Back

Latest Forum Topics / Neptune Orient L Rg

Post Reply

NOL Post Reply Rate topic
earlybird14 Supreme	09-Jul-2014 17:09        earlybird14 About Contact  Quote this Post! Style: Combined   Mood:
x 0   x 0  Alert Admin	think about it below 90. counter      ( Date: 09-Jul-2014 16:46) Posted: This is a good time to accumulate.
Useful To Me  Not Useful To Me
counter Veteran	09-Jul-2014 16:46        counter About Contact  Quote this Post! Style: Fundamental   Mood:
x 0   x 0  Alert Admin	This is a good time to accumulate.
Useful To Me  Not Useful To Me
earlybird14 Supreme	09-Jul-2014 13:41        earlybird14 About Contact  Quote this Post! Style: Combined   Mood:
x 0   x 0  Alert Admin	biased? anyway, touching new low. 94 breaking soon, may be tomorrow. This type of slow breaking down imply deeper lower price to go. Lucky03      ( Date: 09-Jul-2014 10:31) Posted: Aiya, you may be too biased. earlybird14      ( Date: 09-Jul-2014 09:25) Posted: In fact, PIL is performing better than NOL. Just bear in mind without the headquarter selling gain of 224Million. NOL 2013 loss is 290Million dollar. 2012 loss was 406million and 2011 loss was 478Million. In total, there were 1billion loss made by NOL after talking all rubbish of new giant vessel delivery and cost cutting. NOL debt is 6.8billion compared to PIL 2.95billion. PIL is running with all the old vessels with this type of result.
Useful To Me  Not Useful To Me
Lucky03 Elite	09-Jul-2014 13:38        Lucky03 About Contact  Quote this Post!
x 0   x 0  Alert Admin	SHIPPING NEWS » CONTAINER IMDO: Container Volumes from Asia to Europe Climb Container volumes from Asia to Europe continued their strong growth in April, with the sub-routes to the Western Mediterranean and North Africa showing the largest volume increases of 6%, the Irish Maritime Development Office (IMDO) said in its Shipping Market Review for the week 24, 2014. Saturday, 21.Jun.2014, 08:37 (GMT) The latest Container Trade Statistics figures as reported by Lloyds List show that overall Asia- Europe volumes increased in April 5.2% year-on-year to 1.2m teu, meaning that for the first four months of the year, volumes have increase 5.8% year-on-year to reach 4.7m teu, the Review reads. April?s volumes on services from Asia to Northern Europe increased 5.7% from April 2013 to 789,531 teu to suggest an underlying trend in volume growth for the full year of around 5%-6% after a highly volatile start to the year. January saw a year-on-year increase of 8.5%, however the timing of Chinese New Year brought volume declines of 6.4% in February, with a volumes rebounding in March to increase 13.4%. Globally, total volumes for deep-sea and intra-regional trades rose 2.4% in April to 10.9m teu, meaning that for the first four months, global volumes have reached 41.6m teu compared with 40.1m teu a year ago. The dry bulk market continues to struggle with its overall lacklustre performance. The Baltic Dry Index (BDI) remained hovering below the 1,000 point mark last week, as the index declined 96 points across the week to finish at 906. All sub-segments saw declines, with the Capesize market losing part of the momentum it had developed over the previous week. Despite this, according to Fearnley?s latest weekly report, it was a positive week for large vessels, mainly due to increased Atlantic volumes, a major miner taking several ships for front hauls and iron ore deliveries defying worries over record high inventories. The Panamax segment suffered from steady rate declines across the board with especially low rates in the Atlantic after a short peak last month when rates increased 50%. Shipbroker Intermodal noted that ?the good performance of Capesize rates proved insufficient to inspire the rest of the market, which still operates under soft sentiment.?
Useful To Me  Not Useful To Me
Lucky03 Elite	09-Jul-2014 10:31        Lucky03 About Contact  Quote this Post!
x 0   x 0  Alert Admin	Aiya, you may be too biased. earlybird14      ( Date: 09-Jul-2014 09:25) Posted: In fact, PIL is performing better than NOL. Just bear in mind without the headquarter selling gain of 224Million. NOL 2013 loss is 290Million dollar. 2012 loss was 406million and 2011 loss was 478Million. In total, there were 1billion loss made by NOL after talking all rubbish of new giant vessel delivery and cost cutting. NOL debt is 6.8billion compared to PIL 2.95billion. PIL is running with all the old vessels with this type of result. Lucky03      ( Date: 09-Jul-2014 08:28) Posted: I thought when I read those postings on PIL, PIL was presented as a showcase of a star player and how they can serve as a benchmark to how poorly NOL is performing. They may seem to be in a worst or not better off than NOL based on the article from SeaNews Turkey below. They are in fact trying to do what NOL started 3 yrs ago and what Maersk has done even earlier and what most competitors are scrambling to do now to survive. I believe that leaves only NOL as a viable Asian candidate for Hapag. http://www.seanews.com.tr/article/worldship/131044/PIL/ SINGAPORE's Pacific International Lines (PIL), which has posted losses in three of the last five years, posted a 2013 annual year-on-year loss of US$101 million, drawn on revenues of $45.16 billion, down 0.64 per cent. Tuesday, 08.Jul.2014, 18:20 (GMT) PIL reveals financial losses, ahead of US$801 million bond market bid SINGAPORE's Pacific International Lines (PIL), which has posted losses in three of the last five years, posted a 2013 annual year-on-year loss of US$101 million, drawn on revenues of $45.16 billion, down 0.64 per cent. This is the first time the owners, the YC Chang family, has revealed PIL's financial accounts, ahead of going to bond market to raise for S$1 billion (US$801 million), reports Alphaliner. Terms of the bond issue are being finalised by Credit Suisse, DBS and Standard Chartered. PIL was last rated B1 by Moody's in 2010, and had its ratings withdrawn in 2011. PIL units, container maker Singamas has been listed in Hong Kong since 1993, with PIL holding a 39 per cent share, annother unit Pacific Shipping Trust (PST), PIL's shipowning company is listed in Singapore. PIL total debt stood at $2.95 billion as at the end of 2013, against total equity of $2.21 billion. PIL results include the Singamas, which accounted for 28 per cent of revenue and PIL Logistics, which accounted for three per cent in 2013. PIL's shipping business, which accounts for 69 per cent of revenue, includes 155 constainerships totalling 357,000 TEU and 11 multipurpose vessels between 17,000-27,000 dwt. The company also controls four capesize bulkers, five supramax bulkers and two multipurpose vessels of 24,000 dwt, all of which are chartered out. PIL also has an orderbook of 11 geared africamax containerships of 3,900 TEU, aimed at the carrier's FE-West Africa services. The firstof 12 ships in the series, the Kota Sabas, was delivered in late June. PIL's trade coverage has expanded across all key tradelanes, including a small presence of the transpacific and FE-Europe routes, whichPIL entered in 2004, reports Alphaliner. Africa and the Red Sea/Middle East Gulf sector account for 46 per cent of PIL's total container volume of 2.27 million TEU in 2013. "The two main trades are under pressure as competitors have started to phase-in larger ships, which make PIL's fleet increasingly uncompetitive," said Alphaliner. "PIL's largest units are six 6,600-TEUers deployed on the Far East-Red Sea trades. Even PIL's new Africamax ships of 3,900 TEU are nowdwarfed by competitors' gearless superpanamax ships of 5,000-5,800TEU recently phased into in the West Africa trades. "PIL has however introduced in May gearless ships of 4,200 TEU on a Far East-WestAfrica service jointly operated with NileDutch," said Alphaliner.
