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Heero78 Veteran	08-Jan-2015 16:23        Heero78 About Contact  Quote this Post!
x 0   x 0  Alert Admin	can close above $0.90 today? if can, sure splendid....
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ascend88 Master	08-Jan-2015 16:15        ascend88 About Contact  Quote this Post!
x 0   x 0  Alert Admin	last few days....Air force SQ Squadron....  was activiated...to perfrom fly past rehersal for SG 50   today....Navy...Vessel NOL...
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ascend88 Master	08-Jan-2015 16:11        ascend88 About Contact  Quote this Post!
x 0   x 0  Alert Admin	Navy activiated...
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earlybird14 Supreme	08-Jan-2015 16:08        earlybird14 About Contact  Quote this Post! Style: Combined   Mood:
x 0   x 0  Alert Admin	sigh, bye bye NOL, note fate with you.
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ascend88 Master	08-Jan-2015 16:07        ascend88 About Contact  Quote this Post!
x 0   x 0  Alert Admin	come on....hold on....hold on....1 more hr....
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ascend88 Master	08-Jan-2015 16:06        ascend88 About Contact  Quote this Post!
x 0   x 0  Alert Admin	86 broken.... 90c next resistance.
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Heero78 Veteran	08-Jan-2015 12:59        Heero78 About Contact  Quote this Post!
x 0   x 0  Alert Admin	hahaha...yah...he will keep posting to talk down NOL...proved pattern. earlybird14      ( Date: 08-Jan-2015 10:13) Posted: You post post post, don' t worry NOL drop meh? Lucky03      ( Date: 07-Jan-2015 20:28) Posted: MAERSK remained the No 1 box carrier, in Alphaliner's annual capacity Fleet Review ranking of the top 20 container shipping carriers in the world. Wednesday, 07.Jan.2015, 08:35 (GMT) Top 20 carriers ranked by capacity in Alphaliner's annual Fleet Review MAERSK remained the No 1 box carrier, in Alphaliner's annual capacity Fleet Review ranking of the top 20 container shipping carriers in the world. The Danish carrier increased capacity 12 per cent in 2014 to 2.89 million TEU with the delivery of nine 18,000 TEUers as well 19 chartered newbuildings, including 4,900-5,500 TEU ships for African and Indian service. Maersk was also active on the charter market, with a net addition of 120,000 TEU. In 2015, the carrier will take delivery of its remaining seven Triple-E units, together with four chartered ships of 9,000 - 10,000 TEU. In No 2 spot remains Geneva-based Mediterranean Shipping Co (MSC) with an operated fleet increase of seven per cent to 2.54 million TEU, having received a "relatively small number of newbuildings" last year. "MSC will see a massive capacity expansion this year, as 30 new ships with a total capacity of 357,000 TEU are scheduled for delivery to the carrier in 2015," said Alphaliner. No 3 is Marseilles-based CMA CGM again, which increased its fleet nine per cent or by 139,000 TEU year on year. The French Line took delivery of nine long-term chartered newbuildings, including four wide-beam neo-panamax ships of 9,200-10,600 TEU from Chinese owner CIMC. No 4 is Germany's Hapag-Lloyd, recently merged with Chile's CSAV, which resulted in their combined fleet to shrink two per cent or by 18,000 TEU in 2014. The two lines received five owned newbuildings in 2014, of three 13,100-TEU ships for Hapag-Lloyd and three 8,600 - 9,300 TEU ships for CSAV. No 5 is Taiwan's Evergreen which increased its fleet 12 per cent or by 99,000 TEU in 2014, receiving 187,000 TEU of newbuildings. "With only four 'L' class ships of 8,500 TEU due this year, the carrier will take a breather until 2016, when 10 long-term chartered units of 14,000 TEU will join the Evergreen fleet," said Alphaliner. No 6 is Cosco, having increased its fleet six per cent or by 49,000 TEU, after the delivery of four newbuildings of 13,400 TEU, a gain made possible by Beijing's fleet renewal subsidies. No 7 is China Shipping Container Lines (CSCL) whose fleet grew 14 per cent or by 81,000 TEU in 2014. China Shipping's 18,900 TEU sisters CSCL Globe and CSCL Pacific Ocean delivered in November and December rivaled each other as the world's biggest containership, until the 19,200-TEU MSC Oscar took the title. No 8 was Korea's Hanjin Shipping despite a fleet that shrunk three per cent or 19.000 TEU, as the company struggled, resulting in a rescue by Hanjin Group and the removal of its chairwoman. Hanjin's newbuilding programme is limited to two remaining 10,000 TEU ships chartered from Seaspan, due in the first quarter of 2015, and four 9,000 TEU ships financed by the Turkish Ciner Group. No 9 is Japan's MOL increased its operated fleet 11 per cent or by 59,000 TEU in 2014. The carrier added 93,000 TEU from newbuilding deliveries, including two 13,900-TEUers chartered from G6 partner, APL, and one owned 8,600-TEU ship, the last of ten 8,000-,8600 TEU ships ordered in 2004, 2005 and 2011. No 10 is Singapore's APL, ending a "miserable year" with a 12 per cent decrease of its operated fleet, the largest fall among the Top-20 carriers. Despite receiving 83,000 TEU of newbuilding capacity, the carrier registered a 79,000 TEU reduction. New ships included the last two 13,900-TEUers of a 10-ship order from 2011. APL also received six new 9,200-TEU ships, first planned the transpacific trade, but now bound for West Asian service. The top 20 by capacity are ranked by Alphaliner as follows: Maersk, MSC, CMA CGM, Hapag-Lloyd, Evergreen, Cosco, CSCL, Hanjin, MOL, APL, Hamburg Sud, OOCL, NYK, Yang Ming, PIL, Hyundai, "K" Line, UASC, Zim and Wan Hai.
