02 Juli 2016

[020716.EN.BIZ] CMA CGM's Purchase of NOL-APL Has Domino Effect On Alliances

FOLLOWING last month's approval by the European Commission (EC) for CMA CGM to acquire NOL-APL, the last step in the privatisation is for the French line to buy outstanding shares of NOL's total stock - 90 per cent of the whole.

At this stage, Marseilles-based CMA CGM has purchased 78 per cent of NOL in a US$2.4 billion cash deal with state-controlled Temasek Holdings of Singapore.

Pledging to move its Southeast Asian operations from Port Kelang and Tanjung Pelepas Malaysia to new mega berths at PSA's Pasir Panjang Terminal, CMA CGM has also agreed to relocate its Asian headquarters from Hong Kong to Singapore, reports the American Journal of Transportation.

The joint venture called CMA CGM-PSA Lion Terminal Pte Ltd (CPLT) will begin operating later this year as containers and equipment are transferred.

As part of its concession to the EC and Chinese regulatory bodies CMA CGM has withdrawn APL from the G-6 alliance and plans to form the new Ocean Alliance next year with Cosco, OOCL and Evergreen.

Together the Ocean Alliance would control 1,123 container ships with 5.5 million TEU of capacity and an additional 104 vessels and 1.3 million TEU on order, according to Alphaliner data.

OOCL will also be forced to withdraw from the G-6 all but destroying the alliance's infrastructure. Reformation of the remaining four carriers with the addition of "K" Line, Yang Ming, Hanjin and possibly UASC will form The Alliance, scheduled to begin operations next year.

The formation of new consortia in the coming year will bring challenges to both the Ocean Alliance and THE Alliance.

Trading partners, all of whom have their own joint ventures in ships, terminals and equipment, will have to work together to share resources and draw on each other's strengths to survive.


Source : HKSG.

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01 Juli 2016

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[010716.EN.BIZ] Hamburg's Hapag-Lloyd Agrees To Merger Deal With Dubai's UASC

GERMANY's Hapag-Lloyd, the world's No 6 container carrier, has agreed to merge with United Arab Shipping Company (UASC), the world 11th biggest, making the Hamburg carrier the fifth largest in the world once the deal is done.

With the approval of the Hapag board, the deal was made on Tuesday with Dubai's UASC on a merger that was termed a "business combination agreement", and one which would provide for the contribution of all shares in UASC to Hapag-Lloyd.

The combined companies are seen as a good match because of UASC's strong presence in the Middle East where Hapag-Lloyd currently depends on agents, reports American Shipper.

UASC shareholders, which consist of six countries in the Middle East, would become major shareholders in a long established global container carrier.

UASC has been an aggressive builder of large new ships, and a combination will increase the tonnage of the newly formed company, but do little to ameliorate the over capacity afflicting the sector.

The transaction is based on valuations that would give Hapag shareholders 72 per cent ownership of the whole, and holders of UASC the rest. The combined company will be worth around US$9 billion, people involved in the merger said.

The talks come amid a wave of consolidation sweeping the container shipping industry, which is squeezed by overcapacity, slowing global growth and plummeting freight rates.

Amid those turbulent waters, a number of big companies in recent years have combined forces to cut costs and increase competitiveness, reports Bloomberg News.

At the same time, operators have been scrambling to form alliances, broad operational partnerships that have allowed them to cut costs without a full-blown merger or takeover, reports the Wall Street Journal.

UASC is owned by the governments of Qatar, Saudi Arabia, Kuwait and the United Arab Emirates. Qatar has 51 per cent and Saudi Arabia 35 per cent.

A merger would provide Hapag-Lloyd access to UASC's six Triple-E's, part of the world's biggest class of containerships, costing $150 million each, can move more than 18,000 TEU at a time.

UASC primarily operates in the Asia-to-Europe trade route, and a merger with Hapag would give it wider access to the transatlantic and transpacific loops.


Source : HKSG.

30 Juni 2016

[300616.EN.BIZ] Hyundai Merchant Marine in Talks to Join 2M

South Korean liner Hyundai Merchant Marine (HMM) has opened channels to join the world’s largest carrier alliance, the 2M union, which is presently between Maersk and MSC, according to Bloomberg.

HMM has been hit hard by a downturn in rates, being billions of dollars in debt, and will be looking to join 2M in order to secure some stability in a volatile market and thereby stem its current unprofitability.

HMM was previously in talks to join the latest container shipping grouping – THE Alliance, which rival liner Hanjin Shipping is part, however it did not secure a place in the alliance.

COO of Maersk Line Soren Toft has said: “The inclusion of Hyundai Merchant Marine in 2M would, for example, provide us with extended coverage and a stronger product in the trans-Pacific trade,” showing that while no deal has been struck yet, the world’s largest liner is receptive to the idea of including HMM in 2M.

2M rose from the ashes of its previous incarnation P3, which included Maersk, MSC and French-liner CMA CGM. However, P3 was blocked by China on antitrust grounds, although Europe and the US passed the alliance, China feared P3 would be monopolistic and have too much power in the global liner market.

