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13h ago
Rotterdam Port loaded less fuel oil on supertankers last year
The Port of Rotte...
seagull 13h ago
Rotterdam Port loaded less fuel oil on supertankers last year
The Port of Rotterdam said 31 supertankers loaded fuel oil from its facilities last year, down from 35 vessels in 2010, Bloomberg reports. A total 7.9 million metric tons of the product were loaded onto very large crude carriers in 2011, or an average 255,000 tons per VLCC, and were transported to Singapore, the port said in a statement posted on its website today. Twenty-two of the ships combined unloading crude with loading fuel oil, it said.
“A combination trip is relatively profitable for ship owners in paying port dues,” the port said. The average VLCC rate for a Rotterdam to Singapore voyage was $3.5 million.
The biggest charterer for the route was Cargill Inc., with seven tankers carrying 1.85 million tons of fuel oil. Gunvor Group Ltd. was the second-largest with four VLCCs.
en.portnews.ru
Rotterdam Port loaded less fuel oil on supertankers last year
The Port of Rotterdam said 31 supertankers loaded fuel oil from its facilities last year, down from 35 vessels in 2010, Bloomberg reports. A total 7.9 million metric tons of the product were loaded onto very large crude carriers in 2011, or an average 255,000 tons per VLCC, and were transported to Singapore, the port said in a statement posted on its website today. Twenty-two of the ships combined unloading crude with loading fuel oil, it said.
“A combination trip is relatively profitable for ship owners in paying port dues,” the port said. The average VLCC rate for a Rotterdam to Singapore voyage was $3.5 million.
The biggest charterer for the route was Cargill Inc., with seven tankers carrying 1.85 million tons of fuel oil. Gunvor Group Ltd. was the second-largest with four VLCCs.
en.portnews.ru
Jan 29, 13:28
Russia's FESCO opens its office in Rotterdam
On January 27, 2012, FESCO Transpo...
seagull Jan 29, 13:28
Russia's FESCO opens its office in Rotterdam
On January 27, 2012, FESCO Transportation Group inaugurated its new office FESCO North West Europe BV based in Rotterdam (Netherlands), the Group said Friday.
The new office will consolidate operations carried out by FESCO's former representative offices in Netherlands and Belgium. It will continue providing the whole range of container transportation and handling services.
FESCO North West Europe BV clients will be offered the following products: sea shipping of COC and SOC containers, storage services, truck, rail, river and sea transportation and “door-to-door” integrated solutions.
en.portnews.ru
Russia's FESCO opens its office in Rotterdam
On January 27, 2012, FESCO Transportation Group inaugurated its new office FESCO North West Europe BV based in Rotterdam (Netherlands), the Group said Friday.
The new office will consolidate operations carried out by FESCO's former representative offices in Netherlands and Belgium. It will continue providing the whole range of container transportation and handling services.
FESCO North West Europe BV clients will be offered the following products: sea shipping of COC and SOC containers, storage services, truck, rail, river and sea transportation and “door-to-door” integrated solutions.
en.portnews.ru
Jan 27, 17:33
Analyst predicts Rotterdam port's box traffic growth over next six years
The Po...
seagull Jan 27, 17:33
Analyst predicts Rotterdam port's box traffic growth over next six years
The Port Authority asked McKinsey to make an analysis of the demand for and availability of container throughput capacity in Rotterdam in the coming years. The purpose of the study was to get an independent opinion on the situation as it will develop from 2014 onwards when the new terminals on Maasvlakte 2 become operational. Two things prompted the Port Authority to commission this study: on the one hand, the economic unrest in the course of 2011 and the lack of clarity regarding its consequences for the container sector, and, on the other hand, the fact that ECT, the largest container terminal operator in Rotterdam, regularly expresses its concerns about the situation that will arise after 2014, the Port of Rotterdam Authority press release said.
Summary of the study
The researchers expect throughput in Rotterdam to increase faster than in other ports of the Hamburg-Le Havre range, due to a combination of the consolidation of shipping lines, increases in scale in shipping, and the presence of modern, easily accessible terminals on deep navigable water. Considering the expansion of capacity in the region, substantial competition can be expected, particularly in the transhipment sector.