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earlybird14 Supreme	08-Jan-2015 10:13        earlybird14 About Contact  Quote this Post! Style: Combined   Mood:
x 0   x 0  Alert Admin	You post post post, don' t worry NOL drop meh? Lucky03      ( Date: 07-Jan-2015 20:28) Posted: MAERSK remained the No 1 box carrier, in Alphaliner's annual capacity Fleet Review ranking of the top 20 container shipping carriers in the world. Wednesday, 07.Jan.2015, 08:35 (GMT) Top 20 carriers ranked by capacity in Alphaliner's annual Fleet Review MAERSK remained the No 1 box carrier, in Alphaliner's annual capacity Fleet Review ranking of the top 20 container shipping carriers in the world. The Danish carrier increased capacity 12 per cent in 2014 to 2.89 million TEU with the delivery of nine 18,000 TEUers as well 19 chartered newbuildings, including 4,900-5,500 TEU ships for African and Indian service. Maersk was also active on the charter market, with a net addition of 120,000 TEU. In 2015, the carrier will take delivery of its remaining seven Triple-E units, together with four chartered ships of 9,000 - 10,000 TEU. In No 2 spot remains Geneva-based Mediterranean Shipping Co (MSC) with an operated fleet increase of seven per cent to 2.54 million TEU, having received a "relatively small number of newbuildings" last year. "MSC will see a massive capacity expansion this year, as 30 new ships with a total capacity of 357,000 TEU are scheduled for delivery to the carrier in 2015," said Alphaliner. No 3 is Marseilles-based CMA CGM again, which increased its fleet nine per cent or by 139,000 TEU year on year. The French Line took delivery of nine long-term chartered newbuildings, including four wide-beam neo-panamax ships of 9,200-10,600 TEU from Chinese owner CIMC. No 4 is Germany's Hapag-Lloyd, recently merged with Chile's CSAV, which resulted in their combined fleet to shrink two per cent or by 18,000 TEU in 2014. The two lines received five owned newbuildings in 2014, of three 13,100-TEU ships for Hapag-Lloyd and three 8,600 - 9,300 TEU ships for CSAV. No 5 is Taiwan's Evergreen which increased its fleet 12 per cent or by 99,000 TEU in 2014, receiving 187,000 TEU of newbuildings. "With only four 'L' class ships of 8,500 TEU due this year, the carrier will take a breather until 2016, when 10 long-term chartered units of 14,000 TEU will join the Evergreen fleet," said Alphaliner. No 6 is Cosco, having increased its fleet six per cent or by 49,000 TEU, after the delivery of four newbuildings of 13,400 TEU, a gain made possible by Beijing's fleet renewal subsidies. No 7 is China Shipping Container Lines (CSCL) whose fleet grew 14 per cent or by 81,000 TEU in 2014. China Shipping's 18,900 TEU sisters CSCL Globe and CSCL Pacific Ocean delivered in November and December rivaled each other as the world's biggest containership, until the 19,200-TEU MSC Oscar took the title. No 8 was Korea's Hanjin Shipping despite a fleet that shrunk three per cent or 19.000 TEU, as the company struggled, resulting in a rescue by Hanjin Group and the removal of its chairwoman. Hanjin's newbuilding programme is limited to two remaining 10,000 TEU ships chartered from Seaspan, due in the first quarter of 2015, and four 9,000 TEU ships financed by the Turkish Ciner Group. No 9 is Japan's MOL increased its operated fleet 11 per cent or by 59,000 TEU in 2014. The carrier added 93,000 TEU from newbuilding deliveries, including two 13,900-TEUers chartered from G6 partner, APL, and one owned 8,600-TEU ship, the last of ten 8,000-,8600 TEU ships ordered in 2004, 2005 and 2011. No 10 is Singapore's APL, ending a "miserable year" with a 12 per cent decrease of its operated fleet, the largest fall among the Top-20 carriers. Despite receiving 83,000 TEU of newbuilding capacity, the carrier registered a 79,000 TEU reduction. New ships included the last two 13,900-TEUers of a 10-ship order from 2011. APL also received six new 9,200-TEU ships, first planned the transpacific trade, but now bound for West Asian service. The top 20 by capacity are ranked by Alphaliner as follows: Maersk, MSC, CMA CGM, Hapag-Lloyd, Evergreen, Cosco, CSCL, Hanjin, MOL, APL, Hamburg Sud, OOCL, NYK, Yang Ming, PIL, Hyundai, "K" Line, UASC, Zim and Wan Hai.
