Tuesday, 30 April 2013

Shipping industry hit hard by dock strike

While the dockers strike is costing Hongkong International Terminals a reported HK$5 million a day, the actual cost of the dispute is costing the maritime and logistics industry much more as ships and cargo are diverted to other ports.
Alan Lee Yiu-kwong, chairman of the Hong Kong Container Terminal Operators Association, said it was too early to estimate how much the month-long dispute was costing and how much cargo Hong Kong had lost. The association represents the terminal companies including HIT, Modern Terminals and Cosco-HIT that operate port facilities at Kwai Tsing.
But estimates from the Port Development Council show container volumes through the nine Kwai Tsing container ports fell 5.9 per cent in March to 1.42 million teu (20-foot equivalent units) compared with a year earlier. Lee expected this to fall further this month as the dockers' strike took hold. The April cargo throughput figures will be released by the middle of next month.
Lee said: "We are urging all interested parties to sit down and resolve the issue to minimise the impact on the industry, make Hong Kong more competitive and not hit the 200,000 people who depend on the port for their livelihood."
Shipping lines and logistics firms have also been hit with extra costs as ships burn extra fuel while waiting to berth and vessels and cargo are diverted to other ports. Roberto Giannetta, from the Hong Kong Liner Shipping Association, said the strike's adverse impact on shipping lines was "particularly an issue in the days and weeks immediately after the strike started" when arrangements for each Hong Kong shipment had to be sorted out individually. "This was frustrating, took time and effort, and was ultimately [financially] costly."
Giannetta said now various arrangements had been put in place for most of the cargo that needed to be moved via Hong Kong. He said some freight was being delayed while ships waited to dock at the terminals, other cargo was being discharged at other Hong Kong facilities or at alternative ports and being barged or trucked to Hong Kong.
It is the longer term damage to Hong Kong's reputation as a fast and efficient transshipment port that has some senior industry executives concerned. Lee said once container shipping lines "feel that [Hong Kong's] costs are too high and it's not as efficient as other transshipment ports then they will change".
If carriers feel "Hong Kong is not as efficient, then for them to change is easy", he said, adding that Shenzhen, Shanghai, Kaohsiung and Busan were snapping at Hong Kong's heels for transshipment volumes. The last three cities already handle more transshipment cargo than Hong Kong at a time when intra-Asia emerged as the world's biggest trade hub, according to figures compiled by Hong Kong port planning consultant ICF GHK.
Source: South China Morning Post

Striking dockers agree to meet key contractor alone

Striking dock workers say they have decided to meet the contractor at the centre of their month-long pay dispute, without the other contractors involved.
The Union of Hong Kong Dockers had insisted it would not resume talks if they were only with contractor Everbest Port Services, which employs 300 of the 450 workers who walked off the job on March 28.
But union spokesman Stanley Ho Wai-hong yesterday said they were willing to go back to the negotiating table with Everbest in an attempt to break the deadlock. "We are not giving in … we are trying to resolve the dispute," Ho said.
Another contractor caught up in the dispute, Global Stevedoring Services, said it would close down after tomorrow. It employs about 130 of the striking dockers.
The union also hopes to talk to the port operator, Hongkong International Terminals (HIT), about the pay package and working conditions to be offered by the contractors who take over Global's work.
A representative of HIT was present at the last three meetings, but only as an observer.
The union is seeking a pay rise of about 20 per cent. Ho said yesterday there was room for negotiation but any offer must be a "double-digit figure".
Separately yesterday, about 10 supporters of the striking workers urged tourists not to check in to a North Point hotel owned by Li Ka-shing, whose Hutchison Whampoa is the parent company of port operator HIT.
One of those outside the hotel was a tourist himself. Sanjay Garla, 36 of the United States, came to Hong Kong two weeks ago as a tourist and learned about the dispute while watching the local television news.
He decided to show his support for the striking dockers by handing out fliers to tourists outside the Harbour Grand hotel in Wan Chai, urging them not to stay there. "By checking in, you are saying that this richest guy in Asia [Li] has the right to exploit the workers," Garla said.
Hutchison Whampoa, whose subsidiary owns the hotel, said in a statement that the protesters were "troublemakers" for harassing its customers.