With the construction of the initial phases of the RWG and APMT terminals on Maasvlakte 2 and the planned expansion of Euromax on the existing Maasvlakte, Rotterdam will account for 45% of all capacity expansion in the region. As a result, Rotterdam will not only be able to handle the anticipated growth, but also stimulate an increase in the market share.
The study worked out three scenarios: low, base and high case. They extend no further than 2017. In that year, the researchers expect all new capacity in Rotterdam to be operational and the capacity utilisation of the terminals therefore to be at its lowest. At the same time, it is reasonably easy to predict the capacity that will be added to the market in the Hamburg-Le Havre range up to 2017. The amount of extra capacity that becomes available after 2017 depends largely on the investment decisions that will only be made in the coming years based on economic developments.
Container terminals break even with a capacity utilisation of between 55 and 65%. In the base case scenario, the capacity utilisation of the terminals in Rotterdam in 2017 will be an average 78% (17 million TEU), in the low case scenario 68% (15 million TEU) and in the high case 89% (19 million TEU). In the last case, extra capacity will have to be created quickly to prevent congestion. The capacity utilisation of 68% for the port of Rotterdam as a whole in 2017 in the low case is higher than the break-even point. Some stevedores or their individual terminals will be above this 68%, others below it. Also, if a terminal is at or just below the break-even point, this will only be for a short period, insofar as can be foreseen. Added to this, the researchers expect capacity utilisation rates in Rotterdam to be higher than average for the Hamburg-Le Havre range, whatever the case.
Conclusion for the Port Authority
As things look at present, the scenarios will vary in 2017 between ‘quickly create additional capacity’, ‘business as usual’ and ‘after a number of good years, one or two terminals have a harder time for one or two years’. That last possibility, if it materialises, is not abnormal in a market economy. The study therefore supports the Port of Rotterdam Authority in the choices it made in 2005-2006 to allocate two terminals on Maasvlakte 2: one to APM Terminals and one via an open assessment procedure to RWG. If no additional capacity is created, there is a danger of congestion occurring in the handling of container ships as early as 2014 in the base scenario.
Other developments
Whilst this study was being completed, a potentially far-reaching series of consolidations was taking place in the shipping sector. MSC and CMA-CGM announced their intention to cooperate closely from March 2012. In addition to this, the six shipping companies of the Grand Alliance and the New World Alliance indicated their intention to work together from April 2012. And Evergreen announced that it would be collaborating with CKYH (‘Green Alliance’). Such consolidation processes can have serious consequences in terms of shifting cargo between ports and between terminals within ports. It looks as if ports with enough, state-of-the-art terminal capacity such as Rotterdam are more likely to gain market share than lose it in such a process. Naturally, this can vary from terminal to terminal.
According to McKinsey, there is no reason to take any action at present. However, the Port of Rotterdam Authority, as is the custom, will keep its finger firmly on the pulse of the container sector so that it can see where, in cooperation with terminal operators and shipping companies, it can strengthen the position of the Rotterdam port complex.
en.portnews.ru
Analyst predicts Rotterdam port's box traffic growth over next six years
The Port Authority asked McKinsey to make an analysis of the demand for and availability of container throughput capacity in Rotterdam in the coming years. The purpose of the study was to get an independent opinion on the situation as it will develop from 2014 onwards when the new terminals on Maasvlakte 2 become operational. Two things prompted the Port Authority to commission this study: on the one hand, the economic unrest in the course of 2011 and the lack of clarity regarding its consequences for the container sector, and, on the other hand, the fact that ECT, the largest container terminal operator in Rotterdam, regularly expresses its concerns about the situation that will arise after 2014, the Port of Rotterdam Authority press release said.
Summary of the study
The researchers expect throughput in Rotterdam to increase faster than in other ports of the Hamburg-Le Havre range, due to a combination of the consolidation of shipping lines, increases in scale in shipping, and the presence of modern, easily accessible terminals on deep navigable water. Considering the expansion of capacity in the region, substantial competition can be expected, particularly in the transhipment sector.
With the construction of the initial phases of the RWG and APMT terminals on Maasvlakte 2 and the planned expansion of Euromax on the existing Maasvlakte, Rotterdam will account for 45% of all capacity expansion in the region. As a result, Rotterdam will not only be able to handle the anticipated growth, but also stimulate an increase in the market share.
