CHARTER MARKET - BRS

n°21 - February 2002
This newsletter is divided in three main parts dealing with the Charter Market, Ships
news and Lines news. The four digit figures shown in brackets refer to the Code
identifying each service in the BRS-Alphaliner database. Subscribers to the database
can thus reach instantly the full details, such as port rotation, partners and list of
ships deployed.
CHARTER MARKET
The market remains in its doldrums, even with a flurry of activity as some operators
take the opportunity to charter ships at a bargain. Recent examples are provided by
MSC, which will replace elderly owned ships by newest, chartered ones, or Wan Hai,
which has chartered three 1,730 teu ships to replace 1,200 teu ones, at rates which
are similar to those obtained for 1,200 teu ships.
The announced closure of several east-west loops employing 1,800 to 3,500 teu
ships will bring on the market at least 15 ships in this size range. The market remains
depressed for ships over 2,500 teu while rates for ships of 1,500/2,000 teu enjoyed a
small rise, thanks to several active charterers.
In early February, BRS-Alphaliner reported in its daily TOP 100 web page that 68
cellular ships over 1,000 teu were idle, either laid up or awaiting an employment, for
a capacity of 165,000 teu, i.e.3.3% of the total fleet of these ships. The figure
remains however modest when recalling that the tanker crisis of the early 1980s left
33% of the VLCC fleet idle, and most of the active ones were slow steaming.
A positive note is that the cellular ship orderbook represents now 25% of the existing
fleet, against 32.5% one year ago. This is not a surprise as the ordering activity has
nearly dried up. However, the proportion remains huge, especially as most of this
tonnage will be delivered before the end of 2004. There are currently 1,380,000 teu
on order against 1,580,000 teu in February 2001. It appears worst yet when slicing
the figure by size range. For ships over 3,000 teu, the ratio orderbook: existing fleet
stands at almost 40%, down from 54% one year ago.
Ships over 2 000 teu
There is a strong activity for ships of 2,500 to 4,000 teu as a few charterers take the
opportunity to replace old ships by cheap-chartered ones.

N° 21 – February 2002
CSCL has chartered the NORTHERN DIGNITY (Hyundai 3500 - III / 3,606 teu / 23,8
kts on 122 tons / 1995) for 12 months at a reported USD 9,775, with an option for a
further 12 months at USD 15,000.
The 2,900/3,000-teu ships released by Hanjin attract interest given the low rates at
which they can be fixed. These ships aged 10-15 years, speeding at 22 knots on 92
tons, are negotiated at around USD 6,500/7,000. S.C. India took one while MSC has
fixed at least one of them and is looking at more of them. MSC got also the
NORTHERN VICTORY (Hyundai 2900 / 2,932 teu / 22 kts on 88 tons / 1997) for a
reported USD 7,000.
MSC could in fact replace ships of 2,000/2,500 teu and 25 years old by such ships,
as it had already done with smaller ships in 1999.
MISC has extended the DONAU (Halla 2800 / 2,825 teu / 22 kts on 96 tons / 1996) at
USD 7,400.
Cheap rates for ships around 2,500 teu allow charterers to strengthen their services
by replacing smaller tonnage by larger one without increasing the daily hire. For
example, PIL got a pair of modern 2,636 teu / 22 knots ships for 6 to 9 months at
USD 6,350. They are believed to replace two 2,100 teu / 19 knots ships at rates
which compare with those currently obtained for modern 1,700 teu ships.
Paradoxically, ships of the Gdynia 2000 design (Gdynia 2000 / 2,078 teu / 20.5 kts
on 69 tons / 1994-2000) fetch USD 7,000/7,500.
Ships of 1,500 / 2,000 teu
B-170s have recovered from their lows of USD 5,600/5,800 as they are in strong
demand. Three of them went to Wan Hai at USD 6,500.
USD 5,500 becomes a standard rate for ships such as the BV 1700 or the B-186L
(both 1,684 teu / 20 knots). Rates oscillate between USD5,500 and USD 6,000 for
ships of 1,500/1,650 teu, according to duration of periods, speed and age.
The elderly and fuel thirsty GLOBAL MYTH (1,844 teu / 21.5 kts on 78 tons / 1983)
was fixed for 6 months by MSL at a record low USD 4,500. She replaced a much
smaller ship on a SE Asia-Western Australia relay service (see under section
LINES).
Ships of 1 250 / 1 500 teu
The rates remain comparatively stronger for 1,000/1,500 teu ships than for larger
classes.
Ships of the CS-1400 design (1,388 teu / 19 kts on 46 tons / mid-90s) got rates of
USD 5,500, a USD 500 improvement on the past month.
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N° 21 – February 2002
Ships of the B-183 L design (B-183 L / 1,162 teu / 17.5 kts on 31 tons / 1993-97) get
USD 5,500 for 12 months periods. B-183s (1,016 teu / 17.5 kts on 30 tons / 1993-96)
can expect USD 5,250 for 6 months periods.
Ships under 1,000 teu
The downward trend for ships under 1,000 teu came to a halt as such ships
remained in strong demand. Ships of the ‘Cape C’ class (834 teu / 18 kts on 33 tons /
1998-2000) are negotiated at around USD 6,000, in line with rates observed during
the past three months.
Standard ships or 518 teu ('Tor 500' and similar) went down to USD 4,300 for 3 or 4
months periods, i.e. about the same rates obtained one month ago.
SHIPS
Cellular ships over 3 000 teu
MSC has introduced the MSC LAURA and MSC MELISSA on its Asia-Europe
service (3190). They are the fourth and fifth units of its ten strong 6,700-teu
newbuilding program. The MSC LAURA is part of a series of five units built at
Daewoo for Munich-based Conti Reederei, long term chartered to the Geneva-based
operator. She was introduced at Shanghai on 16 January and is following the MSC
FLAMINIA, MSC ILONA and MSC ALESSIA. The MSC MELISSA was introduced on
the Asia-Europe service on 06 February. She is the first unit of the second series of
five, which is built at Hyundai for MSC.
NYK has received the NYK LEO, second of five 6,200-teu ships ordered in February
2000 at Samsung. She joined the Grand Alliance Europe-Far East loop 2 (3050) at
Busan on 17 January. She follows the NYK LODESTAR, delivered in September and
deployed since on the Grand Alliance Transpacific 'Far East Express' loop (FEX -
2100). NYK has six more units of a similar capacity on order in Japan for delivery in
2002 and 2003 (the program totals eleven 6,200 teu ships).
Zim is to receive the ZIM MEDITERRANEAN, first of the six panamax 4,800 teu
ships ordered in May 2000 by Ofer Bros, with a ten-year commitment to Zim. The
ship is to join the 'Zim Container Service' (ZCS - M160) in early March. The new
generation will represent a new step in the capacity of this pendulum service, which
was started in 1972 with four newbuildings of 1,420 teu, which were Zim's first large
container ships. The six newbuildings will all be delivered in 2002. They will replace
the six ships of the ZIM AMERICA class (3,039 teu - 1990/92) which are planned to
joined the Asia-Med-Pacific pendulum (AMP - M165), currently run with thirteen ships
of 2,400 to 3,000 teu. At the end of the year, the AMP is expected to be run with
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N° 21 – February 2002
ships over 2,750 teu. The first one to join the AMP will be the ZIM KOREA, which will
be swapped at Shekou with the ZIM MEDITERRANEAN around 1st March.
With the delivery of the LUNA MAERSK, the A.P. Möller / Maersk-SeaLand series
of six Odense-built small overpanamaxes of around 4,300 teu is complete. The new
ship replaces the 3,840 teu MAERSK TOLEDO on the Europe-Middle East-India
'AGX/EU-3' service (3530), which is now harmonised to the 4,300-teu scale as these
six newbuildings joined it as they were delivered. The LUNA MAERSK has joined her
sister ships LAURA MAERSK, LAUST MAERSK, LEDA MAERSK, LEXA MAERSK
and LICA MAERSK on this service. They are advertised as 3,700 teu ships by MSL,
although a closer analysis shows that they can carry in fact more than 4,300 teu (see
under section 'Studies').
P&O Nedlloyd has taken in charge yesterday the P&O NEDLLOYD REMUERA, first
of its new generation of 4,112 teu reefer container ships aimed at the ANZ trades.
See under the LINES section.
MSC has exercised an option to acquire four 3,424 teu container vessels it had on
bare boat charter from German ship financier Hansa Treuhand, the HANSA ASIA,
HANSA EUROPE, HANSA AMERICA and HANSA AUSTRALIA (currently trading as
MSC MARTINA, MSC MONICA, MSC ROSSELLA and MSC SOPHIE - MSC
namestyle using first names for owned ships, instead of geographical names for
chartered ones). They have been built in 1993-94 and started their career with CMA
and Maersk Line. Agreed price is EUR 24 M per ship (USD 21 M). The transfer of
ownership will occur in June 2002. The four ships had been under MSC bare boat
charter for duration of 4.5 years, starting in the second half of 1997, with an option to
purchase them. MSC also employs three sister ships, chartered from Costamare, the
MSC ALABAMA, MSC KOREA and MSC JAPAN.