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Lucky03 Elite	07-Jan-2015 20:28        Lucky03 About Contact  Quote this Post!
x 0   x 0  Alert Admin	MAERSK remained the No 1 box carrier, in Alphaliner's annual capacity Fleet Review ranking of the top 20 container shipping carriers in the world. Wednesday, 07.Jan.2015, 08:35 (GMT) Top 20 carriers ranked by capacity in Alphaliner's annual Fleet Review MAERSK remained the No 1 box carrier, in Alphaliner's annual capacity Fleet Review ranking of the top 20 container shipping carriers in the world. The Danish carrier increased capacity 12 per cent in 2014 to 2.89 million TEU with the delivery of nine 18,000 TEUers as well 19 chartered newbuildings, including 4,900-5,500 TEU ships for African and Indian service. Maersk was also active on the charter market, with a net addition of 120,000 TEU. In 2015, the carrier will take delivery of its remaining seven Triple-E units, together with four chartered ships of 9,000 - 10,000 TEU. In No 2 spot remains Geneva-based Mediterranean Shipping Co (MSC) with an operated fleet increase of seven per cent to 2.54 million TEU, having received a "relatively small number of newbuildings" last year. "MSC will see a massive capacity expansion this year, as 30 new ships with a total capacity of 357,000 TEU are scheduled for delivery to the carrier in 2015," said Alphaliner. No 3 is Marseilles-based CMA CGM again, which increased its fleet nine per cent or by 139,000 TEU year on year. The French Line took delivery of nine long-term chartered newbuildings, including four wide-beam neo-panamax ships of 9,200-10,600 TEU from Chinese owner CIMC. No 4 is Germany's Hapag-Lloyd, recently merged with Chile's CSAV, which resulted in their combined fleet to shrink two per cent or by 18,000 TEU in 2014. The two lines received five owned newbuildings in 2014, of three 13,100-TEU ships for Hapag-Lloyd and three 8,600 - 9,300 TEU ships for CSAV. No 5 is Taiwan's Evergreen which increased its fleet 12 per cent or by 99,000 TEU in 2014, receiving 187,000 TEU of newbuildings. "With only four 'L' class ships of 8,500 TEU due this year, the carrier will take a breather until 2016, when 10 long-term chartered units of 14,000 TEU will join the Evergreen fleet," said Alphaliner. No 6 is Cosco, having increased its fleet six per cent or by 49,000 TEU, after the delivery of four newbuildings of 13,400 TEU, a gain made possible by Beijing's fleet renewal subsidies. No 7 is China Shipping Container Lines (CSCL) whose fleet grew 14 per cent or by 81,000 TEU in 2014. China Shipping's 18,900 TEU sisters CSCL Globe and CSCL Pacific Ocean delivered in November and December rivaled each other as the world's biggest containership, until the 19,200-TEU MSC Oscar took the title. No 8 was Korea's Hanjin Shipping despite a fleet that shrunk three per cent or 19.000 TEU, as the company struggled, resulting in a rescue by Hanjin Group and the removal of its chairwoman. Hanjin's newbuilding programme is limited to two remaining 10,000 TEU ships chartered from Seaspan, due in the first quarter of 2015, and four 9,000 TEU ships financed by the Turkish Ciner Group. No 9 is Japan's MOL increased its operated fleet 11 per cent or by 59,000 TEU in 2014. The carrier added 93,000 TEU from newbuilding deliveries, including two 13,900-TEUers chartered from G6 partner, APL, and one owned 8,600-TEU ship, the last of ten 8,000-,8600 TEU ships ordered in 2004, 2005 and 2011. No 10 is Singapore's APL, ending a "miserable year" with a 12 per cent decrease of its operated fleet, the largest fall among the Top-20 carriers. Despite receiving 83,000 TEU of newbuilding capacity, the carrier registered a 79,000 TEU reduction. New ships included the last two 13,900-TEUers of a 10-ship order from 2011. APL also received six new 9,200-TEU ships, first planned the transpacific trade, but now bound for West Asian service. The top 20 by capacity are ranked by Alphaliner as follows: Maersk, MSC, CMA CGM, Hapag-Lloyd, Evergreen, Cosco, CSCL, Hanjin, MOL, APL, Hamburg Sud, OOCL, NYK, Yang Ming, PIL, Hyundai, "K" Line, UASC, Zim and Wan Hai.
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isaacsgx Elite	06-Jan-2015 16:16        isaacsgx About Contact  Quote this Post!
x 0   x 0  Alert Admin	Married deal of 1,600+ lots! Dont know good or bad! Better not touch first.