DP World’s Volumes Decline

DP Worlds traffic declined 7 percent in the first quarter from a year ago, reflecting the sale of stakes in container terminals and lower volumes in all key markets except the Americas and Australia.
The Dubai-based company handled 12.8 million 20-foot-equivalent units at more than 65 terminals worldwide, down from 13.8 million TEUs in the first three months of 2012. After adjusting for divestitures and monetization of the portfolio, traffic declined 3.5 percent.
The consolidated terminals, in which DP World has majority control, saw traffic fall 6.4 percent to 6.2 million TEUs. On a like-for-like basis, volume was down 5.1 percent.
“Despite a continuation of subdued markets at the start of 2013 and notwithstanding the challenging macroeconomic conditions, we still expect like for like container throughput in line with 2012 with our portfolio focused on the faster growing emerging markets and more stable origin and destination cargo,” DP World Chairman Sultan Bin Sulayem said.
In 2012, the state-controlled company sold terminals in Tilbury, United Kingdom; Adelaide, Australia; Aden, Yemen; and Vostochny, Russia. The sale of a 75 percent stake in CSX World Terminals in Hong Kong is expected to close in May 2013, and no adjustments have been made.
DP World, the world’s third largest container terminal operator, has divested 2.9 million TEUs of capacity in 2012 and the first quarter of 2013.
Volume declined in the Asia-Pacific region, the Indian subcontinent, Europe, the Middle East and Africa, but this was partially offset by improved performance in the Americas and Australia.

So why build a brand new port in the UK if there is not any new trade to attract ???? or do they want to do it on the cheap with non union labour. There is NEED and there is GREED and our government seem to be promoting this.

World dockers back London Gateway solution


Port of Felixstowe, the Port of Britain, is set to double its rail capacity with the arrival of three state-of-the-art rail mounted gantry cranes ("RMG"). The cranes form part of a new Rail Terminal at the port which will further increase the already unrivalled range of rail services provided by the port. These first three RMGs, manufactured by Liebherr in Ireland, will span the new nine track rail terminal at the port, making them the biggest intermodal rail terminal cranes in the UK. 

Clemence Cheng, Chief Executive Officer of Hutchison Ports (UK) Ltd, which owns the Port of Felixstowe, commented: 

“The arrival of our new cranes is an important milestone in Felixstowe’s plans to deliver the most cost and environmentally efficient logistics infrastructure in the UK, with the opening of our new rail terminal in the summer of this year. Port of Felixstowe is already operating 58 daily arrivals and departures to the industrial heartlands in the Midlands and the North, as well as to the population centres of the South East, London and Bristol, handling in excess of 800,000 TEU per annum. We have listened to our customers and the government on the importance of rail freight in the reduction of logistics cost, as well as reducing carbon footprint, and continue to invest in our rail capability. When the new rail terminal is opened this year, together with our existing two rail terminals, we will have a total 20 rail tracks, more than London King's Cross Station. It will double our rail handling capability. 

“With this in mind, it is essential that we have the most up-to-date and technologically advanced equipment at our service. These cranes are not only the largest in the UK, together with the only intermodal locomotive traverser in the country, they will be serving the largest container rail terminal in Britain, to provide our customers with a level of service and efficiency that is second to none.” 

The terminal, co-financed by the European Union Trans-European Transport Network (TEN-T) programme, will dramatically increase the port’s rail capacity at a time when logistics operators are increasingly seeking low-carbon transport options, future-proofing Felixstowe’s rail offering for the foreseeable future. The port already has the UK’s busiest intermodal rail hub by far and the new terminal will double its rail handling capacity. 

Civil engineering work is near completion, with 10km of track laid and the UK’s only intermodal rail traverser successfully installed in February 2013. Designed to handle trains up to 35 wagons long, the new North Rail Terminal reinforces the port’s commitment to sustainable distribution. 