Cellular ships of 2 000 / 3 000 teu
CSAV took in charge two chartered newbuildings, the 2,532 teu CHRISTIANE
SCHULTE and the 1,730 teu WEHR NIENSTEDTEN. The CHRISTIANE SCHULTE
is a 'Hyundai 2500' design delivered to Hamburg owner Bernhard Schulte. She is
deployed under her original name on the 'Good Hope Express' (M540), which links
East Asia to South Africa and the ECSA. The WEHR NIENSTEDTEN is a 'B-170'
design delivered by Stocznia Szczecinska to German owner Oskar Wehr. She was
renamed LIBRA CHILE by CSAV (for its Brazilian subsidiary Libra de Navagacao)
and positioned to Brazil, where she joined the Brazil-Chile-Peru service (7030).
Cellular ships of 1 000 / 2 000 teu
Pacific International Lines (PIL) has received the KOTA HALUS and KOTA
HIDAYAH. The KOTA HALUS is the second of four 1,080-teu newbuildings ordered
in Japan at the Shin Kochi Jyuko shipyard. She has joined the PIL's Singapore-Hong
Kong-Japan service (8510), before joining the Singapore-West Africa service (4361).
The Singapore-Hong Kong-Japan service is run with four ships, the three other ones
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N° 21 – February 2002
belong to a Kanasashi quartet of 1,088 teu ships built in 1996-97. The KOTA
HIDAYAH is the second of two 1,166-teu newbuildings chartered from Japanese
owner Coo-Ship. She joined PIL's Asia-South & West Africa service (4361) on which
her sister ship KOTA HORMAT, delivered in September 2001, is already deployed.
The CHIANGMAI BRIDGE (1,133 teu) has been delivered to Japanese owners. She
is the tenth one in a series of sister ships built by Iwagi Zosen for various Japanese
owners. She is on long term charter to K Line. It deploys her on its Intra Asia loop 2,
which links the Japan Kansai range to Philippines and Thailand (also known as
'Papaya Express' - 8176), and on which a call at Moji is added. She replaces the
chartered 1,016-teu HANSA STRALSUND, who is to join Wan Hai Lines. She runs
alongside two of her sister ships, the MACTAN BRIDGE and PHUKET BRIDGE.
Cellular ships under 1 000 teu
COSCO has received the COSCO KIKU, last of a trio of 542 teu container ships with
a high reefer intake, built by the Kyokuyo shipyard. Both ships are deployed on one
of the two 'Green Express' loops launched by COSCO in May 1999 to carry Chinese
reefer cargoes (vegetables and fruits among others) exported from North East China
to Japan (8403 / 8404). The COSCO KIKU was launched as the RIVER AZURE and
has joined the COSCO SAKURA and COSCO RAN. They are based on a previous
series built by this yard in 1999 (MATSUKO, TAKEKO and UMEKO).
The MSC ELIANA (732 teu - built 1970), which was reported sold for scrap in
November, is in fact always trading. She is employed on one of the MSC Middle East
feeder loops (379f). It is possible that this “life extension” is linked to the fire, which
gutted the 920 teu MSC CAMILLE in early December. The MSC CAMILLE was
deployed on the Middle East-South Africa service (4530) on which she was replaced
by the 989 teu MSC AURORA, transferred from the service 379f.
Multipurpose ships
Matson has sold the two 15,000 dwt, 1,129 teu roro ships EL MORRO and YUNQUE
(built 1974-76) to Sea Star Line, in which it is a partner. Both ships have been used
by Sea Star (or its predecessor Sea Barge Line) for four years on its USEC-Puerto
Rico service (6288)
Demolition: the MSC HALIFAX – ex SVENDBORG MAERSK
The 2,442 teu MSC HALIFAX has been sold to shipbreakers by its owner, Danaos
Shipping. It is history irony that the first ever-cellular ship of the Maersk Line has
ended her 27 years eventful career under the MSC colours.
She was ordered in 1972 by A.P. Möller (APM) at Ishikawajima Harima Heavy
Industries (IHI) for operation by its shipping subsidiary ‘Maersk Line’. She was
delivered in 1974 as the SVENDBORG MAERSK with a capacity of 1,806 teu. She
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N° 21 – February 2002
was later advertised at 2,276 teu and then at 2,442 teu. This capacity increase is
mainly the result of the maximisation of her deck cargo capacity.
Thus, APM received its first cellular ship several years later than most of the other
liner operators did. At the time, Maersk deployed a consistent fleet of cargo vessels,
including, some of which were pallet-orientated. As it became evident that the
container was to invade the oceans, Maersk had to react. And it reacted quite swiftly
as while the SVENDBORG MAERSK was under construction, the company ordered
a series of nine 1,250-teu ships (the ‘A’ class, later jumboised twice).
The SVENDBORG MAERSK was a unique ship, although NYK received two ships
with similar hulls and motorization, but with totally different accommodations, the
KUROBE MARU and KISO MARU (which ended their lives in 1996 as the MED
TOKYO and MED NAGOYA, under CMA and Yang Ming Line charters).
The SVENDBORG MAERSK was delivered with a motorization consisting of two
giant 12-cylinder engines (Sulzer RND 90), each rated at 23,000 kW of commercial
power, driving two propellers ensuring a service speed of 27 knots. The oil crisis led
Maersk to re-engine it in a rare diesel-to-diesel conversion. Thus, a single eightcylinder
MAN-B&W engine (L90MC) of 23,700 kW was retrofitted. The operation was
quite unique in another way as it involved a re-building of the lower part of the stern
section in order to install a single propeller and shaft. A very few large ships have
sustained such a conversion. The new engine could propel the ship at a service
speed of 20 knots on 92 tons of fuel oil, instead of the previous 230 tons it needed
each day at 27 knots.
The SVENDBORG MAERSK had a chequered career. She usually did not fit a long
time on a given service. Instead, it was incessantly shifted from a service to another.
As it was a unique ship in the Maersk Line fleet at delivery, it could not be deployed
on any of the Maersk Line existing cargo liner services. At the beginning, it was
planned to operate her on a Europe-Far East service in co-operation with K Line, but
it failed.
As a result, she started her career under charter of the pool 'Overseas Containers
Ltd' (OCL, which regrouped P&O, Ocean T&T, British & Commonwealth and Furness
Withy), for inclusion in the ‘Australia Europe Container Service’ (AECS), until it could
employ her alongside its new ‘A’ series of container ships. Later on, it plugged gaps
incessantly, replacing the Maersk Line container ships sent to the shipyards in whole
series in order to jumboise them or to swap their steam turbines with diesel engines.
She was also chartered out several times: to Seatrain (from January 1979 to Sept
1980 as the SEATRAIN CHARLESTON), to Trans Freight Lines for a short while in
late 1980 (as the TFL CHARLESTON) and to Sea-Land Service as the
CHALLENGER, a first time in 1985 and again from mid-1987 to early 1988. At the
end of some of these charters, it re-emerged under new Maersk names: as the
DRAGOR MAERSK in 1980 (because the name of SVENDBORG MAERSK was
given to a brand new gas carrier), and as the BRIGIT MAERSK in 1988.
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N° 21 – February 2002
APM sold her to Danaos in early 1999 with a Maersk charter attached. Her name
was then shortened to BRIGIT. Then she was chartered by MSC in January 2000
under the name of MSC HALIFAX. MSC deployed her on the Atlantic and on its
Europe-South Africa-Australia pendulum service. The MSC HALIFAX arrived off the
Alang beach on 24 January to be scrapped after a final trip, which lead her from
Antwerp and the Med to Jebel Ali to discharge its last boxes.
LINES
Line news: Hatsu Marine / Valuship / Stinnes / ACL / CoMaNav / Latvian Shg Co
/ NSCSA / NWA / K Line-Yang Ming-COSCO / Evergreen pendulums / MSC
feeder services / Somers Isles / P&O NEDLLOYD REMUERA
Transatlantic
Transpacific
Europe-Asia
Indian Ocean and Middle East related services
West Africa related services
South and East Africa related services
South America and Caribbeans related services
Australia-NZ related services
Intra Asia
Intra Europe
Evergreen launches Hatsu Marine
The Evergreen Group has launched a new UK-flag shipping company, Hatsu
Marine Limited (HML). Headquartered in London, the company owns the 6,332 teu
HATSU EAGLE, delivered in October 2001 (she was launched as the EVER EAGLE
and then transferred to Hatsu Marine at delivery). She is deployed on the
Transpacific service TPS (2010). Two more ships, the HATSU ENVOY and HATSU
EXCEL, are expected to join Hatsu in March and June. HML will take on ownership
of further ships. Some will be newbuildings but most will be acquired from other
Evergreen-affiliated companies, according to Evergreen. HML will also benefit from
the tonnage tax scheme implemented for UK-flag vessels. Currently, Evergreen ships
are owned by Evergreen Marine Corp. (Taiwan), Evergreen International S.A.