Useful To Me  Not Useful To Me
earlybird14 Supreme	09-Jul-2014 09:25        earlybird14 About Contact  Quote this Post! Style: Combined   Mood:
x 0   x 0  Alert Admin	In fact, PIL is performing better than NOL. Just bear in mind without the headquarter selling gain of 224Million. NOL 2013 loss is 290Million dollar. 2012 loss was 406million and 2011 loss was 478Million. In total, there were 1billion loss made by NOL after talking all rubbish of new giant vessel delivery and cost cutting. NOL debt is 6.8billion compared to PIL 2.95billion. PIL is running with all the old vessels with this type of result. Lucky03      ( Date: 09-Jul-2014 08:28) Posted: I thought when I read those postings on PIL, PIL was presented as a showcase of a star player and how they can serve as a benchmark to how poorly NOL is performing. They may seem to be in a worst or not better off than NOL based on the article from SeaNews Turkey below. They are in fact trying to do what NOL started 3 yrs ago and what Maersk has done even earlier and what most competitors are scrambling to do now to survive. I believe that leaves only NOL as a viable Asian candidate for Hapag. http://www.seanews.com.tr/article/worldship/131044/PIL/ SINGAPORE's Pacific International Lines (PIL), which has posted losses in three of the last five years, posted a 2013 annual year-on-year loss of US$101 million, drawn on revenues of $45.16 billion, down 0.64 per cent. Tuesday, 08.Jul.2014, 18:20 (GMT) PIL reveals financial losses, ahead of US$801 million bond market bid SINGAPORE's Pacific International Lines (PIL), which has posted losses in three of the last five years, posted a 2013 annual year-on-year loss of US$101 million, drawn on revenues of $45.16 billion, down 0.64 per cent. This is the first time the owners, the YC Chang family, has revealed PIL's financial accounts, ahead of going to bond market to raise for S$1 billion (US$801 million), reports Alphaliner. Terms of the bond issue are being finalised by Credit Suisse, DBS and Standard Chartered. PIL was last rated B1 by Moody's in 2010, and had its ratings withdrawn in 2011. PIL units, container maker Singamas has been listed in Hong Kong since 1993, with PIL holding a 39 per cent share, annother unit Pacific Shipping Trust (PST), PIL's shipowning company is listed in Singapore. PIL total debt stood at $2.95 billion as at the end of 2013, against total equity of $2.21 billion. PIL results include the Singamas, which accounted for 28 per cent of revenue and PIL Logistics, which accounted for three per cent in 2013. PIL's shipping business, which accounts for 69 per cent of revenue, includes 155 constainerships totalling 357,000 TEU and 11 multipurpose vessels between 17,000-27,000 dwt. The company also controls four capesize bulkers, five supramax bulkers and two multipurpose vessels of 24,000 dwt, all of which are chartered out. PIL also has an orderbook of 11 geared africamax containerships of 3,900 TEU, aimed at the carrier's FE-West Africa services. The firstof 12 ships in the series, the Kota Sabas, was delivered in late June. PIL's trade coverage has expanded across all key tradelanes, including a small presence of the transpacific and FE-Europe routes, whichPIL entered in 2004, reports Alphaliner. Africa and the Red Sea/Middle East Gulf sector account for 46 per cent of PIL's total container volume of 2.27 million TEU in 2013. "The two main trades are under pressure as competitors have started to phase-in larger ships, which make PIL's fleet increasingly uncompetitive," said Alphaliner. "PIL's largest units are six 6,600-TEUers deployed on the Far East-Red Sea trades. Even PIL's new Africamax ships of 3,900 TEU are nowdwarfed by competitors' gearless superpanamax ships of 5,000-5,800TEU recently phased into in the West Africa trades. "PIL has however introduced in May gearless ships of 4,200 TEU on a Far East-WestAfrica service jointly operated with NileDutch," said Alphaliner.
Useful To Me  Not Useful To Me
Lucky03 Elite	09-Jul-2014 08:28        Lucky03 About Contact  Quote this Post!