Monday, 29 April 2013

Last cranes arrive – but London Gateway stays tight-lipped over first line

This week saw two more of the largest container cranes in the world delivered to London Gateway, the final two in a fleet of five that will be serving the port’s first ships when it opens in the final quarter of this year.
Although the deadline is fast approaching, chief executive Simon Moore remains confident that all the facility’s handling systems will be fully operational when it opens for business.
However, as is always the case when the opening of new port becomes increasingly imminent, the elephant in the room is which container shipping lines intend to operate services there.
News about a launch liner customer has been largely absent, although Mr Moore insists that one has been secured. Other London Gateway executives were equally adamant that the company will soon be in a position to reveal its first line, and although a rumour circulated at this week’s Multimodal show in Birmingham that an announcement would be made on Wednesday evening, nothing materialised.
One theory is that while the port may have secured its first customer, it has been unable to go public due to the reluctance of the line itself – with the launch of operations still half a year away, the carrier is concerned about a possible decline in service levels at its existing port in the interim period.
An additional threat to the project is that its opening is likely to coincide with the inauguration of other large port developments in the region, particularly Rotterdam’s Maasvlakte II development, but Mr Moore denied that regional overcapacity would pose a threat to London Gateway’s market position.
“Even with Gateway, the UK still has a shortage of deepwater post-Panamax capacity, and if as a country we do not have sufficient capacity we will become a spoke of someone else’s hub. That said, all the conversations that we have had with shipping companies is that the UK market is of sufficient size to warrant direct calls for most services, as long as we have world-class infrastructure,” he said.
In a wide-ranging interview with The Loadstar, Mr Moore reiterated the opportunities the London Gateway team believes it has identified for UK supply chains – both for shipper and container shipping lines.
“We are offering shipping lines world-class efficiency levels, but also giving them the best chance to fill their vessels with cargo – in today’s market around 1m teu goes directly to London and the south-east, and there is a disconnect between our markets and where the ports are located. Cargo owners in that region could save £190 per container on landside and road costs by going through London Gateway rather than other ports.
“As you move further afield that value saving begins to dilute. Importers and exporters based around Birmingham will save £60 per box.”
Despite some scepticism in the market over these figures, Mr Moore said they had been independently calculated by UK maritime and supply chain consultancy Drewry, and he emphasised that they represented the cost of moving containers inland, rather than shippers reorganising their UK distribution networks around cargo flows through London Gateway.
“No one has to change the location of their distribution centre – these savings are achieved simply by nominating London Gateway on their Bill of Lading.
“The next stage is how shippers can utilise the logistics park we are developing behind the port, and that would require re-engineering supply chains, but it is very much a second phase of development,” he said.
The company has been in negotiations with prospective tenants for the logistics park, although again Mr Moore refused to be drawn on possible names.
The Loadstar understands that at least one major forwarder has held intensive negotiations with London Gateway over developing a facility, but progress has been frustratingly “stop-start”. There is also a suspicion among some companies in the UK market that rather than publicly sign up those that have already expressed a serious interest in developing facilities on the site, port management, perhaps under guidance from Dubai, prefers to wait until it has convinced a big-name, blue-chip retailer or global 3PL to be its launch logistics park customer. But, questioned one source: “Is the market really so strong that you can afford to wait for one big name customer?”
Meanwhile London Gateway is constructing a 380,000sq ft common-user warehouse which is scheduled to be operational this time next year and in which small plots are to be leased on both a short- and long-term basis to smaller shippers and forwarders interested in developing a portcentric approach to their supply chains.
“That facility is presently over-subscribed, but it will allow customers to “taste” London Gateway and hopefully use it as a stepping stone to developing dedicated facilities,” he said.
That approach is also likely to dovetail with the exponential growth of e-commerce volumes, he argued. “Over the last five years the UK market has changed due to the demands of e-commerce, and the supply chain trend is coinciding with our development.”
Now that the last of the major container handling equipment has arrived, the company’s focus is also changing to the recruitment and training of staff, which includes the thorny issue of union representation.
Mr Moore said that despite recent claims from Unite, the UK’s largest dockworker union, that the company’s management team had refused to recognise it, there was no formal opposition to having a unionised workforce.
“We have had a very open dialogue with our workforce. Our position is that they are absolutely entitled to form a union and in no way would we oppose it.
“But that decision should be made by them, and not forced on them in advance, before the port is actually working,” he said.

