Unauthorized redistribution of the newsletter is prohibited and readers are requested to quote ‘Alphaliner’ as source for all data derived from the newsletter. Alphaliner does not accept any liability for any errors or omission or opinion. Please refer to full user terms and copyrights at www.alphaliner.com/terms_of_use.php ALPHALINER Volume 2014 Issue 41 30.10.2014 to 06.10.2014 Weekly Newsletter Web: www.alphaliner.com | E-mail: [email protected] | Sales: [email protected] Alphaliner Weekly Newsletter is distributed every Monday. The newsletter is available upon subscription. Information is given in good faith but without guarantee. Please send your feedback, comments and questions to [email protected] We are living in a low growth, deflationary era and face technology risks ... Shipowning is actually a negative sum game - if you buy a ship today, it will incur financial costs, depreciation and the risk of technological obsolescence. It will cost you quite a lot to keep that ship. We invest in ships as late as possible. That means we don't speculate when prices are low, we postpone the acquisition of vessels as long as we can because the holding costs and risks are too high. We think that the (shipping) markets are overbuilt. There is plenty of shipyard capacity so the chance of making money speculating in ships is limited.” Nils Smedegaard Andersen, Group CEO, AP Mø øller-Maersk Danish Maritime Forum INSIDE THIS ISSUE: Capacity surplus set to continue 1 3 Idle fleet/Charter Market Updates 6 Service Updates 2M aims for January launch following FMC approval G6/Zim to combine NYE/SCE FE-USEC service Seago Line to resume seasonal Morocco-Russia citrus fruit service CMA CGM to reactivate MoroccoEurope citrus service OPDR organises Agadir to Europe service Hanjin enhances S Africa presence MOL improves Far East-Jeddah connectivity with extra link CMA CGM & Emirates add Nhava Sheva to ME-EAF joint service X-Press Feeders reviews some Eastern Med loops X-Press Feeders organises Adriatic composite service UFS goes on with Iberia-West Med links through slots Arkas becomes vessel provider on Sermar’s Adriatic-NE service Maersk launches SE Asia-NZ ‘Asia Star’ relay service Deliveries/New Order Updates October deliveries 12 Chart of the week New containership orders by month : 2009 - 2014(Sep) 600,000 Capacity ordered by month in TEU “Shipping is not a very attractive industry … ships give lower returns than most other industries. (The advice to new shipowners is) to order a little less and to look a little bit further into the future... NOO owned Carrier owned 500,000 NOO owned 57% Second set of Maersk ‘EEE’ orders 400,000 Carrier owned 43% First set of Maersk ‘EEE’ orders 300,000 200,000 100,000 ALPHALINER 0 Jan-09 Jan-10 Jan-11 Jan-12 Jan-13 Jan-14 Maersk’s warning of overcapacity goes unheeded For the past two decades, Maersk has led the industry in taking on risks by investing in innovative vessels, and the Danish carrier typically operated the largest ships on most mainline trades by quite some margin. Starting with the REGINA MAERSK-class of 7,000 teu, ordered in 1993, the list furthermore includes such noteworthy types as the 15,500 teu E-classes, ordered in 2004, and the 18,340 teu Triple-E classe units to which Maersk committed in 2011. These ships carried significant technological and commercial risks, as was also the case with the numerous SAM-Max and WAF-Max types that Maersk Line ordered in 2008 for the Latin American and West Africa markets respectively well before its competitors had comparable vessels. However, Maersk has sought to grow “with the market” since 2012, in a departure from its previous strategy of outgrowing its competitors. Maersk also adopted a new approach with vessel orders, now seeking to invest “as late as possible”, to avoid or at least reduce the high holding costs of container ships. Nils Smedegaard Andersen, A.P. Møller-Maersk Group CEO, warned last week that owners who have entered the market to take advantage of low shipbuilding prices may have underestimated the cost of owning ships. In addition to the costs of ship financing, owners face the risk of technological obsolescence in a new deflationary era that do not guarantee that asset prices will continue to rise, as was the case before. Emphasizing that ship investments generate poor returns in an oversupplied market, Nils Smedegaard Andersen cautioned owners against taking on speculative ship orders. ** The full newsletter is available by subscription. Please contact [email protected] **
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