The study worked out three scenarios: low, base and high case. They extend no further than 2017. In that year, the researchers expect all new capacity in Rotterdam to be operational and the capacity utilisation of the terminals therefore to be at its lowest. At the same time, it is reasonably easy to predict the capacity that will be added to the market in the Hamburg-Le Havre range up to 2017. The amount of extra capacity that becomes available after 2017 depends largely on the investment decisions that will only be made in the coming years based on economic developments.
Container terminals break even with a capacity utilisation of between 55 and 65%. In the base case scenario, the capacity utilisation of the terminals in Rotterdam in 2017 will be an average 78% (17 million TEU), in the low case scenario 68% (15 million TEU) and in the high case 89% (19 million TEU). In the last case, extra capacity will have to be created quickly to prevent congestion. The capacity utilisation of 68% for the port of Rotterdam as a whole in 2017 in the low case is higher than the break-even point. Some stevedores or their individual terminals will be above this 68%, others below it. Also, if a terminal is at or just below the break-even point, this will only be for a short period, insofar as can be foreseen. Added to this, the researchers expect capacity utilisation rates in Rotterdam to be higher than average for the Hamburg-Le Havre range, whatever the case.
Conclusion for the Port Authority
As things look at present, the scenarios will vary in 2017 between ‘quickly create additional capacity’, ‘business as usual’ and ‘after a number of good years, one or two terminals have a harder time for one or two years’. That last possibility, if it materialises, is not abnormal in a market economy. The study therefore supports the Port of Rotterdam Authority in the choices it made in 2005-2006 to allocate two terminals on Maasvlakte 2: one to APM Terminals and one via an open assessment procedure to RWG. If no additional capacity is created, there is a danger of congestion occurring in the handling of container ships as early as 2014 in the base scenario.
Other developments
Whilst this study was being completed, a potentially far-reaching series of consolidations was taking place in the shipping sector. MSC and CMA-CGM announced their intention to cooperate closely from March 2012. In addition to this, the six shipping companies of the Grand Alliance and the New World Alliance indicated their intention to work together from April 2012. And Evergreen announced that it would be collaborating with CKYH (‘Green Alliance’). Such consolidation processes can have serious consequences in terms of shifting cargo between ports and between terminals within ports. It looks as if ports with enough, state-of-the-art terminal capacity such as Rotterdam are more likely to gain market share than lose it in such a process. Naturally, this can vary from terminal to terminal.
According to McKinsey, there is no reason to take any action at present. However, the Port of Rotterdam Authority, as is the custom, will keep its finger firmly on the pulse of the container sector so that it can see where, in cooperation with terminal operators and shipping companies, it can strengthen the position of the Rotterdam port complex.
en.portnews.ru
Jan 25, 11:07
Container terminal ECT takes legal action against Rotterdam port
Rotterdam port...
seagull Jan 25, 11:07
Container terminal ECT takes legal action against Rotterdam port
Rotterdam port is embroiled in a legal battle with container company ECT, which wants €900m in damages, the Financieele Dagblad reports on Tuesday, DutchNews.nl reports.
The paper says ECT accuses the port authority of failing to meet agreements, breaking promises and favouring its competitors.
The port authority is owned by Rotterdam city council and the state. ECT is owned by China’s Hutchison Port Holdings and has a 60% share of the Rotterdam container market.
The conflict focuses on two new container terminals due to be completed on an extension to the port in 2014. ECT says the port authority should only accept the new terminals if they do not damage existing operators. However its research shows ECT's position will be damaged because of overcapacity.
The port authority cites other research which shows one terminal will make a loss limited to two years. That research is due to be published today, the FD says.
en.portnews.ru
Container terminal ECT takes legal action against Rotterdam port
Rotterdam port is embroiled in a legal battle with container company ECT, which wants €900m in damages, the Financieele Dagblad reports on Tuesday, DutchNews.nl reports.
The paper says ECT accuses the port authority of failing to meet agreements, breaking promises and favouring its competitors.
The port authority is owned by Rotterdam city council and the state. ECT is owned by China’s Hutchison Port Holdings and has a 60% share of the Rotterdam container market.
