 173.3 million euros from 72.7 million euros in the same period in 2013 and came atop full-year losses of 97.4 million euros in 2012 and 28.8 million in 2011. Full-size chart ?Over the next six to nine months, we will definitely focus on integrating both businesses, and making sure that we reshape the network and make optimal use of the ships that we have currently in the fleet,? Habben Jansen told JOC.com. The CSAV merger won?t immediately help Hapag-Lloyd?s bottom line because the Chilean carrier is losing money, too. It posted a $58.5 million net loss for the second quarter, compared with a $34.3 million profit in the same quarter last year. It lost $169 million in 2013, a 46 percent improvement from 2012?s $313.5 million loss. Declining freight rates and slumping global demand have hit both carriers. Unlike other carriers that have cut costs by deploying huge, fuel-efficient container ships capable of carrying more than 18,000 20-foot container units, however, Hapag-Lloyd has no ships on order ? the result of being slow to recognize the need for such ships. That its five partners in the G6 Alliance have few big ships on order only increases the handicap. Also inhibiting Hapag-Lloyd?s big-ship efforts is the heavy debt burden left by TUI, the German tourism company that was the carrier?s majority owner from 1998 to 2009 and still holds a 22 percent stake. ?Hapag-Lloyd always had the best results in the industry, but TUI bought it for the tourist industry, not for the shipping business,? said a former Hapag-Lloyd executive who asked not to be identified. ?What it wound up doing over 10 years was to strip 2 (billion) to 3 billion euros of capital from shipping and use it for the tourism business, and saddled it with that much in debt.? Success in container shipping today, he said, is a direct function of the size of ships and the amount of debt. ?Unfortunately, Hapag-Lloyd got disadvantaged in both,? he said. Habben Jansen and the carrier?s new ownership structure are putting plans in place to tackle Hapag-Lloyd?s debt load, which totaled nearly 3 billion euros at the end of 2013 before the addition of new debt it will take on in the CSAV merger. But unless Hapag-Lloyd and its G6 partners can deploy ships in the 13,000- to 18,000-TEU range, it will have to find other areas to make substantial cost cuts than in the east-west trades. The focus will be on the merger with CSAV. Hapag-Loyd has targeted $300 million in annual cost savings from synergies it hopes to realize through the merger. ?The synergies are predominantly coming from two effects, one is networks and the other is overhead costs,? Habben Jansen said. But he thinks there are other areas where the carrier can save almost as much per year on top of that target. ?We will still attack bunker and fuel consumption, because I still believe that we can get better there,? Habben Jansen said. ?The second point is the whole inland component.? Hapag-Lloyd provides more door-to-door transportation services on the inland side in the U.S. and Europe than other carriers, which generally focus on more port-to-port deliveries. ?That?s a second cost block,? Habben Jansen said. ?We will look harder at unprofitable services, and we will also look harder at some parts of the fleet because we believe that going forward, and also in the new combined entity, we probably have an opportunity to rationalize our fleet a bit, which should have another upward effect.? As the merger with CSAV comes together, Hapag-Lloyd will consider ordering larger, newer ships. ?We will look at when we want to play and where we think we can win going forward, and on the back of that we will potentially decide to order new ships, yes or no, but we are still some months away from the final decision,? Habben Jansen said. If Hapag-Lloyd decides to order new ships, it will do so in close cooperation with its G6 partners, so it probably won?t place any new orders until next year. ?We would not do that on our own,? he said. ?We will look at where we can win in three, four or five years from now and that will drive our investment decisions.? ?The key to what?s going to happen to Hapag-Lloyd is what?s going to happen with the G6,? said Lars Jensen, CEO and co-founder of SeaIntel Maritime Analysis. ?With four alliances fighting it out on the east-west trades, G6 is at the bottom of that pack. They can either order all very large vessels, which we all know will be detrimental, but the G6 might also decide to stay slimmed down and use the largest vessels they have on the east-west trades, which means they will have a slower recovery.? The latter decision would open up an avenue for Hapag-Lloyd to concentrate on the South American market, he said. ?They have an opportunity to become a very large and dominant player in the South American market, but it will be difficult for them to pursue a two-pronged strategy of being a main east-west player and also being a dominant player in the South American market,? Jensen said. Habben Jansen aims to steer the company into that market. ?The north-south trades will become more important to us, because that?s where the bulk of the CSAV business is, and that?s very complementary,? he said. ?It actually gives us a little