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Artiivision - Buy
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famouspinky
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20-Jun-2014 10:52
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Touch new low, yes. Breakout to new low, no.
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earlybird14
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20-Jun-2014 10:43
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G6 total capacity is about same as Maersk and MSC. Basically Maersk and MSC are 2 x G6 with same policy and consistency. No matter what G6 do, hardly touching Maersk and MSC margin since G6 are independent organisation with own interest. Yesterday shorting volume is 1237 lots, increase 50% compared to past 6 days total shorting volume. warning signal for next breakout to new low.
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Lucky03
Elite |
20-Jun-2014 08:11
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JOC ? Maritime News ? Container Lines ? P3 Network
Pressure off G6 and CKYHE as alliances focus on global networks Greg Knowler, Senior Asia Editor | Jun 19, 2014 7:04AM EDT The G6 and CKYHE alliances that were to have competed head on with the P3 Network may be feeling an easing of pressure after China?s shock rejection of the vessel-sharing agreement, but both are pushing ahead with the expansion of their networks. The G6 Alliance of APL, Hapag-Lloyd, Hyundai Merchant Marine, MOL, NYK Line and OOCL cleared the last of its regulatory hurdles earlier this month with approval from the European Commission on June 3, opening the way for the G6 to become the only alliance to operate on all major east-west trades. Singapore has been chosen as the service base to manage this global reach, and a spokesman for APL said briefly: "The G6 Service Centre opened on April 1 in Singapore. It is responsible for managing the G6 Alliance global services operations." The CKYHE Alliance of Cosco, ?K? Line, Yang Ming, Hanjin Shipping and Evergreen Line will hear in the next three weeks whether the U.S. Federal Maritime Commission (FMC) will allow them to discuss cooperating in the trans-Pacific and trans-Atlantic trades. The FMC has until July 6 to decide. With no P3 Network, trans-Pacific trade will continue to be dominated by the G6 and CKYHE. The G6 has a market share of 31 percent and CKYHE has 26 percent, with Maersk a distant third at 9 percent. On Asia-Europe the market split is narrower, but CKYHE has the greatest slice of the pie at 24 percent, and G6 a 20 percent share. Terminals continue to respond to rejection of P3 network Reaction to the scrapping of the P3 Network continues to come in from Asian container terminals, but the consensus appears to be that it will have little impact in the region. One of the key ports in the Asian rotation of the P3 Network was to be the Korean city of Busan, where Maersk Line, MSC and CMA CGM are all customers of Busan National Container Terminal (BNCT). John Elliott, president and CEO of BNCT, said he did not anticipate any negative impact on Busan?s volume. ?We have been supportive of their efforts for the establishment of the P3 Network. It is unfortunate news as we know how many people have worked diligently towards the formation of this new alliance,? he said. A Busan Port Authority spokesman said the three P3 carriers already had several loops through the port and did not expect any change to traffic at the busy Korean hub. Jessie Chung, chairman of the Hong Kong Container Terminals Association, said there would be little impact on the number of TEUs handled at the Kwai Chung port without the P3. She said the issue for Hong Kong had more to do with the increasing complexity of handling larger ships than with the P3 alliance. Vessel calls may now increase, but the box moves per vessel call will be reduced. ?Due to their size, mega-vessels require longer lifting distances and greater coordination with customers to stow boxes in the most efficient manner ?? without this effort from both parties productivity will naturally suffer as operations are suboptimal. This will increase pressure on terminals even as other alliances and sharing agreements are formed,? she said. Pressure to build larger vessels may be lower Pressure to build larger ships to compete with the 18,000-plus-TEU Triple E vessels being deployed by Maersk may also be eased. In a transport research report, Goldman Sachs said there was now a less urgent need for Asian liners to catch up on vessel sizes and scale in order to compete with P3. It also noted that shipyards were mostly full until 2017, ?which could mean limited impact on immediate supply-demand balance of the industry in the next one to two years.? ?The concerns built up from Asia liners on P3?s absolute market share advantage and lowest-in-class cost base were partly behind the alliances and new orders, and were attempts to position themselves with a lower cost base to compete with the P3 carriers,? according to the Goldman Sachs report. Citi Research China transport analyst Vivian Tao agreed that with the abandonment of P3, the potential competitive pressure from a much stronger alliance on Asian carriers had been relieved, especially on the Asia-Europe trade. But she said the rejection of the P3 alliance would have limited impact on Asian ports. Contact Greg Knowler at [email protected] |
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Lucky03
Elite |
20-Jun-2014 08:03
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Thanks, earlybird14. I suppose G6 needs big ships too and given that partners such as NOL is only taking delivery of the big ships starting 2013 and next few years that their effectiveness takes time to materialize.
