During fiscal 2018 (April 2018-March 2019), India’s major ports plus the large minor ports administered by Adani (Hazira, Kattupalli and Mundra) and APM Terminals (Pipavav) handled 16.9 million TEU, which is an increase of 10% year-on-year. The highest rise was noted for start-up port Ennore, which managed to attract its first regular liner services and Kandla, which after years of being idle is clearly back in business. Also, after several difficult years, Pipavav managed to find its way up again. The only outlet losing trade was Mumbai.

DynaLiners, 23/19-07 June 2019


During 1Q 2019, box carriers posted mixed, but in general not too pleasing, results. All eleven top carriers who publish their financial results saw, except for one (Hapag-Lloyd), revenues go up, in some cases substantially. Whilst most companies managed to score positive operating results, on a net level, six of them ended in the red. This negative outcome was also affected by the new IFRS 16 lease accounting standard that forces carriers to put their long-term lease obligations on their balance sheets, which for many resulted in a substantial increase of debt.


DynaLiners 23/19-07 June 2019

Στην 32η θέση παγκοσμίως με συνολικά 4,91 εκατ. TEUs το 2018

Έξι ολόκληρες θέσεις κέρδισε το 2018 στην παγκόσμια κατάταξη το λιμάνι του Πειραιά με βάση υπολογισμού τη διακίνηση εμπορευματοκιβωτίων. Σύμφωνα με τα στοιχεία της Alphaliner, ο Πειραιάς διακίνησε συνολικά από όλους τους προβλήτες 4,91 εκατ. TEUs έναντι 4,15 εκατ. TEUs έναν χρόνο πριν και «σκαρφάλωσε» από την 38η στην 32η θέση της παγκόσμιας κατάταξης. Τα στοιχεία αυτά της Alphaliner, που πρώτη φορά βλέπουν το φως της δημοσιότητας, αποτυπώνουν τη σημαντική ώθηση που έχει δώσει στον Πειραιά η Cosco.

Η μεγαλύτερη αύξηση

Επιπλέον πρέπει να σημειωθεί ότι ο Πειραιάς εμφανίζει τη μεγαλύτερη ποσοστιαία αύξηση μεταξύ των 40 πρώτων λιμανιών (+18,4%). Κανένα άλλο λιμάνι δεν έχει να επιδείξει τέτοιους εκρηκτικούς ρυθμούς ανάπτυξης, με το λιμάνι Colon του Παναμά να επιδεικνύει λίγο χαμηλότερους ρυθμούς, καθώς κατάφερε να κερδίσει πέντε θέσεις στην παγκόσμια κατάταξη, ενώ παρουσίασε ποσοστιαία αύξηση στη διακίνηση φορτίων κατά 11,1%, στα 4,32 εκατ. TEUs. Πάντως τη δεύτερη μετά τον Πειραιά μεγαλύτερη ποσοστιαία άνοδο στη διακίνηση φορτίων πέτυχαν τα λιμάνια Colombo της Σρι Λάνκα και Jakarta της Ινδονησίας με 13,5% και τα δύο, τα οποία φιγουράρουν στις θέσεις 22 και 23 της λίστας της Alphaliner με 7,05 εκατ. TEUs και 6,90 εκατ. TEUs αντιστοίχως.

Άνοδος 4,9% στα 120 λιμάνια

Το 2018 στα 120 μεγαλύτερα λιμάνια του κόσμου σημειώθηκε αύξηση κατά 4,9% στη διακίνηση εμπορευματοκιβωτίων. Ειδικότερα στα εν λόγω λιμάνια διακινήθηκαν συνολικά 654 εκατ. TEUs. Τα 104 απ’ αυτά κατέγραψαν άνοδο στη διακίνηση containers και τα υπόλοιπα πτώση. Επίσης τρία νέα λιμάνια συμπεριλήφθηκαν στη λίστα των 120 (Buenaventura, Lome και Jinzhou), ενώ τρία άλλα βρέθηκαν εκτός αυτής (Beirut, Puerto Limon και Dandong). Από τα 120 μεγαλύτερα λιμάνια διακίνησης εμπορευματοκιβωτίων παγκοσμίως τα 27 βρίσκονται στην Κίνα, εννιά στις ΗΠΑ και πέντε στην Ιαπωνία. Μεταξύ των 40 πρώτων τα 12 είναι κινεζικά, επτά ανήκουν σε χώρες-μέλη της Ε.Ε. (Ολλανδία ένα, Γερμανία δύο, Ελλάδα ένα, Βέλγιο ένα, Ισπανία δύο) και τρία ανήκουν στις ΗΠΑ.