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Lucky03 Elite	06-Jan-2015 00:04        Lucky03 About Contact  Quote this Post!
x 0   x 0  Alert Admin	The total fleet had been further trimmed from 100 to 96. APL Liner Vessel Status as of 26 December 2014 (End of Period 12)      Capacity No.       Vessels Name       Year Built       Summer DWT       Nominal TEU  1      APL Raffles      2013      150,951      13,892 2      APL Vanda      2013      150,951      13,892 3      APL Temasek      2012      150,951      13,892 4      APL Merlion      2013      150,951      13,892 5      APL Sentosa      2013      150,951      13,892 6      APL Paris      2012      130,939      10,798 7      APL Salalah      2012      130,939      10,798 8      APL Barcelona      2012      130,939      10,798 9      APL Dublin      2012      130,939      10,798 10      APL Southampton      2012      130,939      10,798 11      APL Yangshan      2012      130,939      10,798 12      APL Le Havre      2012      123,137      10,106 13      APL Qingdao      2012      123,137      10,106 14      APL Chongqing      2011      123,137      10,106 15      APL Gwangyang      2011      123,137      10,106 16      APL Charleston      2013      108,600      9,336 17      APL New York      2013      108,600      9,336 18      APL Boston      2013      108,600      9,336 19      APL Phoenix      2013      108,600      9,336 20      APL Santiago      2014      108,600      9,336 21      APL Savannah      2013      108,600      9,336 22      APL Vancouver      2013      108,600      9,336 23      APL Columbus      2013      108,600      9,336 24      APL Miami      2013      108,600      9,336 25      APL Detroit      2014      108,600      9,336 26      APL Houston      2013      108,600      9,336 27      APL Mexico City      2014      108,600      9,336 28      APL Latvia      2013      90,799      8,102 29      APL Antwerp      2013      90,799      8,102 30      APL Minnesota      2008      72,912      6,350 31      APL New Jersey      2008      72,912      6,350 32      APL Florida      2008      72,912      6,350 33      APL California      2009      72,912      6,350 34      APL Turkey      2009      72,912      6,350 35      APL Oregon      2010      72,912      6,350 36      APL Norway      2007      72,807      6,350 37      APL Austria      2007      72,807      6,350 38      APL Germany      2003      67,009      5,888 39      APL Spain      2004      67,009      5,888 40      APL Belgium      2001      67,987      5,780 41      APL England      2001      67,987      5,780 42      APL Scotland      2001      67,987      5,780 43      APL Holland      2001      67,987      5,780 44      APL Agate      1997      64,156      5,404 45      APL Cyprine      1997      64,156      5,404 46      APL Pearl      1998      64,156      5,404 47      APL Coral      1998      64,156      5,404 48      APL Iolite      1997      62,693      5,174 49      APL Iris      1998      62,693      5,174 50      APL Japan      1995      66,520      5,108 51      APL China      1995      66,520      5,108 52      APL Thailand      1995      66,520      5,108 53      APL Korea      1995      66,370      5,108 54      APL Singapore      1995      66,370      5,108 55      APL Philippines      1995      66,370      5,108 56      APL Oman      2010      63,272      4,892 57      APL Qatar      2010      63,272      4,892 58      APL Arabia      2000      67,318      4,890 59      APL Egypt      2000      67,318      4,890 60      APL Malaysia      2000      67,318      4,890 61      APL Denver      2008      55,477      4,730 62      APL Oakland      2008      55,477      4,730 63      Hyundai Supreme      2008      62,450      4,571 64      APL Garnet      1995      66,647      4,553 65      APL Turquoise      1995      60,323      4,468 66      APL Tourmaline      1996      60,323      4,468 67      APL Seoul      2010      52,360      4,308 68      APL Riyadh      2010      52,326      4,308 69      APL Doha      2010      52,173      4,308 70      APL Melbourne      2010      50,300      4,256 71      APL Indonesia      2010      50,300      4,256 72      Sri Lanka      2010      50,300      4,256 73      APL Seattle      2007      44,234      3,398 74      APL Guangzhou      2007      44,234      3,398 75      APL Chicago      2007      44,234      3,398 76      APL Brisbane      2006      44,133      3,398 77      APL Sharjah      2002      40,991      3,316 78      APL Cairo      2001      33,937      2,478 79      APL Pusan      2002      33,937      2,478 80      APL Dalian      2002      33,937      2,478 81      APL Jeddah      2001      33,937      2,478 82      Asia Ipsa      2003      24,279      1,858 83      San Aurelio      2008      28,324      1,841 84      Asterix      2009      23,791      1,698 85      Spaarne Trader      2012      21,281      1,496 86      Sima Sapphire      2006      20,300      1,440 87      Cape Fulmar      2007      20,250      1,440 88      Alioth      2006      17,219      1,347 89      Saturn      2008      17,127      1,338 90      Asiatic Eclipse      2006      12,477      1,134 91      Pac Aries      2002      16,794      1,078 92      Vega Alpha      2005      10,747      917 93      Conmar Delta      2002      7,940      735 94      Marstan      2001      8,672      707 95      Anna-Lisa      2008      8,113      698 96      Colombo      1990      6,491      319
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isaacsgx Elite	05-Jan-2015 11:43        isaacsgx About Contact  Quote this Post!
x 0   x 0  Alert Admin	Yes, thanks.   I have withdrawn and to wait for a few days. earlybird14      ( Date: 05-Jan-2015 11:27) Posted: why not revise to 80 a bit, 79 a bit and 78 a bit? weak sellers will come in to sell later or end of the week if no positive new. isaacsgx      ( Date: 05-Jan-2015 10:44) Posted: Hahaha, I am queuing to buy at 835 a bit, 825 abit, 815 abit!