(Panama), Uniglory Marine Corp. (Taiwan) and Lloyd Triestino (Italy).
Valuship falls
Valuship first chartered ship, the 1,022 teu BRAVE EAGLE, became spot at
Rotterdam after only one eastbound trip on the WCNA-North Europe service it has
inaugurated on 20 December 2001 (1667). The BRAVE EAGLE was initially
chartered for six months but was recovered by its owners, as it became evident that
Valuship could not hold its commitments. Sources said that there were only 50
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N° 21 – February 2002
containers loaded in West Coast ports. A second ship, the 1,102 teu STADT
BERLIN, was also chartered for six months and is currently en route from WCNA to
Europe. It is believed that she could be redelivered at the end of its trip. The BRAVE
EAGLE has been since fixed by Melbridge Container Line which deployed her on
its Med-Cuba-Mexico service (6090), while awaiting the end of repairs of the
MELBRIDGE BILBAO (alias SLEIPNER).
This Valuship service has been launched on the initiative of Klaus Gusing, who has
headed Cast until 1993, before CP Ships bought it. Having left Cast, Klaus Gusing
launched Orion Maritime, a line linking Antwerp to Montreal with two 1,466-teu
conbulkers which was short-lived. ValuShip planned to compete with established
carriers by advertising a direct service between WCNA ports (especially from the
British Columbia region, where there is an active forestry industry, and from Oakland)
and North Europe, without calling in US Gulf or USEC ports.
Among established carriers already figure the Norwegian operator Star Shipping,
which ships forest products and containers directly from WCNA to Europe (focussing
on British Columbia exports - 1320), and several large operators which offer
competitive transit times with WCNA/North Europe services (even if, in some cases,
it includes a relay over California to British Columbia), such as the Maersk-SeaLand
TA/TP pendulum (M050) or the Grand Alliance PAX pendulum (M090). Even though
these pendulums call at USEC ports en route, they use 23-24 knots ships while the
BRAVE EAGLE plies at 17.5 knots. At last, the competition also comes from the
Canada West Coast-Montreal landbridge, with relay to Europe via Montreal.
Senator Linie sells Stinnes
Senator Linie, the German arm of Hanjin Shipping, has sold its wholly owned
subsidiary Stinnes Linien GmbH to Prescher, a pipe building company located in
eastern Germany. Prescher acts as a sub-contractor to shipyards in eastern
Germany. Based in Hamburg, Stinnes is operating conventional and container
services independently from Senator, with sales agents and representation differing
from those of its parent company. Its network includes a liner service linking North
Europe to Puerto Rico, Mexico and Venezuela (6120), which uses four 'Neptun' type
cargo carriers (12,500 tdw / 428 teu) completed by slot buying on the NCS service
(6010), and various services to Africa through slot buying. For details, see the
website under OPERATORS / Stinnes.
Grimaldi to own 100% of ACL
ACL could be de-listed as Grimaldi plans to buy the remaining 9% stake which are
still traded on the Oslo Stock Exchange. ACL will then become a wholly owned
subsidiary of the Italian company. Grimaldi started to buy ACL stock in August 2000
and has steadily increased its share during the following months.
CoMaNav
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N° 21 – February 2002
The Moroccan government is to inject fresh money in the debt-stricken CoMaNav
(Compagnie Marocaine de Navigation). A sum of Dirham 150 m (EUR 15 m) will be
injected, which will bring the capital of the company to Dirham 487 m (EUR 49 m).
Two elderly multipurpose ships of 3,400 tdw and 195 teu, the OUALIDIA and
OUIRGANE, have been laid up in France at the end of December. Both ships are
offered for sale. They belong to a trio of sister ships. The third one, the OULMES, is
also believed idle. These ships have been made redundant after CoMaNav decided
to upgrade its NW Europe-Morocco service with the chartering of two modern 812
teu container ships, the BOX HAMBURG and BOX NEW YORK (5352) (see below -
under West Africa).
The Latvian Shipping Company liner activities are up for sale
The Latvian Shipping Company (LSC) has put up for sale its liner activities after
having decided to focus on its core business, which is the shipment of oil products
and liquid gas. LSC Dry Cargo Department has been involved in liner activities since
the 1960s and has been marketing them under the name of 'Flanders Latvia Service'
since May 2001. These activities focus on regular services linking North Sea ports to
the Baltic States and Russia. LSC has recently revamped these services - See the
website under OPERATORS / Latvian Shg Co.
NSCSA on the move
The National Shg Co of Saudi Arabia (NSCSA) is reviewing its activities, which
could lead the company to sell its container business and to focus on oil carrying
ships and chemical tankers. The container business includes its participation to the
Europe-Asia trade in partnership with CMA-CGM. NSCSA owns three ships deployed
on this trade, the SAUDI JEDDAH, SAUDI JUBAIL and SAUDI YANBU (4,396 teu /
1999-2000 - deployed on NCX - 3210). They are up for sale. The trio has been
displaced in 2001 from the FAL service (3200), which is now run by eight CMA-CGM
6,500-teu ships, with NSCSA as a slot buyer. However, the sale does not appear as
being imminent. In addition to its Europe-Asia trades, NSCSA is running a roro
multipurpose service linking directly the Middle East to the USA (M230).
The NSCSA has also sold for scrap its roro ships SAUDI SHAQRA and SAUDI TAIF
(28,500 tdw / 1,460 teu). Both ships have been lying idle in the Middle East since
January 2000. They were employed between April and December 1999 on the
NSCSA Middle East North America roro service (M230), after a period of lay up,
which lasted from December 1997 to March 1999. They were reported as having
reliability problems with their main GMT (Fiat) engines, with difficulties to find spare
parts as the specific model used is no longer produced for a while, after GMT ceases
the production of large engines of its own in the 1980s (GMT became involved
instead in Sulzer designs).
Both ships were built in 1980-81 in Italy for Merzario as the ANDREA MERZARIO
and COMANDANTE REVELLO. They went under the NCSA banner in 1989 as the
SAUDI QASSIM and SAUDI HAIL and were given their present names in 1999.
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N° 21 – February 2002
These two ships are probably the only ones to have been lengthened (in 1984 at
Taranto, for Merzario account) and later shortened (in 1999 at Singapore) to their
original lengths. The shortening was carried out to adapt them to the Middle East
North America roro service. This service was plied by up to eight roro ships until the
laying up of the SAUDI SHAQRA and SAUDI TAIF in December 1999. It was
downgraded again in mid-2001, following the sale of the SAUDI RIYADH and SAUDI
MAKKAH to Linea Messina.
New World Alliance to alter its Asia-Europe and TP services
The New World Alliance (APL + MOL + Hyundai) is understood to drop its China-
Europe 'NEX' loop (3125), which was already downgraded from a weekly to a
fortnightly frequency in September 2001. The four Hyundai-owned 4,411 / 25 knots
teu ships plus the 4,411 teu HYUNDAI EMPEROR (acting as a China-Singapore
relay shuttle) are believed to replace the five 3,187 / 21.5 knots teu ships on the
NWA Transpacific's Hyundai PNW loop (2280), which is understood to be altered as
a result. The five offloaded 3,187 teu ships were originally owned by Hyundai, which
sold them in April 2000 to Norwegian interests with a four years t/c back. It is
understood that these five ships will no longer be employed by Hyundai and are
available for charter in March. A consequence of this move is that the WAX service
run by APL (3625) is to act as a NWA China-Singapore relay service on the relevant
strings. In this aim, three Chinese ports are added to the rotation : Qingdao,
Shanghai and Ningbo. A number of connections between China and Europe will then
be offered at Singapore, involving the remaining Asia-Europe loops (3100 / 3110 /
3120).
K Line, Yang Ming and COSCO to launch the AUM pendulum
K Line, Yang Ming and COSCO are to launch a new pendulum in March, linking
China to the US East Coast and to the Western Mediterranean (AUM - M157), using
twelve ships of 3,400 to 4,000 teu. This pendulum will combine two existing services :
the Asia-USEC service (AEX - 2662) and the Med-USEC service (TAS-3 - 1620),
both ensured jointly by K Line, Yang Ming and COSCO. The AEX is ensured with
nine ships of 3,200 to 3,800 teu while the TAS-3 is ensured by four ships of 1,960 to
2,460 teu. The pendulum pattern allows the saving of one ship. The four smaller
ships are expected to leave while three 3,800/4,000 teu ships are introduced,
including the 4,038 teu MARE LYCIUM, recently chartered.