bit of a better spread also of our activities over the various trades across the globe. ?We already have a reasonable presence in Latin America today, even if we are not one of the biggest ones, but after the merger with CSAV, we will, in most of those markets, be a top three or top four player,? Habben Jansen said. The merged carrier also will be among the top three or four carriers in the reefer trade with Latin America. CSAV had a 9 percent share of total vessel capacity operated on routes to and from Latin America at the end of 2013, while Hapag-Lloyd controlled 4 percent, according to research firm Alphaliner. Their 12 percent combined share will put the merged carrier in fourth place behind Mediterranean Shipping Co., which operates 21 percent of Latin American capacity, the combined 15 percent share that Hamburg Süd will operate when it completes its pending acquisition of the second Chilean carrier ? CCNI ? and Maersk Line?s 13 percent. Although CSAV will take delivery of several big ships this year, they?re geared toward the Latin America trade, with shallow drafts tailored for the continent?s shallower harbors and more reefer capacity. It will take delivery of seven new 9,300-TEU fuel-efficient vessels for the Latin trade. Hapag-Lloyd also has some ships with reefer capacity in the Latin trades. ?If you look at CSAV?s portfolio and also Hapag-Lloyd?s strategy, they are very well-suited to being a big player in the South American market,? Jensen said. ?What I would fear is that if they try to be both an east-west carrier and also a South American carrier, then they might not have the focus because you need to approach the two markets separately, and, secondly, you might allocate a lot of resources to the main east-west trades, which is an expensive game to be in, and thereby deprive yourself of the opportunity to secure a position in South America.? Hapag-Lloyd also is considering new services to the U.S. Gulf to capture a share of the boom in U.S. petrochemical exports, especially from Houston. ?The whole shale gas, shale oil development will have quite a material impact on the flow of goods, and also the manufacturing capabilities of the U.S., Habben Jansen said. ?As such, I do believe that will over time drive more exports from, among others, the chemical companies,? he said. This would be a new market for Hapag-Lloyd, but not for CSAV. ?We?re just going through a service review there as we speak in the context of integration,? Habben Jansen said. ?We have not concluded anything there yet, but I would not be surprised if you fast-forward 12 or 18 months, that our presence there is stronger than it is today.? He said Hapag-Lloyd is likely to rebrand most of CSAV?s long-haul international services under its own name, but is considering keeping the CSAV brand for the intra-regional Latin trades. European Union regulatory authorities approved the merger in September, provided the Chilean carrier follows through on its agreement to quit two vessel-sharing agreements in trades linking northern Europe with the Caribbean and South America?s west coast. CSAV already had offered to withdraw from two VSAs with Mediterranean Shipping Co. on the routes, the Euroandes and the Ecuador Express services. The EU said this would eliminate the additional links between previously unrelated VSAs that the merger would have created on the two routes. Once the merger is complete, Hapag-Lloyd will have a new ownership structure. CSAV will initially be the largest single shareholder, with a 30 percent stake in the combined entity in return for its routes and assets. It will form a controlling shareholder with the City of Hamburg and Kuhne Maritime that will together own 75.5 percent stake of the enlarged carrier. The three main shareholders will subscribe at a capital increase of 370 million euros within 100 days of the closing, to which CSAV will contribute 259 million euros. That will bring CSAV?s share of Hapag-Lloyd to 34 percent and bring the controlling group?s shareholdings to 81 percent. TUI?s stake will shrink to 15 percent. The combined carrier plans to raise another 370 million euros through a stock exchange offering within a year of the merger?s closing. The additional capital requirement reflects its undercapitalized position. Habben Jansen, 48, comes to the German liner company, with a different background from the usual liner executive. He was CEO of Damco, A.P. Moller-Maersk?s logistics division, for the last five years. In addition, he is Dutch by birth, rather than German, and spent most of his career in logistics, where he was focused on customer needs, rather than on liner operations. ?There?s not that much difference,? he said. ?Both are in the same industry. Damco is a service provider, while Hapag-Lloyd is a transportation provider. The only difference is that one is Danish and the other is German. Both are focused on the customer.? Contact Peter Leach at [email protected] and follow him on Twitter: @petertleach. |
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Davidson
Senior |
13-Oct-2014 18:01
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Thank you very much both for sharing. | ||||
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