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earlybird14 Supreme	05-Jan-2015 11:27        earlybird14 About Contact  Quote this Post! Style: Combined   Mood:
x 0   x 0  Alert Admin	why not revise to 80 a bit, 79 a bit and 78 a bit? weak sellers will come in to sell later or end of the week if no positive new. isaacsgx      ( Date: 05-Jan-2015 10:44) Posted: Hahaha, I am queuing to buy at 835 a bit, 825 abit, 815 abit! earlybird14      ( Date: 05-Jan-2015 10:27) Posted: As usual, the more you post, the higher chance NOL will drop. Please do it more, I am waiting to load below 80 again.
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isaacsgx Elite	05-Jan-2015 10:44        isaacsgx About Contact  Quote this Post!
x 0   x 0  Alert Admin	Hahaha, I am queuing to buy at 835 a bit, 825 abit, 815 abit! earlybird14      ( Date: 05-Jan-2015 10:27) Posted: As usual, the more you post, the higher chance NOL will drop. Please do it more, I am waiting to load below 80 again. Lucky03      ( Date: 04-Jan-2015 10:51) Posted: I believe the ability of the major alliances getting their act together will be crucial to any recovery in freight rates. Couple with continuing low crude oil prices may spell good season for the shipping industry. Oversupply may be worsened as the vessels continue to grow bigger and if the world economy esp Europe and China didn't pick up soon. Can't count on US only. So, watch out for any stimulus measures being introduced. All said, NOL management capability and ability to respond effectively to market conditions continues to be a key cause of concern and probably the biggest concern of all factors ! Below is from JOC : What will 2015 hold for the shipping industry? By Marcus Hand from Singapore As we settle back into work on the second day of the New Year Seatrade Global dusts off its crystal ball and takes a look at what 2015 may hold in store for the shipping industry. The first change of 2015 happened at the stroke of midnight on 1 January when 0.1% sulphur limits for bunker fuel came into force in the North Europe, Baltic and North American Emission Control Areas (ECAs). The move will cause some operational issues for owners and there have been warnings of increased engine failures, as has been seen in California where the regulation is already in place. In North Europe and the Baltic enforcement will be watched keenly it is seen as key to ensuring a level playing field. Also on the regulatory front from 2015 should see the ratification of the Ballast Water Management Convention with it coming into force the following year. Meanwhile IMO secretary-general Koji Sekimizu has already put passenger ferry safety high on the agenda for the coming year. An unexpected event coming into 2015 was the crude oil price having fallen to $53 per barrel. This is good news for shipowners across the board in terms of cheaper bunker fuel prices. It has had a particularly positive impact on the tanker market, with VLCCs closing in on the $100,000 a day level at the end of 2014 and delivering the best average rates across the year since 2010. A continued period of low oil prices would be good news for tanker owners in 2015 driving up demand and potentially heralding a much needed year of profitable rates. For container shipping the drop in the bunker price will be especially welcome, and it remains to be seen if slow steaming will remain the order of the day. The coming year is marked by two other factors ? the ultra large containership and the mega-alliance. The rapid growth in size of vessels is set to continue with MSC Oscar to take the crown as the world?s largest boxship at 19,224 teu when it is launched this month. However, it could yet be trumped UASC?s vessels under construction at Hyundai Heavy Industries according to Alphaliner. On the alliance front this month is set to see the roll out of 2M and Oceans Three joining the existing CKYHE and G6 alliances to dominate the main east ? west trades. Whether these arrangements will enable lines to improve profitability or simply erode rates further will watched keenly in the industry. Dry bulk is facing a less than rosy picture after the much expected rally at in the second half of 2014 largely failed to materialise and the Baltic Dry Index closed on 24 December at just 782 points, well the break even point. Overcapacity continues to dog the sector and in telling sign for might lie ahead in mid-December the aggressively expanding Scorpio Bulkers converted six capesize newbuildings contracts into LR2 product tankers. A sector the lower oil price will not be good for is the one that has been the darling in recent years ? offshore marine. At $53 per barrel E&P spending by oil companies is bound to take a hit especially for more marginal field developments. There have already been warnings at the North Sea oil industry is close to collapse and warnings of waves of job losses. Meanwhile in the US Excelerate Energy's plans for a floating LNG export plant in Lavaca Bay, Texas have been put on hold. This is not good news for the shipyard sector, which in recent years has put a strong emphasis on offshore as conventional shipbuilding orders slumped. The coming year can be expected to see a continued restructuring of the Chinese shipbuilding sector where the major yards are set to dominate. Japan has been the surprise success story in shipbuilding over the last year, but it has been heavily reliant on eco-design bulkers, which could see lower demand given current dry bulk market conditions. As events unfurl in 2015 in maritime and shipping be sure to read about them on Seatrade Global. Published inAmericas, Asia, Europe, Middle East & Africa, Environmental, Containers, Dry Cargo, Regulation, Shipbuilding & Shipyards, Ship Operations, Tankers, Offshore, Dispatches © Copyright 2015 Seatrade Communications Limited. Replication or redistribution in whole or in part is expressly prohibited without the prior written consent of Seatrade Communications Limited. Friday, 02 January 2015 08:47