EXCLUSIVE: After Triple Es – no more new ships for Maersk

Two months ahead of the arrival of the first 18,000 teu ‘Triple E’ ultra-large container ship, Søren Skou, chief executive officer of Maersk Line, has confirmed that the shipping line will not be placing further ship orders for the foreseeable future. Equally, he does not see the need for ships larger than 18,000 teu.
With no new orders having been placed by Maersk since Q1 – 2011, the head of the world’s largest shipping company stated in an exclusive interview with CM that apart from the delivery of the ‘Triple E’ up to 2015, “I don’t see us placing any new orders anytime in the foreseeable future”.
His comments come after the recent announcement by Gianluigi Aponte, president of Mediterranean Shipping Company, that it had also halted further ship orders, again for the foreseeable future.
The move by both companies has been prompted by last year’s first-half 4% to 6% volume growth plunging to zero generally and to a negative figure on the Asia-Europe trade in the second-half.  Skou predicted that growth this year would only be around 1%.
“Our industry should expect growth much closer to that of global GDP; this has implications on how we add capacity and frankly, the container market is not in need of greater capacity at present,” he told CM.
Although the company announced last year that it would not take up the option on a further ten ‘Triple E’ vessels, Skou again categorically denied reports that Maersk had approached South Korea’s Daewoo Shipbuilding & Marine Engineering shipyard to cancel any part of its initial 20 vessel US$3.8bn order.
“We have not tried to delay the ships or have them [Daewoo] build something else,” he said emphatically.  “The ships will be delivered as originally planned.”
He also does not see the need for bigger ships up to 22,000 teu for a long time, suggesting that some of the important trends that helped accelerate past ship growth have run their course.  He cited offshore manufacturing as one, some of which is now shifting back towards the markets; also growth from containerisation, other than perhaps the reefer trade and some commodities, is another area he believes is “more-or-less over”.
“The only way to add another 25% capacity is in length, as the 18,000 teu ships are very wide,” he said.  “Also trading flexibility and frequency must be considered; you would need a huge market share to fill them.  I just don’t think we can accommodate larger vessels in the foreseeable future, maybe never,” he forecast.
All the ‘Triple E’ vessels will be deployed on Maersk’s Asia-Europe AE10 service alongside the current ‘E’ Class vessels and then enter service on other strings to the Middle East and Mediterranean.  The new tonnage will also join the ‘Daily Maersk’ service, which has recently been extended to include the Indonesian port of Jakarta and Thailand port of Laem Chabang.
Skou stated that he cannot see a time when the current ‘E’-Class and the ‘Triple E’-Class vessels would be deployed on any other route than Asia–Europe, for which they were designed, adding, “The ‘Triple Es’ will be deployed in line with market growth and in such a way not to add more capacity.”

Sunday, 28 April 2013

Felixstowe: Drink-driving trucker jailed for being more than four times the limit