After this Maersk and MSC went alone as the first and second biggest liners in the world, respectively, while CMA CGM joined the Ocean Alliance with China Cosco, OOCL and Evergreen.

That HMM has a smaller share of the market than CMA CGM, authoritative bodies may look more benignly on the possibility of the South Korean liner joining 2M. 

Source : ContainerNews.

[300616.ID.BIZ] Terminal 3 Priok Dinilai Membebani Pemilik Barang

JAKARTA. Dewan Pemakai Jasa Angkutan Laut Indonesia (Depalindo) menyatakan, pengoperasian terminal operator (TO) 3 di Tanjung Priok sebagai terminal petikemas internasional sangat membebani pengusaha.

Selain biayanya mahal, terbatasnya lahan di area terminal membuat pemilik barang harus mencari lahan lain untuk penempatan kontainer.

“Areanya yang terbatas membuat terminal 3 belum layak untuk melayani petikemas internasional. Karena secara biaya juga semakin memberatkan pemilik barang,” kata Toto Dirgantoro, Ketua Depalindo Rabu (29/6).

Toto menuturkan, akibat terbatasnya tempat penampungan kontainer di TO3, pemilik barang harus merelokasi atau over brengen (OB) barangnya ke Tempat Penampungan Sementara (TPS) yang berada di luar terminal. Akibatnya beban biaya yang harus dikeluarkan pemilik barang membengkak.

Saat ini biaya relokasi kontainerdari TO3 untuk ukuran 20ft sebesar Rp 1,2 juta per box dan ukuran 40ft sekitar Rp 1,6 juta per box. Dengan beban biaya tambahan sebesar itu, tentunya membuat barang-barang akan semakin mahal saat di pasarkan.  

“Dengan beban yang semakin tinggi, tentu dampaknya akan berpengaruh kepada konsumen dan perekonomian secara keseluruhan. Sebaiknya operasional terminal 3 ini dikaji lagi dan operasional pelabuhan secara keseluruhan mesti ditata ulang, sehingga kegiatan operasional di pelabuhan semakin efisien,” imbuhnya.

Terminal operator 3 Tanjung Priok saat ini dikelola oleh PT Pelabuhan Tanjung Priok (PTP) yang merupakan anak perusahaan PT Pelindo II.

Direktur The Nasional Maritime Institute (Namarin) Siswanto Rusdi menyatakan, sesungguhnya keberadaan TO 3 ditujukan untuk mendukung dan melayani perdagangan domestik.

Oleh karena itu, untuk mendukung program Presiden Joko Widodo (Joko Widodo), khususnya mengenai tol laut, sebaiknya keberadaan TO3 dikembalikan untuk pelayanan domestik.
Apalagi, Pelindo II akan segera mengoperasikan New Priok Container Terminal (NPCT) di Kalibaru.

“Sudah saatnya pemerintah konsisten dengan roadmap yang sudah disusun untuk Tanjung Priok. Kembalikan TO3 ke domestik, dan layanan international fokuskan ke JICT, KOJA serta NPCT,” tandas Siswanto.

Setelah TO3 dijadikan terminal international kini lalu lintas di Tanjung Priok semakin macet. Selain fasilitas pintu keluar masuk pelabuhan tersebut tidak memadai, tingkat okupansi lapangan petikemas di TO 3 sangat tinggi membuat arus keluar masuk barang sangat padat.

Siswanto menambahkan Kementerian Perhubungan, sebagai otoritas tertinggi di sektor pelabuhan,  sebaiknya melakukan pengawasan secara ketat terkait kegiatan operasional di pelabuhan.

Apalagi pemerintah terus berusaha memangkas biaya logistik agar ekonomi Indonesia memiliki daya saing kuat.

“Dalam situasi ekonomi yang sangat berat saat ini, seharusnya beban biaya bisa dipangkas. Jangan bebani importir dengan biaya yang mahal, karena masyarakat juga yang akhirnya harus membayar,” tegas Siswanto.   

Sumber : Kontan, 29.06.16.

29 Juni 2016

[290616.EN.BIZ] NYK's LPG Carrier Makes First Commercial Passage via New Panama Canal

A VERY large liquefied petroleum gas (LPG) carrier, the 49,999-dwt Lycaste Peace operated by NYK, made history by becoming the first vessel to complete a commercial passage through the new locks of the expanded Panama Canal on June 27.

In 1914, the NYK-operated Tokushima Maru was the first Japanese-flagged vessel to pass through the canal, and over the 100-plus years since then, NYK and the Republic of Panama have maintained an important partnership, the shipping company said in a statement.

The 230-metre long Panama-flagged Lycaste Peace, with a breath of 36.6 metres and a gross tonnage of 446,021 tonnes, was transporting LPG procured in the US by the Astomos Energy Corporation to Japan. Astomos Energy is one of the world's largest players in the LPG business, and NYK has maintained a close business relationship with the company for many years.

Astomos Energy plans to increase its LPG handling volume from the current 10 million tonnes annually to 12 million tonnes yearly by 2017.

The expanded Panama Canal is expected to shorten transportation days to Japan from the US East Coast and allow for further diversification of LPG supply sources, the company said.


Source : HKSG.