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earlybird14 Supreme	05-Jan-2015 10:27        earlybird14 About Contact  Quote this Post! Style: Combined   Mood:
x 0   x 0  Alert Admin	As usual, the more you post, the higher chance NOL will drop. Please do it more, I am waiting to load below 80 again. Lucky03      ( Date: 04-Jan-2015 10:51) Posted: I believe the ability of the major alliances getting their act together will be crucial to any recovery in freight rates. Couple with continuing low crude oil prices may spell good season for the shipping industry. Oversupply may be worsened as the vessels continue to grow bigger and if the world economy esp Europe and China didn't pick up soon. Can't count on US only. So, watch out for any stimulus measures being introduced. All said, NOL management capability and ability to respond effectively to market conditions continues to be a key cause of concern and probably the biggest concern of all factors ! Below is from JOC : What will 2015 hold for the shipping industry? By Marcus Hand from Singapore As we settle back into work on the second day of the New Year Seatrade Global dusts off its crystal ball and takes a look at what 2015 may hold in store for the shipping industry. The first change of 2015 happened at the stroke of midnight on 1 January when 0.1% sulphur limits for bunker fuel came into force in the North Europe, Baltic and North American Emission Control Areas (ECAs). The move will cause some operational issues for owners and there have been warnings of increased engine failures, as has been seen in California where the regulation is already in place. In North Europe and the Baltic enforcement will be watched keenly it is seen as key to ensuring a level playing field. Also on the regulatory front from 2015 should see the ratification of the Ballast Water Management Convention with it coming into force the following year. Meanwhile IMO secretary-general Koji Sekimizu has already put passenger ferry safety high on the agenda for the coming year. An unexpected event coming into 2015 was the crude oil price having fallen to $53 per barrel. This is good news for shipowners across the board in terms of cheaper bunker fuel prices. It has had a particularly positive impact on the tanker market, with VLCCs closing in on the $100,000 a day level at the end of 2014 and delivering the best average rates across the year since 2010. A continued period of low oil prices would be good news for tanker owners in 2015 driving up demand and potentially heralding a much needed year of profitable rates. For container shipping the drop in the bunker price will be especially welcome, and it remains to be seen if slow steaming will remain the order of the day. The coming year is marked by two other factors ? the ultra large containership and the mega-alliance. The rapid growth in size of vessels is set to continue with MSC Oscar to take the crown as the world?s largest boxship at 19,224 teu when it is launched this month. However, it could yet be trumped UASC?s vessels under construction at Hyundai Heavy Industries according to Alphaliner. On the alliance front this month is set to see the roll out of 2M and Oceans Three joining the existing CKYHE and G6 alliances to dominate the main east ? west trades. Whether these arrangements will enable lines to improve profitability or simply erode rates further will watched keenly in the industry. Dry bulk is facing a less than rosy picture after the much expected rally at in the second half of 2014 largely failed to materialise and the Baltic Dry Index closed on 24 December at just 782 points, well the break even point. Overcapacity continues to dog the sector and in telling sign for might lie ahead in mid-December the aggressively expanding Scorpio Bulkers converted six capesize newbuildings contracts into LR2 product tankers. A sector the lower oil price will not be good for is the one that has been the darling in recent years ? offshore marine. At $53 per barrel E&P spending by oil companies is bound to take a hit especially for more marginal field developments. There have already been warnings at the North Sea oil industry is close to collapse and warnings of waves of job losses. Meanwhile in the US Excelerate Energy's plans for a floating LNG export plant in Lavaca Bay, Texas have been put on hold. This is not good news for the shipyard sector, which in recent years has put a strong emphasis on offshore as conventional shipbuilding orders slumped. The coming year can be expected to see a continued restructuring of the Chinese shipbuilding sector where the major yards are set to dominate. Japan has been the surprise success story in shipbuilding over the last year, but it has been heavily reliant on eco-design bulkers, which could see lower demand given current dry bulk market conditions. As events unfurl in 2015 in maritime and shipping be sure to read about them on Seatrade Global. Published inAmericas, Asia, Europe, Middle East & Africa, Environmental, Containers, Dry Cargo, Regulation, Shipbuilding & Shipyards, Ship Operations, Tankers, Offshore, Dispatches © Copyright 2015 Seatrade Communications Limited. Replication or redistribution in whole or in part is expressly prohibited without the prior written consent of Seatrade Communications Limited. Friday, 02 January 2015 08:47
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Lucky03 Elite	04-Jan-2015 10:51        Lucky03 About Contact  Quote this Post!