19th June 2014 Seatrade Main Menu G6 Alliance announces port rotations for service expansion By Charlie Bartlett from London The G6 Alliance members have released the proposed port rotations for the expansion of Asia-North America West Coast and Trans-Atlantic services. The move, proposed at the end of 2013, is now undergoing regulatory assessment and, if approved, will start in the second quarter of 2014. The expansion will bring G6?s service offering to 29 routes, covering all three major East-West trade lanes. ?The G6 Alliance monitors market developments closely and is continuously seeking opportunities to improve our service offerings,? the coalition of APL, Hapag-Lloyd, Hyundai Merchant Marine, Mitsui OSK Lines, Nippon Yusen Kaisha and Orient Overseas Container Line said in a statement. ?With the introduction of the Asia-North America West Coast and Trans-Atlantic services, the G6 Alliance will further strengthen its position to meet shippers? demand for more comprehensive, seamless and efficient services with competitive transit times. ?Further, each of the G6 Alliance members will be able to offer its customers significantly improved port-pair connections compared to their previous products.? The services will operate as follows. SE1 (South East Asia 1): Singapore ? Chiwan/Shekou ? Kaohsiung ? Los Angeles ? (Manzanillo, Mexico* ? Lazaro Cardenas*) ? Los Angeles ? Yokohama ? Kaohsiung ? Singapore *only APL and Hapag-Lloyd are participating in these calls SE2: Laem Chabang ? Cai Mep ? Hong Kong ? Los Angeles ? Oakland ? Hong Kong ? Laem Chabang SE3: Port Klang - Singapore ? Laem Chabang ? Yantian ? Los Angeles ? Oakland ? Pusan ? Shanghai (Waigaoqiao) ? Ningbo ? Yantian ?Singapore SC1 (South China 1): Xiamen ? Chiwan/Shekou ? Yantian ? Los Angeles ? Oakland ? Kaohsiung ? Xiamen SC2: Dachan Bay ? Hong Kong ? Yantian ? Kaohsiung ? Los Angeles ? Kaohsiung ? Xiamen - Hong Kong ? Dachan Bay CC1 (Central China 1): Shanghai (Waigaoqiao) ? Kwangyang ? Pusan ? Los Angeles ? Oakland ? Pusan ? Kwangyang ? Shanghai CC2: Ningbo ? Shanghai (Waigaoqiao) ? Los Angeles ? Ningbo CC3: Qingdao ? Xingang ? Pusan ? Yokohama ? Los Angeles ? Oakland ? (Dutch Harbor*) - Yokohama ? Pusan ? (Naha*) - Qingdao *only APL is participating in these calls CC4: Shanghai (Waigaoqiao) ? Ningbo ? Los Angeles ? Oakland ? Shanghai NP1 (North Pacific 1): Singapore ? Laem Chabang ? Dachan Bay ? Hong Kong ? Yantian ? Vancouver ? Tacoma ? Seattle ? Pusan ? Kaohsiung ? Singapore NP2: Hong Kong ? Yantian ? Kaohsiung ? Shanghai* ? Pusan ? Tacoma ? Seattle ? Vancouver ? Yokohama ? Pusan ? Kwangyang ? Hong Kong *terminal to be confirmed NP3: Qingdao ? Ningbo ? Shanghai (Yangshan) ? Pusan ? Vancouver ? Tacoma ? Vancouver ? Tokyo ? Nagoya ? Kobe ? Qingdao AX1 (Atlantic Express 1): UK port* ? Rotterdam ? Hamburg ? Le Havre ? New York ? Norfolk ? UK port* *terminal to be confirmed AX2: Southampton ? Antwerp ? Bremerhaven ? Le Havre ? Veracruz ? Altamira ? Houston ? New Orleans ? Charleston ? Southampton AX3: Antwerp ? Bremerhaven ? Southampton ? Charleston ? Port Everglades ? Houston ? Savannah ? Norfolk ? Antwerp PA1 (Pacific Atlantic 1): Shanghai* ? Pusan ? Kobe ? Nagoya ? Tokyo ? Tacoma ? Vancouver ? Oakland ? Los Angeles ? Balboa** ? Panama Canal ? Manzanillo, Panama ? Savannah ? Norfolk ? New York - Halifax ? Southampton ? Antwerp ? Hamburg ? Rotterdam ? Halifax ? New York ? Norfolk ?Savannah ? Manzanillo, Panama ? Panama Canal ? Los Angeles ? Oakland ? Yokohama ? Shanghai *terminal to be confirmed ** to be confirmed PA2: Kaohsiung ? Pusan ? Kobe ? Tokyo ? Balboa ? Panama Canal ? Manzanillo, Panama ? Miami ? Jacksonville ? Savannah ? Charleston ? New York ? Rotterdam ? Bremerhaven ? UK port* ? Le Havre ? New York ? Norfolk ? Charleston ? Manzanillo, Panama ? Panama Canal ? Balboa ? Los Angeles ? Oakland ? Tokyo ? Kobe ? Kaohsiung *terminal to be confirmed Published inAsia, Europe, Containers, Port & Logistics, Ship Operations
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earlybird14
Supreme |
20-Jun-2014 06:12
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P3 network formed in 2013. So basically, p3 network rejection will not has any directly benefit to G6. It just maintain present situation without worsening the market. P3 still making profit, G6 still struggling, NOL still making the loss.