Evergreen launches its pendulum services
As announced in December 2001, Evergreen is launching two pendulum services to
replace its RTW services, established in 1984 (M010 / M020). The first pendulum,
designated NUE (North Europe-US-East Asia - M025) uses eight 'R' class ships
(4,229 teu /22.5 kts) and four 'D' class ships (4,211 teu / 25 kts). The first sailing was
to occur from Busan on 11 February with the EVER ROYAL. The second pendulum,
designated WAE (USWC-Asia-Europe - M030) covers the Europe-Asia sector of the
RTW service and includes the existing transpacific TPN service (2015), ensured with
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5,000+ teu 'U' class ships. In the beginning, it uses seven 'U' class ships and five 'D'
class ones. The first sailing is planned with the EVER DIADEM from Tokyo on 19
February 2002.
After these changes, Evergreen will operate five TP services (with the two new
pendulums plus the TPS -2010-, HTW -2020- and AUE -2005-). In addition,
Evergreen has slot allocations on sister company Lloyd Triestino's CPX (2030) and
on the Japan-PNW string of APL's PS1 service (2210). It participates to three East
Asia-Europe services (with the WAE plus the CEM -3010- and FEM -3015-, shared
with Lloyd Triestino).
Actually, the new pattern involves a transfer of capacity from the Transpacific route to
the Asia-Europe route as ships of 5,000+ teu are now employed on what was
previously a leg of the RTW services run only with 4,200 teu ships. The new pattern
affects also Lloyd Triestino, which has slot allocations on the TP and Europe-Asia
strings of the RTW services. Lloyd Triestino buys slots on the Transpacific leg of the
NUE and is not involved on the Transatlantic leg. It buys slots on the whole WAE
pendulum. Evergreen explains this move by the need to adapt its liner services in
these 'tumultuous times' and to improve its transit times while keeping its policy of
direct calls' preferred by many of the company customers'. It is also interesting to
note that the new pendulum services do not fit with Evergreen plans to opt for twothree
port sectorial shuttles.
MSC develops ifs dedicated feeder services
MSC has boosted its North Europe-Scandinavia-Baltic feeder services with the
introduction of larger ships and the launching of a loop dedicated to the Norway and
Denmark markets (see under INTRA EUROPE). In East Asia, MSC has launched a
Singapore-Thailand feeder service (see under INTRA ASIA). In the Middle East,
MSC has added a third dedicated feeder service in the Gulf region (see under
MIDDLE EAST). In addition to this, MSC has boosted its North Europe-Med services
(see under INTRA EUROPE).
Somers Isles Shipping Ltd replaces its single ship
Somers Isles Shipping Ltd (SISL), which operates a single ship service between
Florida and Bermuda (1181), has introduced a 3,330 tdw / 190-teu newbuilding on
this run, the SOMERS ISLES, chartered from Nerherlands owners. She replaces her
namesake, which has just been redelivered to her owners, Holger & Herbert Szidat,
of Germany, and should be renamed JANA. The new SOMERS ISLES is a
multipurpose cargo vessel delivered in December by Tille Scheepsbouw, Kootstertille
(a member of the Conoship Group, a marketing entity formed by several northern
Netherlands yards). She is a 'Tille Trader 3300 MP' design, of whom six have already
been built. They are mainly used on European coastal tramp trades. Their hull is
based on the 'Conofeeder 200' design, a 205 teu mini-container carrier which is used
on short sea container trades.
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The world largest reefer carrier takes the sea
N° 21 – February 2002
P&O Nedlloyd has taken in charge on 23 rd January the P&O NEDLLOYD
REMUERA, first of its new generation of 4,112 teu reefer container ships aimed at
the ANZ trades. She belongs to a series of seven ships ordered at Samsung in early
2000 by German owner Claus Peter Offen (CPO). The P&O NEDLLOYD
REMUERA has been built as the SANTA RAFAELA, her name under CPO
ownership. She is fitted with 1,300 reefer plugs, making her the largest reefer
carrying ship ever built. Assuming each plug feeds a 40-ft container, it corresponds to
a reefer capacity of 2,600 teu, or a net reefer cubic capacity of around 71,500 c.m.,
the equivalent of three of the largest reefer cargo ships. These reefer plugs are fed
by five diesel alternators for which the total output is not unveiled, but is well over
10,000 kW.
The reefer figure dethrones the previous tenants of the record, the DOLE CHILE and
DOLE COLUMBIA, who have 990 reefer plugs (1,980 teu) for a total intake of 2,017
teu. Each of these two ships is fitted with five diesel alternators delivering a total
maximum output of 16,200 kW. However, they are almost pure reefer ships, having
been designed to carry full loads of bananas and other fruits from Central America to
the USA.
The P&O NEDLLOYD REMUERA loaded her first boxes on 28th January at
Shanghai on a China-NZ maiden trip. Later this year, she will join the new Europe-
USA-ANZ service run by P&O Nedlloyd, Contship and Hapag-Lloyd, with possibly
Hamburg-Süd. Currently, there is a cluster of ANZ-related long haul services
involving P&O Nedlloyd : 7110 / 7115 / 7120 / 7405 / 7406 / 7435. Some of these
services employ elderly blown air 'porthole' container ships, a 35 years old
technology which will disappear with these ships (this technology is far less flexible
that the electricity-fed 'integral' containers, but it was cheaper at the time for high
reefer volume ships). It is also recalled that in addition to the seven 4,112 teu P&O
Nedlloyd ships, there are three similar ones built at Daewoo for Contship.
The name of the new ship is a reminder of the former REMUERA, a one-off 1,650 teu
ship delivered in December 1973 by UK shipbuilder Swan Hunter to the Peninsular &
Oriental Steam Navigation Co, a forerunner of P&O Nedlloyd (she was later shown
as a 2,074 teu ship as the deck capacity was optimised). Her reefer intake stands at
1,151 teu of 'porthole' containers (equivalent to 31.000 c.m.). The ship was initially
chartered out to the ACT pool ('Associated Container Transportation', formed in 1966
by Blue Star, Cunard Line, Ben Line, Port Line, Ellerman Line and Harrison). She
was deployed on the Europe-ANZ route by ACT, in partnership with the ANL, an
arrangement which rivalled another consortium, the 'Australia-Europe Container
Service' (AECS), which included the pool 'Overseas Containers Ltd' (OCL, in which
P&O was a partner, together with Ocean T&T, British & Commonwealth and Furness
Withy).
The REMUERA became the REMUERA BAY in 1977 after P&O recovered her
simultaneously to the formation of the ANZECS pool (ANZ-Europe Container
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N° 21 – February 2002
Service), which regrouped OCL partners, Hapag-Lloyd, Royal Nedlloyd, CGM, Lloyd
Triestino and the Shg Corp. of NZ. Originally a steam turbine ship speeding at 23
knots, the REMUERA BAY was re-engined in 1983 with a more economical diesel
engine propelling her at 20.5 knots. She became the BERLIN EXPRESS in 1993 to
represent the Hapag-Lloyd share in the ANZ arrangements, remaining however
owned by P&O, then P&O Nedlloyd. Like the P&O NEDLLOYD REMUERA, the old
REMUERA was the largest reefer carrying ship in the world at her delivery...
NEWS BY SECTOR
Transatlantic
Safmarine started to buy slots on the Europe-Canada Express service (CANEX -
1550), run by Maersk-SeaLand (Safmarine sister company), P&O Nedlloyd and
MSC.
MSC has reduced the capacity of its North Europe-USEC service (1120), by
replacing 2,500/3,400 teu ships by 2,000/2,400 teu ones. The move comes in the
wake of the dropping of the Halifax and Felixstowe calls on this service. It is recalled
that MSC also takes slots on the ACL service, which serves Halifax (1150).
Italia has ceased its slot buying on the Med-USEC leg of the Zim Container service
(ZCS - M160). Italia had started to buy slots on this service in May 1999.
Transpacific
Hanjin Shipping and Senator Lines are to restructure their Transpacific services by
improving port scope and optimising transit times. The services affected are : the
'Pacific South Pendulum Service' (PDS - M110 - Tokyo and Osaka are added
eastbound whereas Kaohsiung is dropped), the 'Pacific North Pendulum Service'
(PDN - M120 - Yantian and Kaohsiung are added eastbound while Busan,
Kwangyang and Yantian are added westbound; Osaka, Tokyo and Long Beach are
dropped; double call at Seattle). In March, the 'Pacific Southwest Express' (PSX -
2425) will replace the PNX service (2420), offering a new streamlined link between
Asia and the US Southwest Coast. Within the PSX, the ports of Long Beach and
Oakland will be called instead of Seattle and Vancouver, which will be covered by the
PDN, whereas Kwangyang and Keelung will be dropped. The ships used will be
those currently deployed on the PNX.