x 0   x 0  Alert Admin	I believe the ability of the major alliances getting their act together will be crucial to any recovery in freight rates. Couple with continuing low crude oil prices may spell good season for the shipping industry. Oversupply may be worsened as the vessels continue to grow bigger and if the world economy esp Europe and China didn't pick up soon. Can't count on US only. So, watch out for any stimulus measures being introduced. All said, NOL management capability and ability to respond effectively to market conditions continues to be a key cause of concern and probably the biggest concern of all factors ! Below is from JOC : What will 2015 hold for the shipping industry? By Marcus Hand from Singapore As we settle back into work on the second day of the New Year Seatrade Global dusts off its crystal ball and takes a look at what 2015 may hold in store for the shipping industry. The first change of 2015 happened at the stroke of midnight on 1 January when 0.1% sulphur limits for bunker fuel came into force in the North Europe, Baltic and North American Emission Control Areas (ECAs). The move will cause some operational issues for owners and there have been warnings of increased engine failures, as has been seen in California where the regulation is already in place. In North Europe and the Baltic enforcement will be watched keenly it is seen as key to ensuring a level playing field. Also on the regulatory front from 2015 should see the ratification of the Ballast Water Management Convention with it coming into force the following year. Meanwhile IMO secretary-general Koji Sekimizu has already put passenger ferry safety high on the agenda for the coming year. An unexpected event coming into 2015 was the crude oil price having fallen to $53 per barrel. This is good news for shipowners across the board in terms of cheaper bunker fuel prices. It has had a particularly positive impact on the tanker market, with VLCCs closing in on the $100,000 a day level at the end of 2014 and delivering the best average rates across the year since 2010. A continued period of low oil prices would be good news for tanker owners in 2015 driving up demand and potentially heralding a much needed year of profitable rates. For container shipping the drop in the bunker price will be especially welcome, and it remains to be seen if slow steaming will remain the order of the day. The coming year is marked by two other factors ? the ultra large containership and the mega-alliance. The rapid growth in size of vessels is set to continue with MSC Oscar to take the crown as the world?s largest boxship at 19,224 teu when it is launched this month. However, it could yet be trumped UASC?s vessels under construction at Hyundai Heavy Industries according to Alphaliner. On the alliance front this month is set to see the roll out of 2M and Oceans Three joining the existing CKYHE and G6 alliances to dominate the main east ? west trades. Whether these arrangements will enable lines to improve profitability or simply erode rates further will watched keenly in the industry. Dry bulk is facing a less than rosy picture after the much expected rally at in the second half of 2014 largely failed to materialise and the Baltic Dry Index closed on 24 December at just 782 points, well the break even point. Overcapacity continues to dog the sector and in telling sign for might lie ahead in mid-December the aggressively expanding Scorpio Bulkers converted six capesize newbuildings contracts into LR2 product tankers. A sector the lower oil price will not be good for is the one that has been the darling in recent years ? offshore marine. At $53 per barrel E&P spending by oil companies is bound to take a hit especially for more marginal field developments. There have already been warnings at the North Sea oil industry is close to collapse and warnings of waves of job losses. Meanwhile in the US Excelerate Energy's plans for a floating LNG export plant in Lavaca Bay, Texas have been put on hold. This is not good news for the shipyard sector, which in recent years has put a strong emphasis on offshore as conventional shipbuilding orders slumped. The coming year can be expected to see a continued restructuring of the Chinese shipbuilding sector where the major yards are set to dominate. Japan has been the surprise success story in shipbuilding over the last year, but it has been heavily reliant on eco-design bulkers, which could see lower demand given current dry bulk market conditions. As events unfurl in 2015 in maritime and shipping be sure to read about them on Seatrade Global. Published inAmericas, Asia, Europe, Middle East & Africa, Environmental, Containers, Dry Cargo, Regulation, Shipbuilding & Shipyards, Ship Operations, Tankers, Offshore, Dispatches © Copyright 2015 Seatrade Communications Limited. Replication or redistribution in whole or in part is expressly prohibited without the prior written consent of Seatrade Communications Limited. Friday, 02 January 2015 08:47
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Lucky03 Elite	04-Jan-2015 10:40        Lucky03 About Contact  Quote this Post!
x 0   x 0  Alert Admin	ISM survey cites negative impact from West Coast port delays Peter Tirschwell | Jan 02, 2015 3:01PM EST U.S. manufacturing growth slowed in December with continuing delays at West Coast ports being cited as a contributing factor, according to the Institute for Supply Management. Comments from companies surveyed indicated a ?negative impact on imported materials shipment due to the West Coast dock slowdown,? the ISM said on Friday. "West Coast port issues have greatly impacted our incoming materials. We are air freighting many parts from Japan and Asia to support production while parts sit at the dock," a producer of fabricated metal products said. A textile mill company said: "West Coast ports are creating delays for imported goods." A machinery maker said: ?The West Coast ports slow-down is really affecting deliveries of our Asian purchases." The comments followed several others in recent months from companies affected by the port slowdowns. According to the ISM, economic activity in the manufacturing sector expanded in December for the 19th consecutive month, and the overall economy grew for the 67th consecutive month. But the pace of growth slowed in December, owing partly to the port disruption. The December Purchasing Managers Index registered 55.5 percent, a decrease of 3.2 percentage points from November?s reading of 58.7 percent, but still in positive territory as is any reading above 50 percent. The ISM New Orders Index registered 57.3 percent, a decrease of 8.7 percentage points from the reading of 66 percent in November. The Production Index registered 58.8 percent, 5.6 percentage points below the November reading of 64.4 percent. The Employment Index registered 56.8 percent, an increase of 1.9 percentage points above the November reading of 54.9 percent. Inventories of raw materials registered 45.5 percent, a decrease of 6 percentage points from the November reading of 51.5 percent, the ISM said on Friday. The New Year is beginning with no end in sight to West Coast port delays, which began late in the summer at the ports of Los Angeles and Long Beach, due to a combination of chassis and driver shortages, big ship offloading surges and higher volumes due to the resurgent U.S. economy. The delays worsened at LA-Long Beach and spread up the coast beginning in October following what port employers say is labor disruption by members of the International Longshore and Warehouse Union. Employers and the ILWU have been negotiating since May but have yet to agree to a new contract to replace the prior contract that expired on July 1. The prior three contracts, which expired on July 1 of 1999, 2002 and 2008, were all tentatively agreed to in those calendar years, though the 2002 agreement wasn?t ratified by the union rank and file until January, 2003. It still remains unclear how much wider economic damage is being done by the port strike. International trade economist Jock O?Connell told the Los Angeles Times in December that the delays at LA-Long Beach ?does act as a drag on the economy.? O'Connell told JOC.com on Friday: "Port congestion along the West Coast is hampering economic activity locally, regionally and nationally." The Federal Reserve Bank of San Francisco has not mentioned the port issues in any public statement so far, a San Francisco Fed spokesman told JOC.com on Friday. Contact Peter Tirschwell at [email protected] and follow him on Twitter: @petertirschwell
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Lucky03 Elite	04-Jan-2015 10:36        Lucky03 About Contact  Quote this Post!