x 0   x 0  Alert Admin	I thought when I read those postings on PIL, PIL was presented as a showcase of a star player and how they can serve as a benchmark to how poorly NOL is performing. They may seem to be in a worst or not better off than NOL based on the article from SeaNews Turkey below. They are in fact trying to do what NOL started 3 yrs ago and what Maersk has done even earlier and what most competitors are scrambling to do now to survive. I believe that leaves only NOL as a viable Asian candidate for Hapag. http://www.seanews.com.tr/article/worldship/131044/PIL/ SINGAPORE's Pacific International Lines (PIL), which has posted losses in three of the last five years, posted a 2013 annual year-on-year loss of US$101 million, drawn on revenues of $45.16 billion, down 0.64 per cent. Tuesday, 08.Jul.2014, 18:20 (GMT) PIL reveals financial losses, ahead of US$801 million bond market bid SINGAPORE's Pacific International Lines (PIL), which has posted losses in three of the last five years, posted a 2013 annual year-on-year loss of US$101 million, drawn on revenues of $45.16 billion, down 0.64 per cent. This is the first time the owners, the YC Chang family, has revealed PIL's financial accounts, ahead of going to bond market to raise for S$1 billion (US$801 million), reports Alphaliner. Terms of the bond issue are being finalised by Credit Suisse, DBS and Standard Chartered. PIL was last rated B1 by Moody's in 2010, and had its ratings withdrawn in 2011. PIL units, container maker Singamas has been listed in Hong Kong since 1993, with PIL holding a 39 per cent share, annother unit Pacific Shipping Trust (PST), PIL's shipowning company is listed in Singapore. PIL total debt stood at $2.95 billion as at the end of 2013, against total equity of $2.21 billion. PIL results include the Singamas, which accounted for 28 per cent of revenue and PIL Logistics, which accounted for three per cent in 2013. PIL's shipping business, which accounts for 69 per cent of revenue, includes 155 constainerships totalling 357,000 TEU and 11 multipurpose vessels between 17,000-27,000 dwt. The company also controls four capesize bulkers, five supramax bulkers and two multipurpose vessels of 24,000 dwt, all of which are chartered out. PIL also has an orderbook of 11 geared africamax containerships of 3,900 TEU, aimed at the carrier's FE-West Africa services. The firstof 12 ships in the series, the Kota Sabas, was delivered in late June. PIL's trade coverage has expanded across all key tradelanes, including a small presence of the transpacific and FE-Europe routes, whichPIL entered in 2004, reports Alphaliner. Africa and the Red Sea/Middle East Gulf sector account for 46 per cent of PIL's total container volume of 2.27 million TEU in 2013. "The two main trades are under pressure as competitors have started to phase-in larger ships, which make PIL's fleet increasingly uncompetitive," said Alphaliner. "PIL's largest units are six 6,600-TEUers deployed on the Far East-Red Sea trades. Even PIL's new Africamax ships of 3,900 TEU are nowdwarfed by competitors' gearless superpanamax ships of 5,000-5,800TEU recently phased into in the West Africa trades. "PIL has however introduced in May gearless ships of 4,200 TEU on a Far East-WestAfrica service jointly operated with NileDutch," said Alphaliner.
Useful To Me  Not Useful To Me
sgng123 Supreme	08-Jul-2014 16:00        sgng123 About Contact  Quote this Post!
x 0   x 0  Alert Admin	Container shipping is brick and mortar business model, established customer bases guaranteed a certain amount of cargo to be transported yearly. The huge swing in fortune from famine to feast is caused by the old outdated charter based business model when liners get locked in to expensive charter for years in good time then faced a overcapacity in poor economy. Key to address this is to own ur own ships and focus on max efficiency while maintaining reliable schedule to maintian customer loyalty. The old business model of chartering ships is over and no long profitable, short term chartering and owning fuel efficient ships are the nnorm now, explain why lot of  new order in the face of overcapacity, everyone know this is the way to go if don change u be out of business very fast. Just take a look these 3-4 year, market share amongst liner remain static and only those who follow the path of ship ownerships and efficency can make money rest all lose money in old system. Temasek not stupid to invest US$4B in renewing the whole fleet and still see it under water, just need patience for the cost saving to bear fruits, we just starting to see the benefit of retiring expensive charter and slot cost reset wit hnew ship. The fun had not even start yet.
Useful To Me  Not Useful To Me
Lucky03 Elite	08-Jul-2014 00:58        Lucky03 About Contact  Quote this Post!
x 0   x 0  Alert Admin	Well if this M&A materializes, then it's value will be unlocked and someone will help to keep it afloat and possibly finally being able to swim without a float ! Anyway, will like to see its Q2 result releasing 1st week of Aug and if all it's cost saving measures and G6 alliance is bearing fruit. GuavaXF30      ( Date: 07-Jul-2014 23:45) Posted: This is Singapore version of Malaysian Airlines System. Being kept afloat by Gov. Lucky03      ( Date: 07-Jul-2014 23:30) Posted: It seems the market was not very excited by the expression of interest. Perhaps it has been a while and more than once that such expression was made but no serious follow up. Will it be serious and quick this time
Useful To Me  Not Useful To Me
GuavaXF30 Elite	07-Jul-2014 23:45        GuavaXF30 About Contact  Quote this Post!
x 0   x 0  Alert Admin	This is Singapore version of Malaysian Airlines System. Being kept afloat by Gov. Lucky03      ( Date: 07-Jul-2014 23:30) Posted: It seems the market was not very excited by the expression of interest. Perhaps it has been a while and more than once that such expression was made but no serious follow up. Will it be serious and quick this time ? Myabaang      ( Date: 07-Jul-2014 22:39) Posted: Hapag-CSAV should now look to partner with APL to compete with the &lsquo big three&rsquo By Mike Wackett 04.23.2014 · Posted in Loadstar posts A major shareholder of Hapag-Lloyd says that, following its merger with CSAV, the Germany-based carrier should partner with yet another to improve competitiveness. On Kuehne+Nagel chairman Klaus-Michael Kuehne&rsquo s radar is NOL and its container shipping arm, APL. Billionaire Mr Kuehne, who through the Kuehne Maritime vehicle will own a 19.7% stake in the merged Hapag-Lloyd-CSAV business &ndash down from 28.2% previously &ndash argues that the new entity needs to close the gap on the big three of Maersk Line, MSC and CMA CGM. Singapore-based NOL failed in an attempt to buy the German carrier in 2008. Ironically, the acquisition attempt was repelled in the main by the City of Hamburg and Mr Kuehne&rsquo s involvement in the Albert Ballin Consortium, which acquired a majority stake in the company from then parent TUI in a &lsquo white knight&rsquo investor defence. Hapag-Lloyd executives consider the failed deal saved Hapag&rsquo s Hamburg roots: &ldquo we would have been ripped apart had NOL bought us then&rdquo , said one to The Loadstar recently. The charismatic Mr Kuehne&rsquo s aspirations regarding NOL have not diminished and were reported to be an added irritation in March 2013, during failed negotiations between Hapag-Lloyd and compatriot Hamburg Sud. Mr Kuehne was famously quoted at the time: &ldquo My dream would be to add another shipping company from the Far East to Hapag-Lloyd and Hamburg Sud. I think NOL is very suitable.&rdquo Meanwhile, at CSAV&rsquo s presentation to shareholders, on March 21, the Chilean carrier concluded that the merging of its container business with that of Hapag-Lloyd would take at least a year for synergies to work through into cost savings &ndash indeed, it would not be until 2017 when the enlarged entity would return the estimated $300m a year of cost savings that was a key driver of the deal. CSAV&rsquo s shareholders were clearly convinced by the benefits of becoming a 30% stakeholder in a new Hapag-Lloyd and voted for acceptance of the board&rsquo s proposal &ndash comfortably exceeding the required 95% support required. However, the challenge of integrating systems and, more importantly, the personnel of Latin America&rsquo s CSAV and Europe&rsquo s Hapag-Lloyd should not be underestimated &ndash the former employs around 4,200 staff, while the latter has an estimated 7,000 people worldwide. History suggests that mergers and acquisitions involving big container shipping lines are seldom smooth. The recent history of Maersk Line is testament to the system and culture headwinds that can be experienced. The Danish carrier&rsquo s acquisition of Sealand in 1999 was fraught with system problems, many of which were unresolved before Maersk brought out its cheque book again in 2005 to acquire P& O Nedlloyd. After absorbing the Anglo-Dutch carrier, Maersk struggled with the sometimes unwieldy new entity, posting several annual losses when most of its peers were busy making money. Eventually, radical streamlining was the answer to Maersk Line&rsquo s ills, but this was not without considerable pain. Interestingly, 2005 was also the year that Hapag-Lloyd acquired CP Ships &ndash which itself had been on an acquisition trail and buying, among others, Lykes Lines and Contship &ndash which raised the German line to the position of fifth-ranked carrier. Hapag-Lloyd&rsquo s net loss of $134m last year was matched by a $169m loss racked up by CSAV, and liner analysts are not convinced the merger will achieve all its targets, suggesting that the problems are &ldquo unlikely to disappear overnight&rdquo . It follows that a hypothetical merger with APL, whose parent NOL posted a 2013 asset sale-assisted deficit of $76m, could prove another unwelcome challenge for the new entity.