Europe-Asia
Capacity reductions are going on within Grand Alliance. The Asia-Europe loop 2,
which focuses on Hong Kong, Taiwan and Korea (3050), is now plied with five ships
instead of eight. After the 4,469 teu BUNGA PELANGI, who was laid up on 24
November before being sent on the Loop 6 (3090) on 20 January, the ANTWERPEN
EXPRESS (4,844 teu) and SANDRA BLANCA (4,743 teu) have been laid up at
Busan on 13 and 27 January, where as the KUALA LUMPUR EXPRESS (4,843 teu)
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N° 21 – February 2002
has been shifted to the PAX pendulum (M090), on which she replaces the
PROVIDENCE BAY (4,230 teu). The latter one has joined the AEX/PNX pendulum
(M080). However, a sixth ship was to join the loop 2 on 05 February, the 4,639 teu
LUDWIGSHAFEN EXPRESS, which was lying idle at Hong Kong since the 4th of
January, having left the PAX pendulum. In addition, the 2,717 teu CAPE CHARLES
was to be laid up this week at Busan, ending a rotation on the transpacific CKX loop
(2125).
As for the BUNGA PELANGI, she resumed its service on 20 January after eight
weeks of voluntary immobilisation, although from a different loop. She joined the
Grand Alliance 'Asia-Europe loop 6', dedicated to the Med (3090), instead of reentering
the 'Asia-Europe loop 2' (3050). Its sailing slot on the 3050 has been taken
by the newbuilding NYK LEO, of 6,200 teu, as soon as this one was delivered. The
BUNGA PELANGI replaced the NEDLLOYD AFRICA on the 'Med' loop (3090), this
one joining the 'Asia-Europe loop 5' (3080), on which three of her four sister ships are
now deployed. The NEDLLOYD AFRICA replaced the 3,161 teu OOCL FREEDOM,
which is believed left without employment at the end of her trip.
Another ship idle for two months was reactivated, the P&O NEDLLOYD VESPUCCI,
which joined again the 'Asia-Europe loop 3' (3060) on 25 January. This very same
day, the 6,788 teu P&O NEDLLOYD SHACKLETON, was laid up at Hamburg. She
was employed on the 'Asia-Europe loop 4' (3070). This ship is the largest one in the
P&O Nedlloyd fleet, together with her three sister ships. These moves let six ships
over 4,500 teu voluntarily idle in the Grand Alliance fleet, five of which being involved
on the Asia-Europe route before their immobilisation - according to BRS-Alphaliner
data. The overall capacity reduction on the Asia-Europe route remains marginal as
large newbuildings have replaced smaller existing ships over the past four months. At
the same time, large tonnage was redeployed on dedicated South Asia services, in
areas which are served 'en route' by several East Asia-Europe loops, therefore
displacing the overcapacity problem without solving it. As a result, the withdrawal of a
total of around 15 ships on the East Asia-Europe trade had little effect.
Indian Ocean and Middle East
Dubai-based Simatech has bought three sister ships of 1,152 teu from Tsakos Shg
& Tdg, the METRO, TEMPO and RHYTHM. They have been respectively renamed
SIMA TARA, SIMA TOUBA and SIMA TINA. Simatech will employ them on its Middle
East Gulf network, which provides feeder services for mainline operators (3777).
They are expected to replace chartered tonnage. The three ships were previously
chartered by Bengal Tiger Line from late 1999 to late 2001.
Wan Hai has extended its network to the Red Sea. It has started to buy slots from
COSCO on the Singapore-Red Sea service run jointly by Uniglory and COSCO
(3715). This service acts as a relay, allowing Wan Hai to provide connections at
Singapore to every Far East destinations covered by its intra Asia network. This
initiative is in line with the strategy of Wan Hai, which has started to venture west of
Singapore in 1999, in order to tap the Middle East and India markets.
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N° 21 – February 2002
In what can be seen as one more consequence of the overcapacity on the east-west
long haul services, APL has shifted the 3,152 teu APL COSTA RICA (alias SATURN)
on its Singapore-Red Sea service (3626). She replaced the chartered 2,316-teu APL
CRYSTAL, since returned to her owners. The APL COSTA RICA had been
previously deployed on the Asia-Med loop of the New World Alliance (3130), since
her beginnings with APL in June 2001.
Maersk-SeaLand has launched a weekly Salalah-Tuticorin (South India) feeder
service, using two owned 1,092 teu ships, the MAERSK ATLANTIC and MAERSK
ABERDEEN (3762). The service connects at Salalah with east-west loops, among
which is the India-Middle East-Med-USEC service (Suez Express - SZX - M060). The
advertisement of the new service among Indian, European and US shippers may be
seen as an answer to the direct link offered by the IndaMex service (3595), at least
on the South India-US run. Transit times of 28 days are advertised for New York,
against 25 days for the Indamex.
Contship is replacing two of the ships it is providing on the Indamex service (3595).
The INDAMEX LIBERTY (1,572 teu - alias WESTERDEICH) and the INDAMEX
MALABAR (1,684 teu - alias BUXHILL) replaces the INDAMEX NEW YORK (1,512
teu - alias SAN ANTONIO) and the INDAMEX TAJ (1,354 teu - alias NORDPOL).
RCL has replaced the three-chartered ships it had on its Singapore-Western India
service (3696) by three owned ones. This service was launched in September 2001
with the 543 teu HANSEWALL, the 617 teu MARCLIPPER and the 534 teu OSG
ARGOSY. They have now been replaced by the 628 teu ORA BHUM and PIRA
BHUM and by the 889 teu KITI BHUM. The ORA BHUM and PIRA BHUM were
previously employed on RCL Singapore-Guangdong service (SGX – 855a), now
halted. The KITI BHUM shifting results from a domino effect created by the delivery
of the 900 teu newbuilding METHI BHUM. The three ships offloaded went
respectively to Maersk-SeaLand, CMA-CGM and Gold Star Line.
MSC has strengthened its feeder services with the addition of a third dedicated
feeder service in the Gulf region. It links Jebel Ali (MSC hub) to Abu Dhabi, Sharjah
and Muscat with the 550 teu MSC FRANCESCA (379g). She was transferred from
one of the two existing loops, on which she was replaced by the 732 teu MSC
ELIANA (379f). It is recalled that the first dedicated MSC loops have been launched
in July 2001.
Mer Austral has replaced the 336 teu INYATHI by the 455 teu EPONYMA on its
Durban-Indian Ocean Islands service (4900). Based in Madagascar, Mer Austral is a
subsidiary of Groupe Bourbon, a French company involved in retailing, shipping and
towage.
West Africa
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N° 21 – February 2002
German operator Bremen Overseas Chartering Service (BOCS) has reorganised
its Europe-West Africa service in order to offer more regular sailings (5241). In this
aim, it has taken three Astrakhan-class ships (17,850 tdw / 598 teu) on long term
charter, the SUNDERLAND, HALIFAX and HOUSTON, who have been renamed
respectively AFRICAN SUN AFRICAN SEA and AFRICAN SKY. BOCS has been
using such ships for several months, together with other ships. The move allows
BOCS to offer roro possibilities on each sailing (Astrakhan ships have a stern ramp
leading to the main tween deck). It is also recalled that BOCS hires space on the
Grimaldi roro Africa Line (5150). BOCS will also continue to charter cargo ships on a
trip-out basis. BOCS has been providing transport services between Europe and
West Africa since 1990. It carries mainly breakbulk cargo, parcels (including steel),
shipper containers and project cargo (and logs/timber northbound).
Hong Kong-based GST Shipping Line Limited will offer new breakbulk services to
West Africa, starting on 16 February 2002. GST has been formed by two former joint
venture partners of VIP Line on a 60/40 basis : GMT Shipping Line (HK) Ltd (Hong
Kong) and STA Holding & Management Ltd. (Bremen). In a statement, GST agents
said that 'GST will provide breakbulk services from Baltic, North Continent, Black
Sea, India, South Africa to all major ports of West Africa including Nigeria'.