The rejection from china rescue NOL book not to be worsen further only.
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earlybird14
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20-Jun-2014 06:03
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http://www.worldcargonews.com/htm/w20111220.286200.htm
G6 formed in 2011, not recently. http://shippingwatch.com/carriers/Container/article6418668.ece G6 is very fragile compared to P3.
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Lucky03
Elite |
20-Jun-2014 01:53
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JOC ? Maritime News ? Container Lines ? P3 Network
Widdows: P3 collapse positive for carrier competition Peter T. Leach, Editor-at-Large | Jun 18, 2014 3:03PM EDT Ron Widdows at the JOC?s TPM Conference in Long Beach in March 2014. ?The world changed in the last 24 hours with the collapse of the planned P3 Network,? Ron Widdows told the Marine Money Week conference in New York today. The former CEO of Rickmers Group and of NOL said China?s decision yesterday to reject the vessel-sharing alliance among Maersk Line, Mediterranean Shipping Co. and CMA CGM is ?a positive? for the container industry. ?If I were running one of the (competing) companies, the competitive pressures would have been significant,? he said. Widdows said in an interview with the JOC that he thinks China nixed the huge VSA because it would have controlled almost half the capacity in the Asia-Europe trade and would have put its state-owned container lines, COSCO and China Shipping, at a severe competitive disadvantage. He said EU regulators approved the alliance ?for obvious reasons,? because all three carriers are European. He called the EU?s decision to welcome the VSA a ?twist to China?s nose.? He also said the end of the P3 is ?clearly an opportunity lost for APM Terminals,? which stood to gain a lot of the cargo moving through its terminals. Widdows said he had been surprised by the collapse of the VSA and that he had stayed up all night revising the speech he planned to deliver to the forum of investors at Marine Money. He said the rest of the industry views the VSA?s collapse as a positive development. ?That?s an understatement,? he said. But he said he did not know how it would affect freight rates. Regulators in the U.S., Europe and China might be more amenable to other mergers or consolidations, but this is not yet clear. Widdows said that not much is happening in the area of mergers other than the one between Hapag-Lloyd and CSAV, which will not have much impact on the industry. ?It doesn?t change pricing it doesn?t change competitive dynamics,? he said. ?Consolidation is still a need but it?s a very difficult path,? The end of the P3 will not impact the G6 Alliance, which will continue plans to consolidate services among its six carrier members ? APL, Hapag-Lloyd, Hyundai Merchant Marine, MOL, NYK and OOCL. Widdows said the growth of VSAs like the G6 will enable members to benefit from lower supply costs attained through joint procurement. ?This will enable further cooperation even though they compete fiercely with each other,? he said. Now will the end of the P3 have any impact on overall vessel capacity except to slow the pace of new orders. Widdows said capacity will grow faster than global demand and thus continue to put pressure on freight rates. ?There will be an oversupply of containers ships for a long time,? he said. ?The drive to find the largest assets will trigger more orders.? Many carriers already have mega-ships with capacities of more than 12,000 20-foot-equivalent units. Maersk Line operates seven of the 20 18,200-TEU ships it has ordered. China Shipping and United Arab Shipping have ordered 11 ships of 18,400 TEUs, which they will operate jointly on the Asia-Europe trade. In addition, MSC is reported to be ready to charter three ships of 18,400 TEUs that have been ordered for it. Even if their P3 Network did not come to fruition, the growth of mega-carriers Maersk, MSC and CMA CGM has resulted in a two-tier industry that is creating a very difficult environment for smaller carriers, most of which operate at a loss. ?This is an industry that hasn?t figured out a way to price the product to make money,? he said. ?The fleet is fully deployed in a market that doesn?t need that many ships.? Contact Peter Leach at [email protected] and follow him on Twitter: @petertleach. |
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Lucky03
Elite |
19-Jun-2014 23:00
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earlybird14, are you in the shipping industry. You seem very knowledgable about how the P3 and G6 operates and P3 is much more organised ? Why are you so sure that NOL will never have a chance to turn profitable even after the G6 alliance ? Insider intelligence ?
