UNCERTAINTY surrounds the future deployment potential of
postpanamax ships at the smaller end of ship sizes, as more and more larger
units force out smaller vessels.
Randy Chen, special assistant to the president of Wan Hai
Lines , suggested that the introduction of the P3 vessel-sharing alliance would
work for the 14,000 plus TEU ships, but smaller vessels would face problems.
"What happens to the 8,000-TEU and 10,000-TEU ships
that they [the container lines] originally had slated for their own services
before they put them together?" Mr Chen said.
"Combined with the fact that in the past two or
three years, the sector that ordered the most ships was in the 8,000 to
10,000-TEU segment," he told other panelists at Marine Money Asia's
container shipping outlook session, reported Seatrade Global.
"From my perspective, it doesn't make any sense to
order any ships."
Rickmers Trust Management CEO Thomas Preben Hansen
defended the panamax sector after the earnings potential of smaller ships was
largely dismissed by MC-Seamax Management managing director Kevin Kennedy.
Mr Kennedy said he was confident about the line's
16-strong panamax fleet. "At no point in the past five years have our
charterers chosen to idle one of our ships, they have chosen to idle others,
but never one of our panamaxes."
Macquarie Securities analyst Bonnie Chan said the P3
alliance would face a challenge in effectively combining their network routes
for efficient movement, given that Maersk Line, CMA CGM and Mediterranean
Shipping Co (MSC) have different network hubs in each region.
Source : HKSG.
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