Useful To Me  Not Useful To Me
Lucky03 Elite	07-Jul-2014 23:30        Lucky03 About Contact  Quote this Post!
x 0   x 0  Alert Admin	It seems the market was not very excited by the expression of interest. Perhaps it has been a while and more than once that such expression was made but no serious follow up. Will it be serious and quick this time ? Myabaang      ( Date: 07-Jul-2014 22:39) Posted: Hapag-CSAV should now look to partner with APL to compete with the &lsquo big three&rsquo By Mike Wackett 04.23.2014 · Posted in Loadstar posts A major shareholder of Hapag-Lloyd says that, following its merger with CSAV, the Germany-based carrier should partner with yet another to improve competitiveness. On Kuehne+Nagel chairman Klaus-Michael Kuehne&rsquo s radar is NOL and its container shipping arm, APL. Billionaire Mr Kuehne, who through the Kuehne Maritime vehicle will own a 19.7% stake in the merged Hapag-Lloyd-CSAV business &ndash down from 28.2% previously &ndash argues that the new entity needs to close the gap on the big three of Maersk Line, MSC and CMA CGM. Singapore-based NOL failed in an attempt to buy the German carrier in 2008. Ironically, the acquisition attempt was repelled in the main by the City of Hamburg and Mr Kuehne&rsquo s involvement in the Albert Ballin Consortium, which acquired a majority stake in the company from then parent TUI in a &lsquo white knight&rsquo investor defence. Hapag-Lloyd executives consider the failed deal saved Hapag&rsquo s Hamburg roots: &ldquo we would have been ripped apart had NOL bought us then&rdquo , said one to The Loadstar recently. The charismatic Mr Kuehne&rsquo s aspirations regarding NOL have not diminished and were reported to be an added irritation in March 2013, during failed negotiations between Hapag-Lloyd and compatriot Hamburg Sud. Mr Kuehne was famously quoted at the time: &ldquo My dream would be to add another shipping company from the Far East to Hapag-Lloyd and Hamburg Sud. I think NOL is very suitable.&rdquo Meanwhile, at CSAV&rsquo s presentation to shareholders, on March 21, the Chilean carrier concluded that the merging of its container business with that of Hapag-Lloyd would take at least a year for synergies to work through into cost savings &ndash indeed, it would not be until 2017 when the enlarged entity would return the estimated $300m a year of cost savings that was a key driver of the deal. CSAV&rsquo s shareholders were clearly convinced by the benefits of becoming a 30% stakeholder in a new Hapag-Lloyd and voted for acceptance of the board&rsquo s proposal &ndash comfortably exceeding the required 95% support required. However, the challenge of integrating systems and, more importantly, the personnel of Latin America&rsquo s CSAV and Europe&rsquo s Hapag-Lloyd should not be underestimated &ndash the former employs around 4,200 staff, while the latter has an estimated 7,000 people worldwide. History suggests that mergers and acquisitions involving big container shipping lines are seldom smooth. The recent history of Maersk Line is testament to the system and culture headwinds that can be experienced. The Danish carrier&rsquo s acquisition of Sealand in 1999 was fraught with system problems, many of which were unresolved before Maersk brought out its cheque book again in 2005 to acquire P& O Nedlloyd. After absorbing the Anglo-Dutch carrier, Maersk struggled with the sometimes unwieldy new entity, posting several annual losses when most of its peers were busy making money. Eventually, radical streamlining was the answer to Maersk Line&rsquo s ills, but this was not without considerable pain. Interestingly, 2005 was also the year that Hapag-Lloyd acquired CP Ships &ndash which itself had been on an acquisition trail and buying, among others, Lykes Lines and Contship &ndash which raised the German line to the position of fifth-ranked carrier. Hapag-Lloyd&rsquo s net loss of $134m last year was matched by a $169m loss racked up by CSAV, and liner analysts are not convinced the merger will achieve all its targets, suggesting that the problems are &ldquo unlikely to disappear overnight&rdquo . It follows that a hypothetical merger with APL, whose parent NOL posted a 2013 asset sale-assisted deficit of $76m, could prove another unwelcome challenge for the new entity.