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Lucky03
Elite |
19-Jun-2014 22:16
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WORLD SHIPPING
Maersk Line to raise Asia-Europe rate US$575/TEU starting July 1 DANISH shipping giant Maersk Line will raise rates US$575 per TEU from Asia to northern Europe from July 1, the company announced. Wednesday, 18.Jun.2014, 20:30 (GMT) Maersk Line to raise Asia-Europe rate US$575/TEU starting July 1 DANISH shipping giant Maersk Line will raise rates US$575 per TEU from Asia to northern Europe from July 1, the company announced. According to the Shanghai Containerised Freight Index, the rate for an Asia-Europe stood at $1,202 last week. |
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earlybird14
Supreme |
19-Jun-2014 17:39
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3 mouths with same thinkings (all from europe) are faster in making decision compared to 6 mouths with different interests, cultures and thinkings. what G6 really has done? or just to form for the sack of forming?
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earlybird14
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19-Jun-2014 17:32
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If P3 plan passed through, NOL price will badly beaten. Now, no passing through, doesn' t mean NOL can benefit anything from it. P3 are more organised and efficient, eventhough, it was rejected by China Authority, Top 3 are still running ahead G6. Maesrk are still able to make billion dollar profit based on present freigh rate, NOL or other G6 member are still making loss, The coorperation within P3 will not be gone after China rejection, they still can do work together and be more efficient in Europe and US.
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sgng123
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19-Jun-2014 17:25
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Ship got shorted again in response to the collapse of maersk line share price, more of a rippling effectfrom the collapse of P3. Typical trading trend sell on uncertainty then buy back on certainty. Now those big three carriers in troubled water, their 18K+ ships coming online soon. Impossible to maintain both high load factor and quality of service as trade imbalance between east and west would make it hard to fill those ships unless in mega alliance when u could count on ur member cargo to make up the difference while minimise time on port transit. Capacity reduction ison the card now inorder to maintain profit and service quality. G6 gain the most in P3 downing, become the industry leader in term of market share in transpacific and asia. got to wait for calm to return to market before touching ship. Uncertainty hurt a lot even when time are good, sideline best option. |
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earlybird14
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19-Jun-2014 17:25
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Volume getting higher but price soften, may see new low soon 94cents will be broken soon. NOL is not in good shape and absolutely overvalued based on overestimated NAV(container vessels are cheap, very cheap in the market now) and 3 year continual heavy loss. |
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RoundRound
Elite |
19-Jun-2014 17:19
Yells: "Tikam Tikam can also" |
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With ever rising fuel price, this ship will be into deeper trouble water | ||||
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famouspinky
Supreme |
19-Jun-2014 17:17
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Ship is being prudent as big brother, Mr Jones is high and mighty
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Heero78
Veteran |
19-Jun-2014 17:06
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I do 100% agree that NOL is a joke with no view of recover now....someone keep talking and posting irrelevant news for almost 1~2 yrs but this stock never fail to amuse me. I also agree rights issue is on the way but normally price will be driven high before rights issue announcement, rights issue announcement when price decline is devastating. if look at historical chart, NOL announced rights issue on 2 june 2009, almost 1 wk before announcement, the price was rising until rights issue announcement. just my 2 cents...
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earlybird14
Supreme |
19-Jun-2014 11:07
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Another 2183 lots are shorted from 11 to 18 June.
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Lucky03
Elite |
18-Jun-2014 22:27
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Trucking industry in US is expecting a banner year. What about shipping ?