x 0   x 0  Alert Admin	Earlybird4, you may be right that the congestion may have a positive spin as the rates to East Coats improves due to cargo being diverted from the West Coats, esp California. Question is whether APL had similarly shifted or continue to rely heavily on the California port as they shared at Q3 report announcement. End of year spot rates show continuing demand for East Coast services JOC Staff | Jan 03, 2015 7:01AM EST The year 2014 ended much the way it played out throughout the year in Asia to U.S. spot container rates. Rates declined following an upward spurt triggered by a rate increase. And rates to the U.S. East Coast declined by much less than rates to the West Coast and are up significantly versus a year ago, reflecting continuing demand for services that avoid the West Coast and especially Southern California. During the week through Dec. 31 spot rates from Shanghai to the West Coast dropped 3.1 percent or $67 to $2,058 per 40-foot container and rates to the East Coast dropped 0.8 percent or $40 to $4,498. The late year erosion in rates to the West Coast continued a pattern in which carriers achieve some of a GRI during the week it?s implemented and then lose it entirely in subsequent weeks. Drewry's benchmark spot rate from Hong Kong to Los Angeles was $1,978 per 40-foot container last week, an 18 percent decline versus the week of Dec. 17. Spot rates had jumped by $682 per container following a $1,000 per FEU rate increase implemented on Dec. 15 by member carriers of the Transpacific Stabilization Agreement on Dec. 15, but in the subsequent two weeks the rates according to that index dropped $429 per FEU. East Coast rates were up substantially in 2014, reflecting diversions that began early in the year to avoid potential disruption around the July 1 expiration of the West Coast longshore contract but which continued as no agreement was reached and as disruption on the West Coast grew worse beginning roughly in September. East Coast rates are up 50 percent versus mid-December in 2013 and with still no West Coast contract, with continuing severe delays at Los Angeles-Long Beach East Coast services will likely remain at a premium headed into the New Year. A JOC.com survey of shippers conducted in mid-December showed that 66 percent of U.S. shippers said they plan to ship less cargo through the U.S. West Coast next year because of ongoing congestion and delays. Such sentiments will likely maintain or even increase pressure on East Coast services where capacity is constrained by the maximum 5,000 TEU ships able to pass through the Panama Canal and the lengthy voyage through the Suez. Carriers are questioning the endless pattern of regularl GRIs that disintegrate soon thereafter but haven't found a solution to replace it. The TSA carriers are aiming to secure minimum rates in 2015-2016 service contracts versus seeking a rate increase versus prior rate levels. And some observers believe that the expanded alliance structure that will be in place in the trans-Pacific and industry-wide early in 2015, including the 2M and O3 alliances, will allow carriers to better coordinate periodic capacity withdrawals, which could act to stabilize rates. Lucky03      ( Date: 02-Jan-2015 23:52) Posted: The congestion charges were retracted by most as reported. Anyway, congestion can't be good news lah. earlybird14      ( Date: 02-Jan-2015 10:45) Posted: Now, a lot of shipping line impose congestion freight rate for US west coast which mean they can be compensated. If no congestion mean the container number is reduced and shipping line will start to fight for market share again, freight rate will drop. Again, I treat this congestion as a positive news to the industry.
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Lucky03 Elite	02-Jan-2015 23:52        Lucky03 About Contact  Quote this Post!
x 0   x 0  Alert Admin	The congestion charges were retracted by most as reported. Anyway, congestion can't be good news lah. earlybird14      ( Date: 02-Jan-2015 10:45) Posted: Now, a lot of shipping line impose congestion freight rate for US west coast which mean they can be compensated. If no congestion mean the container number is reduced and shipping line will start to fight for market share again, freight rate will drop. Again, I treat this congestion as a positive news to the industry. earlybird14      ( Date: 02-Jan-2015 10:31) Posted: don' t KPKP lah. Market will go it way. The impact of congestion is not a big deal. NOL management just want to take it as excuse for their poor performance. Those efficient container shippin line still making profit. The congestion mean good import and export to US which is good for the industry. Congestion is better than empty port and terminal.
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isaacsgx Elite	02-Jan-2015 17:33        isaacsgx About Contact  Quote this Post!
x 0   x 0  Alert Admin	Me out first at 855. Waiting to long again .
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