Useful To Me  Not Useful To Me
Myabaang Member	07-Jul-2014 22:39        Myabaang About Contact  Quote this Post!
x 0   x 0  Alert Admin	Hapag-CSAV should now look to partner with APL to compete with the &lsquo big three&rsquo By Mike Wackett 04.23.2014 · Posted in Loadstar posts A major shareholder of Hapag-Lloyd says that, following its merger with CSAV, the Germany-based carrier should partner with yet another to improve competitiveness. On Kuehne+Nagel chairman Klaus-Michael Kuehne&rsquo s radar is NOL and its container shipping arm, APL. Billionaire Mr Kuehne, who through the Kuehne Maritime vehicle will own a 19.7% stake in the merged Hapag-Lloyd-CSAV business &ndash down from 28.2% previously &ndash argues that the new entity needs to close the gap on the big three of Maersk Line, MSC and CMA CGM. Singapore-based NOL failed in an attempt to buy the German carrier in 2008. Ironically, the acquisition attempt was repelled in the main by the City of Hamburg and Mr Kuehne&rsquo s involvement in the Albert Ballin Consortium, which acquired a majority stake in the company from then parent TUI in a &lsquo white knight&rsquo investor defence. Hapag-Lloyd executives consider the failed deal saved Hapag&rsquo s Hamburg roots: &ldquo we would have been ripped apart had NOL bought us then&rdquo , said one to The Loadstar recently. The charismatic Mr Kuehne&rsquo s aspirations regarding NOL have not diminished and were reported to be an added irritation in March 2013, during failed negotiations between Hapag-Lloyd and compatriot Hamburg Sud. Mr Kuehne was famously quoted at the time: &ldquo My dream would be to add another shipping company from the Far East to Hapag-Lloyd and Hamburg Sud. I think NOL is very suitable.&rdquo Meanwhile, at CSAV&rsquo s presentation to shareholders, on March 21, the Chilean carrier concluded that the merging of its container business with that of Hapag-Lloyd would take at least a year for synergies to work through into cost savings &ndash indeed, it would not be until 2017 when the enlarged entity would return the estimated $300m a year of cost savings that was a key driver of the deal. CSAV&rsquo s shareholders were clearly convinced by the benefits of becoming a 30% stakeholder in a new Hapag-Lloyd and voted for acceptance of the board&rsquo s proposal &ndash comfortably exceeding the required 95% support required. However, the challenge of integrating systems and, more importantly, the personnel of Latin America&rsquo s CSAV and Europe&rsquo s Hapag-Lloyd should not be underestimated &ndash the former employs around 4,200 staff, while the latter has an estimated 7,000 people worldwide. History suggests that mergers and acquisitions involving big container shipping lines are seldom smooth. The recent history of Maersk Line is testament to the system and culture headwinds that can be experienced. The Danish carrier&rsquo s acquisition of Sealand in 1999 was fraught with system problems, many of which were unresolved before Maersk brought out its cheque book again in 2005 to acquire P& O Nedlloyd. After absorbing the Anglo-Dutch carrier, Maersk struggled with the sometimes unwieldy new entity, posting several annual losses when most of its peers were busy making money. Eventually, radical streamlining was the answer to Maersk Line&rsquo s ills, but this was not without considerable pain. Interestingly, 2005 was also the year that Hapag-Lloyd acquired CP Ships &ndash which itself had been on an acquisition trail and buying, among others, Lykes Lines and Contship &ndash which raised the German line to the position of fifth-ranked carrier. Hapag-Lloyd&rsquo s net loss of $134m last year was matched by a $169m loss racked up by CSAV, and liner analysts are not convinced the merger will achieve all its targets, suggesting that the problems are &ldquo unlikely to disappear overnight&rdquo . It follows that a hypothetical merger with APL, whose parent NOL posted a 2013 asset sale-assisted deficit of $76m, could prove another unwelcome challenge for the new entity.
Useful To Me  Not Useful To Me
sgng123 Supreme	07-Jul-2014 00:33        sgng123 About Contact  Quote this Post!
x 0   x 0  Alert Admin	depend on how much stake the german liner is willing to give temasek in the new merger, chance are temasek migth want to keep the terminal and logistic business while selling out the liner business. IF NOL get absorbed into hapag llord + CSAV merger, it would become the third largest liner edging out CMA and potential to have cost savingby taking out redundant tradelane and service. Currently world cup in the semi final stage, no big players are in the market now so ship share price would drift sideline. valuation for NOL is hard due to it cyclindal business nature share price can be anything from 0.50 to 5.00 from it listing 25 years ago. Curently group revenue stand at US 8.5Billion with liner accounting for 7Billion. The big drop in APL fleet capacity from 120  to 106 ships good sign thing are coming black, it is like the remaining charter ships all returned in 2Q. 1Q 80 million cost saving for 6 ships returned, 2Q should see doubling of cost saving, pray very hard NOL finally decided to deployed their fuel efficient ships in 2Q and together with G6  vessel sharing starting in MAy would finally bring ship back to profit. Lucky03      ( Date: 04-Jul-2014 00:45) Posted: Thanks, Alexsmith for putting up the full article. If SITC, PIL or Wan Hai are considered too small and niche and OOIL being family owned, that leave NOL as the one with potentially greatest synergy and scale with the chance for a back door listing. I can't see why Tamesek will have strong objection but I suspect it will not be selling 100% of the 67% stake. Likely to have a major shareholder control. alexsmith      ( Date: 04-Jul-2014 00:10) Posted: Hapag-Lloyd&rsquo s Asia shopping plan gets analysts talking A Hapag-Lloyd container in Singapore. The ink was hardly dry on Hapag-Lloyd&rsquo s merger deal with Chilean carrier CSAV when departing chief executive Michael Behrendt raised the prospect of acquiring an Asian container line. Behrendt said the carrier would continue to search for scale once the CSAV deal was completed, making the comment after Damco head Rolf Habben Jansen took over the chief executive position on June 30. He told Lloyd&rsquo s List the likely target area is the Asia-Pacific region, where the German line needs to have a stronger presence. Size matters, he said, and long gone were the times when a global carrier could be ranked outside the top 10 and still make good money. Independent transport analyst Charles de Trenck was left wondering whether the acquisition comment was meant for a wider audience than Lloyd&rsquo s List readers. &ldquo Perhaps Hapag effectively have announced themselves. Now the banks and corporates have got the message and the proposals are flowing in as we speak,&rdquo he mused. But if Hapag-Lloyd really is on the acquisition trail, which container carriers are on its shopping list? De Trenck said the line needed a strong intra-Asia carrier with key niche markets. &ldquo Of course, everyone will jump on Wan Hai as a potential candidate. But it will always come down to whether the family wants to sell. No one will want to be seen as selling unless and until the deal is virtually done.