A LORRY driver has been jailed after attempting to drive his HGV on to Felixstowe docks while more than four times the legal alcohol limit.
Gavin Brear had driven to the port from Dunstable, a journey of around 100 miles.
The 45-year-old had been scheduled to load his lorry at the docks - which would weigh 44 tonnes when fully laden - before driving to Milton Keynes.
However, at the time he was caught his 04-registered Volvo cab was pulling an empty 40 feet-long container which would have weighed around 15 tonnes.
Brear was caught when attempting to put a key code into a booking machine as he tried to enter the port through one of its gates.
Although he had driven from Bedfordshire, it is not clear whether he had consumed the alcohol in his system before he began his journey or during it.
Suffolk Constabulary officers were called to Dock Road at 4.55pm on February 27 after being contacted by port police.
Brear, of Liversedge, West Yorkshire, was seen at the check-in gate by a port worker who said the lorry driver was swaying while trying to book into the port.
When the worker approached Brear he noticed a strong smell of alcohol on his breath and called police.
Brear was arrested and taken to Martlesham police investigation centre.
He initially denied to police that he had consumed alcohol and said the last time he had done so was three days earlier.
A breath test showed Brear had 152 microgrammes of alcohol in 100 millilitres of breath. The legal limit is 35mcg.
Brear failed to turn up for his original sentencing date before Ipswich magistrates on Monday.
An arrest warrant was issued and he was subsequently detained in Yorkshire by police and taken into custody.
Magistrates sentenced Brear to 18 weeks’ imprisonment.
He was also disqualified from driving for three years.

Saturday, 27 April 2013

Update: Hong Kong strikes

  • ITF release statement on latest developments

The International Transport Workers' Federation (ITF) issued an update on the current situation in the Port of Hong Kong, where subcontracted workers have been on strike for nearly a month.
Despite the continuation of the strike, there have been several developments in this dispute, according to the ITF. Global Stevedoring, a contractor of Hong Kong International Terminals (HIT), has announced it is closing its operations, blaming the Union of Hong Kong Dockers (UHKD) strike action, which the ITF claims is a blatant attempt to turn public opinion against the union.
In addition, a work-to-rule being carried out by members of the HIT union has been halted after an agreement was made with HIT management to give overtime compensation of 1.4 times the hourly rate, a victory for the union.
In a statement, the ITF said that it welcomes the agreement between HIT and the HIT union and now calls for the same standards with regards good faith and transparent negotiation to be applied to the subcontracted workers, who remain out on strike.
Members of the Union of Hong Kong Dockers have been picketing at Kwai Chung terminal in a bid to make Hong Kong International Terminals (HIT) management return to negotiations. There is also a union presence outside the offices of Hutchison Whampoa, the parent company of terminal operatorHutchison Port Holdings (HPH), of which HIT is a subsidiary.

Turbo Top Limited, a subsidiary of Hutchinson Whampoa Limited, has applied to the Hong Kong High Court for an injunction against the Hong Kong Confederation of Trade Unions (HKCTU) to prevent obstruction of Cheung Kong centre and its surrounding areas.
Striking dock workers began camping outside the centre, which is home to the headquarters of Asia’s richest man, Li Ka-shing, last week.
In a statement released today, Hutchinson Whampoa, the parent company of Hutchsion Port Holdings and its subsidiary, HIT, said that the storming of the offices of Cheung Kong Holdings, was an intolerable nuisance and disruption.
Following this, Stanley Ho Wai-hong, secretary general of the Union of Hong Kong Dockers, said that the strikers actions may escalate further – which prompted Hutchison Whampoa to seek the injunction.
The judge is set to hear the case next Friday. In the meantime, its been agreed that demonstrators be restrained from unlawful entry into the Cheung Kong Centre.
Subcontracted workers have now been on strike at at Kwai Tsing Port for 28 days because of slow discussions over a pay rise, improved hygiene facilities and the need for longer breaks.
Members of the Union of Hong Kong Dockers have been picketing at Kwai Chung terminal in a bid to make Hong Kong International Terminals (HIT) management return to negotiations.
Despite the continuation of the strike, there have been several developments in the dispute. Global Stevedoring, a contractor of HIT, has announced it's closing its operations, blaming the strike action.
An agreement has been also been reached with the HIT union and HIT management to award workers overtime compensation of 1.4 times the hourly rate. The ITF welcomes this but wants the agreement to be applied to the subcontracted workers, who still remain out on strike.