Containers will be accepted as far as customers provide them. It is also believed that
GST plans to launch a West Africa roro feeder service in mid-2002. Shearwater
Shipping & Chartering Limited of London and GMT-Anfari Chartering Limited of Hong
Kong have been appointed as joint exclusive brokers of GST. The first sailings from
North Europe are to be provided with the GST SUCCESS, GST FORTUNE, GST
TRADER, GST EXPLORER, GST GIANT and GST DRAGON, which are 'to be
named' ships. GMT and VIP used to employ Conti Lines ships to ensure their
services, but this should not be the case with GST as GMT and Conti splitted just
before the creation of GST. GMT has also left the 'Zenith Line' (5266), leaving Conti
Lines, Marfret and SECAM in the partnership. Before the GST formation, VIP Line
was already offering co-ordinated sailings with Conti Lines ships on the Baltic / North
Continent-West Africa and India-West Africa runs (5285 / 4635). For information
purposes, we add that Conti Lines is also offering services linking the Black Sea to
West Africa (3811) and from South Africa to West Africa (S. Af-W. Af string of 3807).
A third 'Astrakhan'-class ship (17,850 tdw / 598-728 teu) joined the Zenith Line
(5266) in early February. The Zenith Line links NW Europe to Angola and other ports
in the Southern range of West Africa, carrying breakbulk cargoes and rolling stock
southbound and logs/timber products northbound (Astrakhan ships have a stern
ramp leading to the main tween deck). It has been launched with two ships in April by
Belgium-based Conti Lines (operated by ACSA 92 - Antwerp Consortium of
Shipping Agents), France-based Marfret, Hong Kong-based GMT and Armement
SECAM-Gabon. GMT (partner of Conti Lines) left in January 2002 as it joined VIP to
create GST (see related news). Zenith Line is now shared by Conti Lines (50%),
Marfret (25%) and SECAM (25%).
Conti Lines and Amiramar have concluded an agreement through which Conti will
have space on Amiramar ships between North Europe and West Africa (5282). Both
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N° 21 – February 2002
operators deal mainly with breakbulk cargo (bagged cargoes, steel and various
general cargoes). Amiramar is controlled by the Phenician Eagle trading group and is
managed by French sister company Domar. Amiramar specialises in Southern West
Africa range destinations. Conti Lines Services are operated by ACSA 92 (Antwerp
Consortium of Shipping Agents). Sources said also that Amiramar went under Conti
Lines control.
P&O Nedlloyd has extended its West African feeder network (5111) to the Northern
range of West African ports (up to Dakar), using the chartered CEC BLUE (247 teu).
The CEC BLUE mainly provides a relay to the Far East and connects at Abidjan with
the WACCON (4335).
The Compagnie Marocaine de Navigation has introduced larger ships on its North
Europe-Marocco service, operating jointly with OPDR, with CMA-CGM as slot buyer
('Service Combiné Maroc-Allemagne' - 5352). It has chartered the 812 teu BOX
HAMBURG and BOX NEW YORK, which replaced ships of 200/500 teu (incl. the 506
teu OUED ZIZ). The BOX HAMBURG carried out her first rotation in late January
2002 while the BOX NEW YORK was introduced in early February.
South and East Africa
Delmas is to launch a container service linking East Asia to East Africa (4351). The
new service will connect Singapore to Mombasa (Kenya) and Dar-es-Salaam
(Tanzania). At Singapore, containers will be transhipped on the 'Explorers' service
(4350) in order to link other East Asia markets to East Africa (the 'Explorers' service
connects East Asia to South Africa and West Africa). Transhipments will also be
proposed to neighbouring East Africa continental ports, to the Comoros Islands and
to Majunga. The new service will complete the Delmas Africa network.
The fleet of the Aden-East Africa relay service run by APL and ICFS has been
renewed (4550). APL has placed two owned sister ships, the 319 teu APL
COLOMBO and TIGER RIVER, who have replaced the ICFS chartered 650 teu
CLIPPER CHEPSTOW and CEC CASTLE. This service was launched in July 2001.
Fu Hai Line has chartered the 1,034 teu WIDAR for its Asia-South Africa service
(4355). The ship is believed to replace the 834 teu SILVER OCEAN, arrested in
Hong Kong because of a row between her owners and builders. The Fu Hai service
is currently ensured with the GERMANIA (760 teu), KHUDOZHNIK N. RERIKH (554
teu) and TOLTECA (428 teu).
A seventh ship was added in on the SAECS loop 2 (4011) to cope with the decline in
productivity in South African ports. A similar decision had already been taken in
October 2001 on the loop 1 (4010).
Unithai and Gearbulk have created a joint venture, UniGear, in order to serve the
South Africa-SE Asia market. The UniGear joint venture will use two chartered
conbulkers of 26,000 tdw, the CARIA and CANDIA. Unithai has been providing until
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N° 21 – February 2002
now a regular breakbulk service on this run, under the UniSaf brand name. UniSaf
was operated jointly with Safmarine until its sale to A.P. Möller. UniSaf uses to
operate the 26,800 tdw conbulkers STELLENBOSCH and ALGOA BAY. Gearbulk is
owned by K.G. Jebsen (60%) and Mitsui-OSK Lines (40%).
South America and Caribbeans
MSC is to strengthen its USEC-ECSA service (6700) through the replacement of
1,500/2,000 teu ships by 2,500/3,000 teu ones. The 3,398 teu MSC KOREA and the
2,480 teu PRIWALL are to replace the 1,935 teu MSC RECIFE and the 1,743 teu
MSC AMAZONIA.
Costa Container Lines (CCL) added Brazil its feeder service hubbing in Havana
and already serving Mexico, Central America and the NCSA (6266). In this aim,
Costa has chartered two 923 teu ships, the CAPE HATTERAS and CAPE HORN I,
which are renamed CALA PANAMA and CALA PORLAMAR. They join the existing
CALA PONENTE (907 teu - alias HOLANDIA) and CALA PUEBLA (812 teu - alias
BOX ISTANBUL). This extended service is run with a frequency of around 12 days. It
connects at Havana with Canada, Italy and Spain, using the CCL Med-Canada-Cuba
service (6186).
Dole Ocean Liner Services, the shipping arm of the US fruit giant Dole Fresh Fruit,
has taken on charter a 'conventional' 1,608 teu container ship on one of its lines. The
WARNOW TRADER has been chartered for one year and has replaced the 910 teu
DOLE COSTA RICA on one of Dole’s two Texas-Central America 'banana' loops
(6297). While the DOLE COSTA RICA is fitted with 445 reefer plugs (corresponding
to a reefer capacity of 890 reefer teu), the WARNOW TRADER is fitted with 200
reefer plugs (equivalent to 400 teu). The low charter rates of container ships vs.
multipurpose cargo vessels with similar teu reefer capacity may have played a role in
Dole's choice. Dole also carries general cargo in containers on its services. Another
explanation is that Dole may carry a consistent volume of dry containers on the
Texas-Central America run. It is not known however if it has provided supplementary
power packs (diesel generators fitted in 20 ft containers placed on deck) in order to
increase her reefer capacity. Dole needed the DOLE COSTA RICA to upgrade to a
weekly frequency its Ecuador-Los Angeles 'banana' service (6945). The ship has
joined her two sister ships DOLE CALIFORNIA and DOLE ECUADOR.
CMA-CGM and Marfret brought modifications to their Europe-Guyana service
(6031). The West Indies calls (which occurred every second sailing on average) have
been dropped. The duration of the rotation is down from 48 to 45 days. One of the
four ships deployed has also been replaced : the CMA-CGM SAINT LAURENT (alias
LAURITA ) replaced the CMA-CGM OYAPOK. Both are B-183L ships. The LAURITA
was previously deployed by Coral Container Line on its Med-Cuba-Mexico service
(6105). The CMA-CGM OYAPOK was renamed SOPHIE SCHULTE and has joined
OPDR for a rotation on its Europe-Canary service (5302). The CMA-CGM SAINT
LAURENT joined three of her sister ships : the CMA-CGM SAINT MARTIN (alias
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N° 21 – February 2002
LILLY), CMA-CGM CAYENNE (alias CAECILIA SCHULTE) and the MARFRET
NORMANDIE (alias MARIA RICKMERS).
As announced in December, the 'South America-South Africa-Middle East' service
run by Maersk-SeaLand and Safmarine (Samba - 4539) is to become weekly with
the introduction of four 1,600/1,900 teu ships adding to the four existing ones. Five
ships are now in place and three more ones are to join. The 1,683 teu newbuilding
MAERSK VANCOUVER is ready to join it, while her sister ship MAERSK VALETTA
will join in late March. Both ships are long term chartered from German owners.