&rdquo De Trenck said a Hapag-Lloyd acquisition could involve an unlisted small carrier with a specific niche, such as Pacific International Lines. Singapore-based PIL is one of Asia&rsquo s largest shipowners and has a fleet of close to 400,000 20-foot containers. Its subsidiary, Singamas Container Holdings, has 10 container-making factories in China. Alternatively, acquiring Wan Hai or SITC International Holdings would add intra-Asia specialists to the portfolio that could extend services across the region and create synergies with other trade lanes. Should the German carrier be able to gain approval from owners Temasek to buy out NOL, or from the Tung family to acquire OOIL, Hapag-Lloyd would gain entrance to the Singapore or Hong Kong exchanges via the back door. &ldquo And here the synergy lost on some long-haul routes is made up by access to a full back-door vehicle,&rdquo de Trenck said. &ldquo The full back door means listing in Singapore or Hong Kong with a vehicle capable of absorbing the new Hapag entity in full. If the smaller Wan Hai or SITC vehicles are sought, the companies are not really large enough to absorb the deal fully, I would think.&rdquo Paul Wan, regional head of transport for CLSA, said intra-Asia trade is seeing higher growth than the traditional trades of Asia-Europe or the trans-Pacific, so exploring this market makes a lot of sense for Hapag-Lloyd. He said buying a shipping line in a different geographical region allows the company to expand into new markets, with CASV giving Hapag-Lloyd a strong foothold in the fast growing South American market. However, he believes companies such as SITC, PIL or Wan Hai are &ldquo too niche,&rdquo and he sees few synergies between them and the German carrier. &ldquo OOIL seems to make a lot of sense given their high exposure to the intra-Asia trade, much higher presence in long-haul trades, and large average size of its fleet, but I don&rsquo t see this as a likely scenario given the sizeable family stake,&rdquo he said. Hapag-Lloyd has pinned its financial future to the expansion of the G6 Alliance with Hyundai Merchant Marine, APL, OOCL, NYK Line and Mitsui O.S.K. Lines into the key east-west liner trades, and to its takeover of Chile&rsquo s CSAV. Following the integration, the new Hapag-Lloyd will become the fourth largest liner shipping line in the world, with 200 vessels and a total transport capacity of around one million TEUs, an annual transport volume of 7.5 million TEUs and a combined turnover of $12.2 billion. Contact Greg Knowler at [email protected] and follow him on Twitter: @greg_knowle
Useful To Me  Not Useful To Me
Lucky03 Elite	04-Jul-2014 23:19        Lucky03 About Contact  Quote this Post!
x 0   x 0  Alert Admin	Is the shipping sector due for a revival? in International Shipping News 04/07/2014 Among the worst performing sectors of the past two years has been shipping. Most shipping companies have seen shrinking profits and this is largely a global issue. Trade has been hit badly by the weak global conditions prevailing in the five years since the subprime bubble burst and then the second crisis erupted with Greece, Ireland, etc. There?s an oversupply of global shipping capacity, given the current trade conditions. As a result, freight rates have ranged close to historic lows. Indian ports, especially major ports (that is ports run by the central government) have also struggled to cope with stagnant volumes. Private non-major ports have gained a little market-share. Mundra port for example, is now managing the highest traffic out of India. Ship-building yards have also been under great pressure. Could the industry be due for a revival? Shipping has long cycles and it is very dependent on global trade. But in addition to that, Indian shippers complain about a lack of government support. The tax structure is not considered helpful, for instance. Also government cargo doesn?t necessarily travel on India ships. Ports also have multiple issues. The major ports are over-staffed and these also have tariff rigidities to contend with. Efficiencies in terms of turnaround time are very poor. Minor ports are better-managed. They have better efficiency parameters and more flexible tariff structures. But private ports also have issues with road-rail connectivity. There is a lack of financing in a tight market. Multiple capacity creation projects across both major and minor ports which have been held up for a variety of reasons, ranging from unattractive financial terms to tardy environmental clearances. It?s anyone?s guess if the global shipping trade will pick up in this year. There is a degree of optimism because China is expected to stabilise the US should manage a slow recovery and Japan-watchers are optimistic. At any rate, conditions in the global trade should not get worse. It is on the domestic front that the shipping industry might see significantly improved conditions. The government has been looking at simplifying rate structures at major ports and the Modi government is also expected to push on several initiatives. It may offer some Budgetary sops to shippers and shipyards and it is also expected to expedite pending projects at ports. More port capacity should translate into better efficiencies and hence, into better margins for shipping. If there are also attempts to encourage offshore energy exploration and a focus on moving larger volumes of domestic traffic via coastal and inland waterways, those would provide further opportunities for the shipping industry. Any recovery would be gradual. We are speaking of long-gestation, long-cycle projects, However, if this is the beginning of a turnaround, there could be massive returns for investors over the long-term. There are quite a few listed entities across the shipping space. These include shipping companies, private ports and shipyards. They have uniformly struggled through 2013-14. Source: Business Standard
Useful To Me  Not Useful To Me
Lucky03 Elite	04-Jul-2014 07:52        Lucky03 About Contact  Quote this Post!
x 0   x 0  Alert Admin	Published in Mar 2013 at Iscms.org Hapag-Lloyd and Hamburg SUD merger could benefit NOL Posted by admin The chairman and majority owner of Kuehne & Nagel (57.6 per cent) Klaus-Michael Kuehne, who is also the biggest shareholder in Hapag-Lloyd (28 per cent), hopes to involve Singapore NOL if Hapag-Lloyd-Hamburg Sud merger plans go ahead. Singapore?s Neptune Orient Lines (NOL), with its container shipping arm of APL, is the most desirable partner, he said. NOL originally expressed an interest in purchasing Hapag-Lloyd in 2008, before withdrawing as market conditions deteriorated. Said Mr Kuehne: ?My dream would be to add another shipping company from the Far East to Hapag-Lloyd and Hamburg Sud. I think NOL is very suitable.? The logistics entrepreneur, with a personal wealth of US$5.9 billion by 2007 (Forbes magazine), revealed that he will push for an initial public offering within two or three years, even if that derails merger talks between the two German carriers, reports London?s Containerisation International. It is believed that Hamburg Sud?s owners August Oetker and his family are against any joint venture or to go public, and the report warned that continued disagreement may be a deal breaker. ?That could happen, but I do not wish it to,? Mr Kuhne told Die Welt. ?I favour a partnership with Oetker, not a takeover by Oetker.? A merged Hapag-Lloyd/Hamburg Sud would become the fourth largest container shipping line globally.