The conflict focuses on two new container terminals due to be completed on an extension to the port in 2014. ECT says the port authority should only accept the new terminals if they do not damage existing operators. However its research shows ECT's position will be damaged because of overcapacity.
The port authority cites other research which shows one terminal will make a loss limited to two years. That research is due to be published today, the FD says.
en.portnews.ru
Jan 18, 9:40
Rotterdam port bunker volume up to 12.2 million tonnes in 2011
More bunkering h...
seagull Jan 18, 9:40
Rotterdam port bunker volume up to 12.2 million tonnes in 2011
More bunkering has taken place in the Port of Rotterdam in 2011. The bunker volume increased from 11.9 to 12.2 million tonnes. The increase was entirely attributable to bunkered fuel oil. This increased from 11.3 to 11.6 million tonnes. The volume of marine gas oil remained the same, around 500,000 tonnes.
Half of the almost 12,000 bunkers of fuel oil sold are attributed to container ships, but they comprise some three-quarters of the total quantity of bunkered fuel oil. The growth in the number of bunkers remained the same, but the volume increased. This is because container shipping sails more efficiently today (slow steaming); larger and more fully-loaded ships which sail more slowly; instead of 25 knots, 18 knots. Ten per cent less service speed saves 20 per cent fuel and 20 per cent saves 35 per cent. For a usage of 250 to 300 tonnes per 24 hours at US$ 670 (9 January 2012) this makes a big difference.
en.portnews.ru
Rotterdam port bunker volume up to 12.2 million tonnes in 2011
More bunkering has taken place in the Port of Rotterdam in 2011. The bunker volume increased from 11.9 to 12.2 million tonnes. The increase was entirely attributable to bunkered fuel oil. This increased from 11.3 to 11.6 million tonnes. The volume of marine gas oil remained the same, around 500,000 tonnes.
Half of the almost 12,000 bunkers of fuel oil sold are attributed to container ships, but they comprise some three-quarters of the total quantity of bunkered fuel oil. The growth in the number of bunkers remained the same, but the volume increased. This is because container shipping sails more efficiently today (slow steaming); larger and more fully-loaded ships which sail more slowly; instead of 25 knots, 18 knots. Ten per cent less service speed saves 20 per cent fuel and 20 per cent saves 35 per cent. For a usage of 250 to 300 tonnes per 24 hours at US$ 670 (9 January 2012) this makes a big difference.
en.portnews.ru
Dec 31, 15:54
Rotterdam port cargo volumes up 0.8 pct in 2011
Rotterdam port, Europe's bigges...
seagull Dec 31, 15:54
Rotterdam port cargo volumes up 0.8 pct in 2011
Rotterdam port, Europe's biggest, said on Thursday its cargo volumes rose 0.8 percent in 2011, setting a new record, and predicted growth would resume in 2013 as the euro zone debt crisis is expected to continue to affect trade next year.
Cargo volumes passing through Rotterdam port - a major transit point for commodities and manufactured goods - rose to 433 million tonnes in 2011, from 430 million tonnes in 2010.
"We expect to maintain the current level next year," the port's chief executive, Hans Smits, said in a statement.
"In the second half of the year, I expect that we will have put the European confidence crisis behind us...We also expect reasonable growth as from 2013," he said.
Throughput of iron ore and scrap fell 6 percent, crude oil fell 8 percent while agricultural bulk rose 18 percent.
en.portnews.ru
Rotterdam port cargo volumes up 0.8 pct in 2011
Rotterdam port, Europe's biggest, said on Thursday its cargo volumes rose 0.8 percent in 2011, setting a new record, and predicted growth would resume in 2013 as the euro zone debt crisis is expected to continue to affect trade next year.
Cargo volumes passing through Rotterdam port - a major transit point for commodities and manufactured goods - rose to 433 million tonnes in 2011, from 430 million tonnes in 2010.
"We expect to maintain the current level next year," the port's chief executive, Hans Smits, said in a statement.
"In the second half of the year, I expect that we will have put the European confidence crisis behind us...We also expect reasonable growth as from 2013," he said.
Throughput of iron ore and scrap fell 6 percent, crude oil fell 8 percent while agricultural bulk rose 18 percent.
en.portnews.ru
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