Another one, the recently chartered 1,906 teu JAN S., is now positioning to Brazil in
order to join it. These ships join the 1,394 teu THURO MAERSK and four 1,647 teu
ships, the MAERSK HONG KONG, ORION, SIRIUS and SAFMARINE AMAZON (the
MAERSK HONG KONG and SIRIUS are newcomers on the trade, having been
transferred from the North Europe-ECSA run in January in order to replace the 1,394
teu TOVE MAERSK and THIES MARSK, now on the LISA service - 5020). The
Samba service was launched in January 2001 as a fortnightly service. It covers three
trades : Middle East to South Africa, Middle East to ECSA and South Africa to ECSA.
Evergreen has transferred two 818 teu ships from the intra Asia sector to the
Caribbeans, the UNI-MORAL and UNI-MODEST, which have been renamed GREEN
MORAL and GREEN MODEST. They have replaced the 694 teu GREEN
HUMANITY and GREEN HANDSOME on Evergreen’s Inter Caribbean feeder
service 'South' (CAS - 6261).
Australia-NZ
Hyundai Merchant Marine (HMM) and Far Eastern Shg Co (FESCO) have
concluded a slot sharing agreement on the East Asia-Australia route. The joint
service is based on the existing 'FESCO Australia Line' (FAL - 7350), run with five
ships of around 1,300 teu. One of them is to be operated by Hyundai. HMM will also
buy slots on the 'FESCO NZ Express Line' (FNZL - 7355), which also calls at the
Australian port of Brisbane both ways. Concomitantly to the new agreement, FESCO
is reactivating the 1,748 teu VLADIVOSTOK, which has been lying idle at Hong Kong
since 05 December (she became supernumerary after FESCO closed its
Transpacific service in September 2001, although she was temporarily employed
thereafter on FESCO's ANZ related services). She replaced the 1,254 teu
KHUDOZHNIK ZHUKOV and is believed to be the ship operated by Hyundai
(although this has to be confirmed). The new arrangement comes after Hyundai
decided to not renew its slot buying agreement with the ANSCON lines (7212), which
dates back to August 2000. As for New Zealand, it is a new trade for Hyundai.
FESCO and Hyundai are already co-operating on the Korea-Eastern Russia run
(Korea Soviet Direct Line - 8288).
As announced in November, Tasman Orient Line (TOL) has revamped its East
Asia-New Zealand services. Two of its three current loops, one of which dedicated to
Taiwan and Hong Kong (7375) and the other one to SE Asia (7385), were replaced
by a main loop linking NZ to Taiwan, Hong Kong and SE Asia -including Manila and
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N° 21 – February 2002
the South China port of Mawan- (7372) and an auxiliary loop linking NZ to Indonesia
and the Philippines ports of Davao and Subic Bay (7374), ensured with two ships.
TOL has also upgraded its fleet, having chartered the 22,500 tdw / 950 teu ships (EL
DORADO and LA ESPERANZA - renamed TASMAN TRADER and TASMAN
PATHFINDER). These two ships were employed on K Line's Far East-WCSA
multipurpose service, ensured in co-operation with CCNI and MOL (6975). They
replaced the 20,000 tdw / 677 teu TASMAN COMMANDER and TASMAN
CAMPAIGNER on the main loop (7372), before being affected to the auxiliary loop
(7374). The North East Asia-NZ loop (7370) is not affected by this revamping. The
new pattern allows TOL to improve its direct links between a number of ports. It is
recalled that TOL is co-owned by Fletcher Challenge Paper Holding, Christian F.
Ahrenkiel, China Navigation (Swire group) and MOL.
ANL has introduced its largest ever ship on the Singapore-Australia run. The 3,424
teu ANL EXCELLENCE joined the 'Australia Asia Express' service (AAX - 7220),
operated by ANL, NYK, APL and P&O Nedlloyd. She replaced the 2,636 teu
POSTDAM, who was returned to her owners. The ANL EXCELLENCE is the former
CMA-CGM chartered VILLE DE VENUS (alias HANSA AFRICA), which was replaced
on the CMA-CGM/Norasia 'MEXTPX' service (M175) by the 4,038 teu MARE
PHOENICIUM. This ship was employed by K Line as the EMS BRIDGE until
November 2001, when she was returned to her owners, Hansa Mare.
Maersk-SeaLand and K Line have almost doubled the capacity of their Singapore-
PTP-Fremantle relay service (7275) by replacing 1,100 teu ships by ships of around
2,000 teu (however, K Line is not involved on the PTP run). MSL has introduced the
1,844 teu GLOBAL MYTH while K Line has shifted there its 2,257 teu BAY BRIDGE.
The GLOBAL MYTH replaced the 1,406 teu SAFMARINE NOLIZWE, which in turn
replaced in December the 1,092 teu MAERSK ABERDEEN. The BAY BRIDGE
replaces the 1,133 teu PERTH BRIDGE. Traditionally an east-west ship, the
HARBOUR BRIDGE left the long haul east-west trades in March 2001 to join the
newly launched 'India Europe Express' (3535) on which she became redundant after
its recent closure. The 1,100 teu ships were put in place in September 1999 when K
Line joined MSL on this service. At the time, they replaced two 328 teu ships, the
KLANG REEFER (now FEEDER 6) and SWAN REEFER (now LILIUM), which were
put in place by EAC before the liner services of this operator were swallowed by A.P.
Möller in 1993.
Intra Asia
Heung-A has revamped its services linking Korea to Indonesia and the Philippines
and has strengthened its offer to Thailand with a new service linking Korea to
Thailand via Manila (Bangkok Inchon Express - BIX - 8246). This service is now
ensured by three 1,216 teu / 22 knots 'fast feeders' of the ‘Hanjin 1200’ design, the
CARLA RICKMERS, SANDY RICKMERS and TETE RICKMERS. The first sailing
occurred from Inchon on 23 January with the CARLA RICKMERS. As a result,
Heung-A has closed its Indonesia-Philippines service (IPS - 8242), which was linking
Korea to Manila, Jakarta and Surabaya. The link to Manila is ensured with the new
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'BIX' service. The link to Indonesia has been replaced by a slot buying agreement on
the KMTC/Hyundai 'Korea Straits Express I' (8254), which comes in addition to the
existing 'New Korea Indonesia' service (NKI - 8205). Thailand also remains served
with the Bangkok & Ho Chi Minh service (BHS - 5241).
Heung-A has altered its Korea-northern Vietnam services. The service has been
splitted into two weekly loops, each one served by two ships of 570 teu and 650 teu
owned by the company (HPS 1 and HPS 2 - 8244 / 8245). The two 450 teu chartered
ships who were deployed until around 01 February, the NEW HAIHUNG and YOUNG
STAR, have been returned to their owners. The two 650 teu ships used on HPS 1,
the HEUNG-A BANGKOK and HEUNG-A JAKARTA, were previously employed on a
temporary Korea-Philippine shuttle, which has been superseded by the new BIX
service (8246). The two 570 teu ships, the HEUNG-A KOBE and HEUNG-A
HAKATA, were employed on the Korea-South China service (8243), on which they
have been replaced by the 570 teu HEUNG-A OSAKA and the 588 teu TOKYO
GLORY.
The Bangladesh Shipping Corp. (BSC) has chartered the 812 teu SIN HAI for its
Singapore-Chittagong feeder service (8656). The ship joins three BSC-owned
multipurpose cargo vessels on this run, the BANGLAR SHIKHA (693 teu), BANGLAR
ROBI and BANGLAR MONI (both 428 teu - Neptun types). BSC is a state-owned
company, which operates feeder services from Chittagong to Singapore and
breakbulk services. The chartering of an extra ship is quite unusual and witness
higher volumes carried by the company. BSC used to charter out its largest ship in
teu terms, the BANGLAR SHIKHA, until 1999, when it decided to deploy her on the
Chittagong feeder run. BSC is one of three Bangladesh registered shipping
companies which operate feeder services, the other two ones being QC Shg and
HRC Shg. BSC is the only Bangladeshi companies to operate long haul services,
using mainly its fleet of conventional cargo carriers.
Yang Ming has affected the 2,054 teu ship OCEAN LUNA (ex COSCO ATLANTIC
alias MING MOON) on the Taiwan-Hong Kong shuttle it operates in partnership with
Uniglory and Yi-Tong (8495). She is currently the largest ship dedicated to this
trade. Two smaller ships have also left the Taiwan-Hong Kong shuttle, the 662 teu
REA and ROVER (sold for scrap). The OCEAN LUNA replaced the 1,034 teu
KUANGMING TAICHUNG, which is now plying the Hong Kong-Taiwan-Philippine
Express (TPX - 8374). She was previously chartered out to COSCO, which used her
on the Transatlantic run as the COSCO ATLANTIC.