Useful To Me  Not Useful To Me
Lucky03 Elite	04-Jul-2014 07:42        Lucky03 About Contact  Quote this Post!
x 0   x 0  Alert Admin	3rd July 2014 @ SeatradeGlobal Hapag-Lloyd and CSAV: Jilted or joined at the altar? By Gary Howard from London As well as the usual questions on whether Hapag-Lloyd will actually tie the knot this time, one has to wonder: how long before a company of two becomes a crowd of three? Compañía Sud Americana de Vapores (CSAV) and Hapag-Lloyd were engaged last week with the signing of a non-binding memorandum of understanding (MoU), bringing talks to a level Hapag-Lloyd has not managed to reach in its 15 or so years of looking for a partner. Quite whether the Germans are ready for the commitment could be questioned, after Hapag-Lloyd's chairman Juergen Weber suggested that Hamburg Süd should join in the talks. "The three of us would be stronger together," Weber was quoted as saying by a German newspaper in December. Few could accuse him of being greedy, it's estimated $16 was lost per teu from 2008-2012 by the top 20 lines. Competition from the big three, Maersk, CMA CGM and MSC is cutthroat and economies of scale work well in the container industry, the merger would bring about $300m in synergies. No comment on the Hamburg Süd suggestion came from CSAV, but it must be aware that becoming the world's fourth largest line with a 1m teu capacity, carrying 7.5m teu per annum and generating sales of $12bn is not enough for Hapag-Lloyd. Indeed while the combination of CSAV and Hapag-Lloyd would create the world's fourth largest container line it would still only have a 5.6% share of global capacity according to consultants Alphaliner. Despite getting its long standing wish of an IPO, within 12 months of the transaction closing according to the MoU, Hapag-Lloyd's chairman at least still has eyes for further consolidation. Even though Hamburg Süd does not seem to have come to the table, perhaps dismayed from its own recent failed talks with Hapag-Lloyd, there's another name in Hapag Lloyd's black book. Before Hapag-Lloyd and Hamburg Süd failed to get their parents' blessings last year, Hapag-Lloyd shareholder Klaus Michael Kuhne stated his support for the eventual involvement of a third party from the East in that deal. Given Kuhne's fondness for Neptune Orient Lines (NOL) and his position as a controlling party in the merged entity, alongside the City of Hamburg and CSAV within the terms of the MoU, Hapag-Lloyd may well cast its eyes to Singapore for further consolidation. This is all speculation of course, the CSAV Hapag-Lloyd deal still needs to make its way through relevant authorities, funds need to be raised, due diligence needs to be done, pre-nuptials signed and then no doubt the lawyers will stretch things out for a while. The outcome of the MoU should be clear within the next six months, but the real prospect of further consolidation will hang over the Hapag-Lloyd that emerges from any deal. Another courtship so soon after a merger would no doubt be complex with combination for example of German, Latin American and Asian business cultures a difficult one to bring together.
Useful To Me  Not Useful To Me
Lucky03 Elite	04-Jul-2014 00:51        Lucky03 About Contact  Quote this Post!
x 0   x 0  Alert Admin	PUBLISHED JULY 04, 2014 Global economy ends first half on a high: PMI PRINT |EMAIL THIS ARTICLE [LONDON] The global economy ended the first half on a high as business activity picked up in June, with new orders pouring in at their fastest rate in over three years, a survey showed on Thursday. JP Morgan's Global All-Industry Output Index, produced with Markit, rose to 55.4 from May's 54.2, holding above the 50 mark that divides growth from contraction for the 21st month running and the highest reading since February 2011. "Gains in the levels of the new orders and employment indices suggest that the underlying trend in global economic conditions remains solid moving forward, pointing to above trend growth of global GDP in the second half of the year," said David Hensley, a director at JP Morgan. The new orders subindex rose to 56.0 from 54.3, also the highest since February 2011.
Useful To Me  Not Useful To Me
Lucky03 Elite	04-Jul-2014 00:45        Lucky03 About Contact  Quote this Post!
x 0   x 0  Alert Admin	Thanks, Alexsmith for putting up the full article. If SITC, PIL or Wan Hai are considered too small and niche and OOIL being family owned, that leave NOL as the one with potentially greatest synergy and scale with the chance for a back door listing. I can't see why Tamesek will have strong objection but I suspect it will not be selling 100% of the 67% stake. Likely to have a major shareholder control. alexsmith      ( Date: 04-Jul-2014 00:10) Posted: Hapag-Lloyd&rsquo s Asia shopping plan gets analysts talking A Hapag-Lloyd container in Singapore. The ink was hardly dry on Hapag-Lloyd&rsquo s merger deal with Chilean carrier CSAV when departing chief executive Michael Behrendt raised the prospect of acquiring an Asian container line. Behrendt said the carrier would continue to search for scale once the CSAV deal was completed, making the comment after Damco head Rolf Habben Jansen took over the chief executive position on June 30. He told Lloyd&rsquo s List the likely target area is the Asia-Pacific region, where the German line needs to have a stronger presence. Size matters, he said, and long gone were the times when a global carrier could be ranked outside the top 10 and still make good money. Independent transport analyst Charles de Trenck was left wondering whether the acquisition comment was meant for a wider audience than Lloyd&rsquo s List readers. &ldquo Perhaps Hapag effectively have announced themselves. Now the banks and corporates have got the message and the proposals are flowing in as we speak,&rdquo he mused. But if Hapag-Lloyd really is on the acquisition trail, which container carriers are on its shopping list? De Trenck said the line needed a strong intra-Asia carrier with key niche markets. &ldquo Of course, everyone will jump on Wan Hai as a potential candidate. But it will always come down to whether the family wants to sell. No one will want to be seen as selling unless and until the deal is virtually done.&rdquo De Trenck said a Hapag-Lloyd acquisition could involve an unlisted small carrier with a specific niche, such as Pacific International Lines. Singapore-based PIL is one of Asia&rsquo s largest shipowners and has a fleet of close to 400,000 20-foot containers. Its subsidiary, Singamas Container Holdings, has 10 container-making factories in China. Alternatively, acquiring Wan Hai or SITC International Holdings would add intra-Asia specialists to the portfolio that could extend services across the region and create synergies with other trade lanes. Should the German carrier be able to gain approval from owners Temasek to buy out NOL, or from the Tung family to acquire OOIL, Hapag-Lloyd would gain entrance to the Singapore or Hong Kong exchanges via the back door. &ldquo And here the synergy lost on some long-haul routes is made up by access to a full back-door vehicle,&rdquo de Trenck said. &ldquo The full back door means listing in Singapore or Hong Kong with a vehicle capable of absorbing the new Hapag entity in full. If the smaller Wan Hai or SITC vehicles are sought, the companies are not really large enough to absorb the deal fully, I would think.