Στα δέκα μεγαλύτερα λιμάνια τα επτά είναι κινεζικά, ένα της Σιγκαπούρης, ένα των ΗΠΑ και ένα της Κορέας. Το πρώτο ευρωπαϊκό, το Ρότερνταμ, βρίσκεται στη 12η θέση. Την πρώτη θέση κατέχει για μια ακόμη χρονιά το λιμάνι της Σαγκάης με διακίνηση 42,01 εκατ. TEUs το 2018. Ακολούθησε ο λιμένας της Σιγκαπούρης, από τον οποίο εκτιμάται ότι διακινήθηκαν περίπου 36,6 εκατ. TEUs πέρυσι, αύξηση κατά 8,7% σε σχέση με το 2017. Στην τρίτη θέση βρέθηκε ο κινεζικός λιμένας της Νινγκμπό με διακίνηση που άγγιξε τα 26,35 εκατ. TEUs το 2018, αυξημένα κατά 7,1% συγκριτικά με το 2017. Την πεντάδα συμπληρώνουν δυο ακόμη κινεζικά λιμάνια του Shenzhen και Guangtzou με 25,74 εκατ. TEUs και 21,87 εκατ. TEUs αντιστοίχως διακινούμενα φορτία. Με βάση τις παραπάνω επιδόσεις ο Πειραιάς είναι δεύτερο λιμάνι στη Μεσόγειο και έκτο σε μέγεθος στην Ευρώπη.

Να σημειωθεί, τέλος, ότι η διακίνηση των εμπορευματοκιβωτίων στον Πειραιά προβλέπεται να ξεπεράσει τα 5 εκατ. TEUs φέτος. Ήδη για το πρώτο τρίμηνο του 2019 έχει σημειωθεί νέο ρεκόρ διακίνησης στους προβλήτες εμπορευματοκιβωτίων, καθώς και οι τρεις μαζί αθροιστικά ξεπέρασαν το 1,33 εκατ. TEUs.

Αναδημοσιευση απο Ναυτεμπορική, 15-04-2019



Publicly-listed Evergreen Marine Corporation, this consolidating the core of Evergreen Line’s activities, saw 2018 revenue grow by 12% in local Taiwan dollars to TWD 169.2 billion, around USD 5.5 billion. However, both operating and net results dropped dramatically, by 81% and 99% respectively, to TWD 926 million and TWD 78 million. Despite these results, considering that at the half-year point Evergreen was sitting on operating and net losses of TWD 2.0 billion and TWD 1.8 billion, this is quite a comeback. Below is a summary of Evergreen’s financials converted into US dollars.

EMC excludes Evergreen International SA, Italia Marittima, Evergreen Marine (UK/Hong Kong/Singapore), but includes air transport and hotels, amongst others. EMC is the main company of the much larger Evergreen group.



Pointing to a difficult first half of 2018 of low freight rates and increased bunker costs, but a better second half in terms of volumes, rates and costs, Hapag-Lloyd’s net result for the full year grew by an impressive 39%, albeit from a low EUR 33 million in 2017, to EUR 46 million (around USD 53 million).

The trend was set by Hapag-Lloyd turnover growing 10% to EUR 11.5 billion (USD 13.2 billion) in 2018 from EUR 9.8 billion the year before. However, it must be noted that the comparative 2017 only included the merged-in UASC from late May, so the figures are not truly like-for-like. Even so, in the context of a difficult market, any profit is welcome.