JOC ? Trucking Logistics US freight sector told: Prepare for banner year Mark Szakonyi, Senior Editor | Jun 18, 2014 10:03AM EDT WASHINGTON ? The U.S. freight industry will have a banner year in 2014, having already seen some of the strongest freight growth since the end of the Great Recession, a transportation analyst said Tuesday. Although general U.S. economic growth was lackluster in the first five months because of severe weather and flat exports, freight shipments rocketed 13.1 percent and freight payment rose 11 percent in the same period, said Rosalyn Wilson, of Parsons. Wilson authors the Council of Supply Chain Management Professionals? annual State of Logistics report. After a sluggish start, the overall economy is improving, with retail sales and home construction sales picking up and the employment picture brighter, she said. However, she noted that GDP improvements don?t always equate to freight growth because reduced imports and higher inventories, both positives for the broad economy, lower transport demand. ?The health of the freight market is a solid indicator of the direction the economy is moving,? Wilson said at the unveiling to the annual report in Washington. ?All indications are that freight will grow moderately for the rest of the year and the economy should follow suit.? That would be a welcome change from an erratic 2013. Monthly freight traffic hit five three-year lows last year, but freight payment reached three-year highs for eight of the 12 months. Even though volume rose, pricing, particularly in the trucking industry, remained mostly flat. A lack of needed pricing gains, coupled with rising costs for drivers, equipment and maintenance, pushed the number of trucking company bankruptcies to a three-year high, Wilson said, citing research from Donald Broughton, chief market analyst at Avondale Partners. Very moderate U.S. economic growth didn?t help, either. The economy only expanded 1.9 percent last year, compared with 2.8 percent in 2012, Wilson said. Logistics costs for U.S. companies increased 2.3 percent in 2013, a sharp deceleration from the 3.4 gain seen in 2012. U.S. logistic costs in relation to nominal GDP fell 8.2 percent from 8.5 percent, as the freight logistics sector grew slightly slower than the broader economy. Lower volumes and transportation spending pulled down the share of logistics cost compared to total economic output, but, ?it does seem to be very normal for what the pattern has been since we?ve come out of the recession,? Wilson said. She said the industry continues to make efficiency improvement in how it moves goods, but there hasn?t been an innovation to create a major improvement. ?We have a decrease in reliability from where we were prior to the recession across all modes, but especially in the ocean mode,? Wilson said. ?Those kind of disruptions are the things we are going to be fixing over the next year or two if freight continues to grow, which I think it?s going to do. Then we will have the ability to start some of the productivity enhancement, and do a better job of? planning. The anticipated freight growth will exacerbate capacity problems across the network, and chokepoints are already seen on the highways and rails. But tightening capacity will help truckload carriers raise rates 5 percent to 8 percent this year. Tightening truck capacity? fueled most recently by new hours of service rules for drivers ? is a major concern for Bayer HealthCare, said John Herzig, vice president of distribution and logistics. The major pharmaceutical shipper is increasingly turning to truckload services instead of less-than-truckload to handle larger orders of over-the-counter medicines, he said. Penske, which presents the report, has seen the new HOS rules reduce its capacity across the board by 3 percent, and between 10 to 18 percent for food transport and other verticals, said Mark Althen, Penske Logistics president. Even though the trucking industry is at near 100 percent utilization, shippers still believe they can hold the line on rates increases, Wilson said. That attitude could quickly change if freight demand ramps up as she expects. Contact Mark Szakonyi at [email protected] and follow him on Twitter: @szakonyi_joc. |
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Lucky03
Elite |
18-Jun-2014 22:01
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2 days in a row, someone tried to force NOL to close at its low in the last few minutes of trading. Perhaps the guy trade CFD contracts and arbitrage. Let's see. I believe the collapse of P3 apparently prevented the 3 giants to comer the market and capture even larger market share as pointed out by the Chinese authority. This should augur well for many shippers esp the G6 Alliance. Can't wait for the Q2 result to be released early Aug. I suppose insiders should know by late Jul and we may see some indication already ..... | ||||
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Lucky03
Elite |
18-Jun-2014 20:34
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If only every award can bring them $100m profit !
APL voted Best Trans-Pacific Shipping Line again SHANGHAI, 17 Jun 2014: APL today won the Best Trans-Pacific Shipping Line accolade at the 28th Asian Freight & Supply Chain Awards (AFSCAs). This is the third time in four years that APL has emerged as the preferred liner in this category, following wins in 2011 and 2012. Determined by votes cast by readers of Cargonews Asia, APL clinched the award for its leading performance in schedule integrity, customer service support and its comprehensive port calls in the Trans-Pacific trade. ?The container shipping business has become a much more competitive and demanding business than before,? said APL President Kenneth Glenn. ?With APL coming up tops in the Trans-Pacific trade despite the challenging conditions there, this award is all the more satisfying to us. We thank our customers for the strong vote of confidence and we are inspired to develop more cost-effective and reliable solutions to meet their transportation needs.? Organised by Cargonews Asia, a leading logistics and cargo supply chain publication, the AFSCAs are among the most prestigious and longest-running awards in the Asian transportation and logistics sector. |
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