&rdquo Paul Wan, regional head of transport for CLSA, said intra-Asia trade is seeing higher growth than the traditional trades of Asia-Europe or the trans-Pacific, so exploring this market makes a lot of sense for Hapag-Lloyd. He said buying a shipping line in a different geographical region allows the company to expand into new markets, with CASV giving Hapag-Lloyd a strong foothold in the fast growing South American market. However, he believes companies such as SITC, PIL or Wan Hai are &ldquo too niche,&rdquo and he sees few synergies between them and the German carrier. &ldquo OOIL seems to make a lot of sense given their high exposure to the intra-Asia trade, much higher presence in long-haul trades, and large average size of its fleet, but I don&rsquo t see this as a likely scenario given the sizeable family stake,&rdquo he said. Hapag-Lloyd has pinned its financial future to the expansion of the G6 Alliance with Hyundai Merchant Marine, APL, OOCL, NYK Line and Mitsui O.S.K. Lines into the key east-west liner trades, and to its takeover of Chile&rsquo s CSAV. Following the integration, the new Hapag-Lloyd will become the fourth largest liner shipping line in the world, with 200 vessels and a total transport capacity of around one million TEUs, an annual transport volume of 7.5 million TEUs and a combined turnover of $12.2 billion. Contact Greg Knowler at [email protected] and follow him on Twitter: @greg_knowle
Useful To Me  Not Useful To Me
alexsmith Member	04-Jul-2014 00:10        alexsmith About Contact  Quote this Post!
x 0   x 0  Alert Admin	Hapag-Lloyd&rsquo s Asia shopping plan gets analysts talking A Hapag-Lloyd container in Singapore. The ink was hardly dry on Hapag-Lloyd&rsquo s merger deal with Chilean carrier CSAV when departing chief executive Michael Behrendt raised the prospect of acquiring an Asian container line. Behrendt said the carrier would continue to search for scale once the CSAV deal was completed, making the comment after Damco head Rolf Habben Jansen took over the chief executive position on June 30. He told Lloyd&rsquo s List the likely target area is the Asia-Pacific region, where the German line needs to have a stronger presence. Size matters, he said, and long gone were the times when a global carrier could be ranked outside the top 10 and still make good money. Independent transport analyst Charles de Trenck was left wondering whether the acquisition comment was meant for a wider audience than Lloyd&rsquo s List readers. &ldquo Perhaps Hapag effectively have announced themselves. Now the banks and corporates have got the message and the proposals are flowing in as we speak,&rdquo he mused. But if Hapag-Lloyd really is on the acquisition trail, which container carriers are on its shopping list? De Trenck said the line needed a strong intra-Asia carrier with key niche markets. &ldquo Of course, everyone will jump on Wan Hai as a potential candidate. But it will always come down to whether the family wants to sell. No one will want to be seen as selling unless and until the deal is virtually done.&rdquo De Trenck said a Hapag-Lloyd acquisition could involve an unlisted small carrier with a specific niche, such as Pacific International Lines. Singapore-based PIL is one of Asia&rsquo s largest shipowners and has a fleet of close to 400,000 20-foot containers. Its subsidiary, Singamas Container Holdings, has 10 container-making factories in China. Alternatively, acquiring Wan Hai or SITC International Holdings would add intra-Asia specialists to the portfolio that could extend services across the region and create synergies with other trade lanes. Should the German carrier be able to gain approval from owners Temasek to buy out NOL, or from the Tung family to acquire OOIL, Hapag-Lloyd would gain entrance to the Singapore or Hong Kong exchanges via the back door. &ldquo And here the synergy lost on some long-haul routes is made up by access to a full back-door vehicle,&rdquo de Trenck said. &ldquo The full back door means listing in Singapore or Hong Kong with a vehicle capable of absorbing the new Hapag entity in full. If the smaller Wan Hai or SITC vehicles are sought, the companies are not really large enough to absorb the deal fully, I would think.&rdquo Paul Wan, regional head of transport for CLSA, said intra-Asia trade is seeing higher growth than the traditional trades of Asia-Europe or the trans-Pacific, so exploring this market makes a lot of sense for Hapag-Lloyd. He said buying a shipping line in a different geographical region allows the company to expand into new markets, with CASV giving Hapag-Lloyd a strong foothold in the fast growing South American market. However, he believes companies such as SITC, PIL or Wan Hai are &ldquo too niche,&rdquo and he sees few synergies between them and the German carrier. &ldquo OOIL seems to make a lot of sense given their high exposure to the intra-Asia trade, much higher presence in long-haul trades, and large average size of its fleet, but I don&rsquo t see this as a likely scenario given the sizeable family stake,&rdquo he said. Hapag-Lloyd has pinned its financial future to the expansion of the G6 Alliance with Hyundai Merchant Marine, APL, OOCL, NYK Line and Mitsui O.S.K. Lines into the key east-west liner trades, and to its takeover of Chile&rsquo s CSAV. Following the integration, the new Hapag-Lloyd will become the fourth largest liner shipping line in the world, with 200 vessels and a total transport capacity of around one million TEUs, an annual transport volume of 7.5 million TEUs and a combined turnover of $12.2 billion. Contact Greg Knowler at [email protected] and follow him on Twitter: @greg_knowle
Useful To Me  Not Useful To Me
Lucky03 Elite	03-Jul-2014 20:51        Lucky03 About Contact  Quote this Post!
x 0   x 0  Alert Admin	JOC ? Maritime News ? Container Lines ? Hapag-Lloyd Hapag-Lloyd?s Asia shopping plan gets analysts talking Greg Knowler, Senior Asia Editor | Jul 02, 2014 8:54PM EDT print The ink was hardly dry on Hapag-Lloyd?s merger deal with Chilean carrier CSAV when departing chief executive Michael Behrendt raised the prospect of acquiring an Asian container line.
Useful To Me  Not Useful To Me

                                                         First   < Newer   7541-7560 of 11177   Older>   Last