The relatively good news was tempered somewhat for shareholders who will see dividends per share reduce from EUR 0.57 for 2017 to EUR 0.15 for 2018 (USD 0.17). Hapag-Lloyd described the first one as “exceptional” and a “reward” for shareholder faith. However, major shareholder the City of Hamburg was reportedly banking on receiving a dividend windfall of EUR 15 million (USD 17 million) but will, instead, now only see EUR 3.7 million (USD 4.2 million). This has led to calls for the city to sell its near 14% stake.

Hapag-Lloyd’s carryings grew strongly by 21% in 2018, although, again, UASC’s contribution was only included for around half of 2017. Unsurprisingly then, virtually all trade lanes posted double-digit growth rates with Middle East most impressive at 43% and Far East only four points behind. In contrast, Transatlantic was relatively disappointing with 9% growth. On a like-for-like basis, with UASC counted for the whole of 2017, total volumes improved by 6%.



Hapag-Lloyd’s revenues per container carried showed a generally weak picture with the average down ever so slightly at USD 1,044 per TEU. Middle East rates dropped sharpest by 12%, with Intra-Asia 11% down. Latin America revenue per TEU managed a 4% growth. Average freight rate in 2018 on a like-for-like basis actually grew 2%.



OOCL, part of the Cosco Shipping Holdings group and an affiliate of CoscoSL, saw its net profit for 2018 contract to USD 108 million in 2018. This was a consolidated group figure; container shipping and logistics provided USD 55 million of that (up USD 57 million). Revenue of this latter segment improved by 10%, less than half the rate of volumes, to reflect USD 13.2 billion. However, cost control was clearly better as operating result more than doubled to USD 196 million.




Yang Ming’s results for 2018 do not make pretty reading for a carrier who has now posted a combined net loss of TWD 46.6 billion, around USD 1.4 billion, since 2008. Despite 2018’s carryings growing by 10% to 5.2 million TEU, these helping consolidated revenues grow 8% in local currency to TWD 141.8 billion (USD 4.7 billion), operating results were “significantly impacted” by high bunker costs. Ultimately, net result for the year was a negative TWD 6.3 billion, around USD -206 million.




For 2018, ZIM saw revenue improve by a healthy 9% compared with 2017. This came on the back of carryings growing by 11% to 2.9 million TEU, the highest figure ever noted by ZIM. However, revenue per TEU dropped ever so slightly (by 2%). EBITDA shrank by a half to USD 121 million and net result turned around by USD 131 million to reflect a USD 120 million loss. Included in that was a one-off USD 38 million impairment related to vessel sales.



Reposting from DynaLiners Weekly, 29-03-2019


During 2018, Maersk’s Ocean segment recorded a turnover of USD 28.4 billion, a year on year rise of 29% on the back of the acquisition of Hamburg Süd. EBITDA, however, was down by 18% to USD 2.3 billion. The Maersk group’s net income, accounting for discontinued operations, was an impressive USD 3.22 billion, compared to a loss of USD 1.16 billion in 2017. However, without the bookkeeping effects of the discontinued operations, it would have been a minus of USD 148 million.



Maersk's Ocean segment accounts for services offered under the Maersk Line, Hamburg Süd, Aliança and SeaLand (America, Europe & Med and Asia) brands and the activities of "strategic transhipment hubs" operating under APM Terminals, however, logistics are excluded.

At 26.6 million TEU, Maersk Line's liftings were 21.6% higher, mostly due to the purchase of Hamburg Süd. Without those volumes, the increase would have been around 2.5%. East-West trade carryings were 10.0% higher. North-South and intra-Regional trades, the main business of Hamburg Süd, were up 21.2% and 47.2%, respectively. Average rates per TEU in 2018 were up 5.1% compared to the year before. The highest growth was noted on the relatively low-paying intraregional trades, where they went up by almost 18%.


The net results of Maersk are severely affected by its restructuring and related one off effects. When the financial results of ongoing operations (including ocean shipping) are split off from the discontinued operations, it can be seen that financial results are no more than mediocre. Net results from continued operations (left in the graph) have been negative since 2016, while the overall net results (right in the graph) are mostly due to the positive effects of discontinued operations (in the middle).


Reposting from Dynaliners, 22-02-2019