CSCL has revamped its main services linking North China to Korea and Japan. The
weekly China-Japan loop and the weekly China-Korea loop have been merged to
give birth to a new weekly service turning in three weeks instead of two (8450). Three
ships of 2,450 to 2,670 teu are used instead of four ships of 1,900 to 2,670 teu. Two
of them, the CSCL GENOA and CSCL BARCELONA, were employed on the former
China-Japan loop. The third one, the 2,466 teu CSCL XIAMEN was transferred from
the new China-Middle East service (3744), having inaugurated the first rotation on
this service, on which she has been replaced by the 2,452 teu CSCL
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N° 21 – February 2002
LIANYUNGANG. It is recalled that SITC and SYMS buy slots on CSCL China-Korea-
Japan services.
MSC has launched a Singapore-Thailand feeder service through the addition of
Laem Chabang to its Singapore-Jakarta-Fremantle service (7290), changing this twoweek
service into a three-week pendulum service hubbing at Singapore. A third ship
has been added in this respect, the recently chartered 1,550 teu HANSA
TRONDHEIM, renamed MSC THAILAND. She joined the 1,173 teu MSC
INDONESIA and MONTREAL SENATOR (both MSC chartered).
KMTC has added Shanghai to its Korea-Straits service (KTM - 8252), which is run by
three 1,500 teu ships. It is the first time that Shanghai is served by a KMTC long haul
intra Asia service. Until now, KMTC served Shanghai through its short sea Korea-
China shuttles (8260).
Uniglory and Yang Ming have launched a service linking North China to Taiwan and
Hong Kong, using two 930 teu ships, the TAO YUAN and YE LAN (8373).
The Ningbo Ocean Shipping Co and the Shandong International Shg Co (SITC)
have altered their Japan-Ningbo joint service (8493). The service is now splitted into
two loops, serving each one a different range of Japanese ports. Three ships of
about 320 teu are deployed instead of two, on a three-week rotation. Ningbo provides
the MING ZHOU 8 and MING ZHOU 22 while SITC provides the YUE DA 28.
Hansung Shipping has reviewed its Korea-Japan services, bought in September
2001 from Choyang Line. It is buying slots on Sinokor shuttles running between
Busan and the Kanto and Kansai regions (8262), which uses three ships of 208 to
614 teu.
Intra Europe
MSC has upgraded its NW Europe-Eastern Med service 'loop 1', which focuses on
Israel, Cyprus and Eastern Turkey (9340), from the 2,000 teu scale to the 3,000 teu
one. The MSC CARLA, MSC JADE, MSC JAMIE and MSC DYMPHNA have
replaced the French-built 2,072 quartet (MSC CHIARA and sister ships). The four
ships are also faster than the 2,072 teu ones (22 knots instead of 18 knots), which
helps to keep the schedule, avoiding the use of an extra ship, as seen until now from
time to time. A call at Mersin has also been added northbound. In addition to this,
MSC has added a direct call at Le Havre on its North Europe-Greece-Turkey service
(9350).
MSC has boosted its North Europe-Scandinavia-Baltic feeder services. It has
introduced two 965 teu ships on the Baltic loop 1 (9030), the MSC INDIA and MSC
GRACE, both recently bought from interests linked to V Ships (ex ALBERT BRIDGE
and PUTNEY BRIDGE). They have replaced the 581 teu MSC SKAW and the 604
teu MSC BOTHNIA. The MSC SKAW has been sent on the Antwerp-Denmark-
Poland service (9033), on which she replaced the 700 teu PETUJA (returned to her
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owners). The MSC BOTHNIA joined a new feeder service dedicated to Norway and
Denmark (903g).
OOCL and MISC brought changes in early February to their co-ordinated intra
Europe services. The Norwegian port of Larvik was added on the 'Iberia Scan
Express' loop (ISX - 9029) whereas calls at Le Verdon, Aarhus and Hamburg were
dropped. This also allows a reduction of the duration of the rotation from three to two
weeks. Two 836 teu / 17 knots MISC ships are used (BUNGA MAS SEMBILAN and
BUNGA MAS SEPULUH). The 'Scan Baltic Express' service was splitted into two
loops (SBX 1 and SBX 2 - 902a / 902b). The UK east coast port of Grangemouth was
added to the range of continental ports served, while a new one-week loop linking
Hamburg to Poland and Russia was launched. The two 868 teu / 18 knots already in
place on the SBX are kept on the SBX 1 (OOCL NEVSKIY and OOCL NEVA) while
the 650 teu / 18 knots OOCL NARVA is used on the SBX 2 (this ship became
redundant on the ISX loop). According to OOCL and MISC, these enhancements are
a response to customer's demand; the service rotations are designed to provide
optimum relay links with services to and from Asia and North America. They are also
constructed to meet the growing demand for intra European traffic. It is recalled that
this joint OOCL/MISC service has been launched in September 2001, on the basis of
existing OOCL services.
United Feeder Services (UFS) and Metz Container Line (MCL) have splitted into
two loops their main service linking Central Med hubs (Marsaxlokk, Gioia Tauro and
Taranto) to the Near East (9725 / 9726). One of them focuses on Malta and Gioia
Tauro, and is served by the 1,579 teu LT AFRICA and LT EUROPA, operated by
UFS (they are the largest ships in UFS fleet). The other one focuses on Taranto and
Gioia Tauro, and is served by the 1,128 teu MARS and VENUS, operated by MCL
(they are the largest ships in MCL fleet).
The reshuffling of the Maersk-SeaLand intra Mediterranean feeder network led two
MSL veterans on the new pendulum service balancing from Gioia Tauro to the
Adriatic and to Israel (9613) (see the website under OPERATORS / Maersk-SeaLand
- Intra Europe, or see News Archive : enter '9613' in the searchbox). The 1,270 teu
SEA PIONEER and SEA ADVENTURE have joined the SEA LEADER. The SEA
PIONEER and SEA ADVENTURE were run on the Gioia Tauro-Black Sea feeder
service (9615) while the SEA LEADER was deployed on the Gioia Tauro-Adriatic
shuttle (now part of 9613). They belong to a quartet of ships, originally with Sea-Land
Service, partly built in 1978 (forward and aft sections) and partly in 1963 (cargo
section). The fourth one, the SEA-LAND PACER, is employed on a PTP-Indonesia
shuttle (8624).
Zim has added calls at Peiraeus and Limassol on its Israel-Black Sea service (9670).
A third ship has been added in order to maintain a weekly frequency, the ZIM
NOVOROSSISK (1,174 teu), which joined the 978 teu ZIM ODESSA I and ZIM
CONTANTZA I. Zim has also replaced two chartered ships on its North Europe-Israel
loop : the JAN S. (1,906 teu) and the ZIM FELIXSTOWE (1,554 teu) have been
replaced by the ZIM HAMBURG I (1,939 teu - ex ASIA JADE) and the QINGDAO
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N° 21 – February 2002
STAR (1,923 teu - ex CSCL HUANGPU). Both ships were previously employed by
CSCL.
On the Marseille-Tunisia run, CETAM has given for the first time a specific charter
name to a chartered ship. The roro NORSE MERSEY (11,100 tdw / 650 teu) has
been renamed CETAM MASSILIA, a name which fits also better with her trade. She
is deployed on the Southern France-Tunisia run within an arrangement involving
CETAM, CoTuNav and SGAN (a subsidiary of CAT - Cie d'Affrètement et de
Transport) (9768). CETAM (Cie Européenne de Transports Automobiles) is a
subsidiary of HUAL (Hoegh Ugland Auto Liners), an operator of large vehicle carriers
on intercontinental trades.
Ferryways has started a second ferry service linking Ostende to the UK with the
VILJA (5,482 tdw - 112 trailers) and TANGO (6,704 tdw - 65 trailers). They will link
Ostend and Killingholme (9069). MSC is involved in Ferryways through its Belgian
partner, Deckers & Wirtz, which controls 80% of Ferryways. In 2001, MSC bought
two roro ships now deployed on the Ostend-Ipswich shuttle, the ANGLIAN WAY and
FLANDERS WAY. The VILJA and TANGO are chartered.
CELLULAR FLEET at 1st February 2002 Source : BRS-Alphaliner
TEU - 01/02/2002
existing orderbook O / E
size range nb teu nb teu % teu
> 5 000 teu 168 1 009 354 91 570 111 56,5%
4 000 / 4 999 teu 188 819 666 78 339 773 41,5%
3 000 / 3 999 teu 218 756 806 37 120 549 15,9%
2 000 / 2 999 teu 481 1 200 172 81 204 861 17,1%
1 500 / 1 999 teu 388 653 220 41 68 949 10,6%
1 000 / 1 499 teu 494 590 240 35 39 477 6,7%
500 / 999 teu 556 393 165 58 45 252 11,5%
250 / 499 teu 301 111 389 0 0 0,0%
100 / 249 teu 132 23 387 0 0 0,0%
TOTAL 2 794 5 534 012 421 1 388 972 25,1%
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