Shipspotters Sunday Special 25: Charlotte Maersk

From our Shipping TV sister site: filmed on Friday, 19th April 2013: Charlotte Maersk entering Felixstowe with 2 tugs.

Friday, 26 April 2013

Thursday, 25 April 2013

Hutchison Whampoa enters strike fray

Tensions over the dockers' strike rose further yesterday as one of Li Ka-shing's top lieutenants publicly slammed unionist lawmaker Lee Cheuk-yan.

Canning Fok Kin-ning claimed Lee was not genuinely interested in helping the workers and harboured ulterior motives, reported the South China Morning Post.

"Lee Cheuk-yan resorts to every means – he doesn't want an outcome at all, hoping that as the strike drags on, he can negotiate with Li so as to boost his own publicity," Fok, Hutchison Whampoa's group managing director, said to reporters on a trip to Beijing. "This [strike] has been using the style of the Cultural Revolution [where people are vilified on banners and posters]," he added.

Fok said he did not believe the dockers' working conditions were that bad and they were "willing to work long hours".

His remarks were the first public ones on the strike from Hutchison Whampoa, the parent company of port operator Hongkong International Terminals, whose contractors employ the 450 striking dockers.

Lee hit back, deriding Fok as the "King of all workers", a swipe at the executive's high pay package, and said Fok could not understand the plight of grass-roots workers.

As for Fok's reference to Cultural Revolution tactics, Lee said: "We just want to express how discontented we feel ... [the head shots] are just comical creativity used all the time in modern society to express the emotions of people," Lee said.

As the strike entered its 24th day yesterday, HIT placed full-page ads in most newspapers in the city, other than Apply Daily, attacking the union's demands as "unachievable". The ad alleged Lee's role in the industrial action was purely to advance personal interests.

In the Chinese-language version of the statement, HIT wrote: "Is someone unwilling to make a deal? Is there someone who wants to achieve his own purpose and is ignoring the interests of the workers?"

But those sentences did not appear in the English-language version of the statement, headed "Breakthrough sought after three weeks of labour dispute".

The ads said "the average monthly salary for dockers has already reached HK$20,000" and the 20 per cent pay rise they have been demanding would "create an impact across other industries and cause irreparable damage to Hong Kong".

Union of Hong Kong Dockers strike organiser Stanley Ho Wai-hong said: "The figures provided by HIT are misleading, as dockers would have to work many 24-hour shifts to earn HK$20,000 a month. But that is still way less than the amount earned by dockers hired directly."

The union, backed by Lee's Confederation of Trade Unions is demanding pay rises of 17 to 24 per cent and better conditions.
Based on advertisement rates for the papers listed online, HIT may have spent HK$1 million or more on yesterday's ads.

Meanwhile, a docker is seeking damages against the port operator and its subcontractor Global Stevedoring Service in District Court, saying he injured his right arm in an electric shock two years ago while working in the control room of a crane at Container Terminal Four

HK dockers briefly block road as strike grinds on

Hong Kong dockworkers briefly blocked a road and refused on Thursday to stop camping out at a tower owned by the city's richest man, as their bitter strike looked set to drag into a second month.
About 300 striking workers protested by walking slowly on the road in front of the Asian financial hub's container ports. The protest lasted several hours and left trucks backed up for several kilometers.
The workers have been on strike since the end of March. They are demanding higher pay and better working conditions from the middleman companies supplying labor to port operator Hongkong International Terminals, controlled by billionaire Li Ka-shing.
The workers also ignored a demand to leave their camp in front of Li's skyscraper headquarters by noon, under threat of legal action. They've been sleeping in tents outside the Cheung Kong Center in the city's financial district for about a week as they press their demands.
The dockworkers have put up signs depicting Li as a devil and accusing his company of exploiting workers. Li, whose conglomerate Hutchison Whampoa controls Hongkong International Terminals, is worth $31 billion, according to Forbes, making him Asia's richest person.
Hong Kong's port is one of the world's busiest and the strike has slowed shipments of toys, clothes and shoes moving from factories in mainland China to overseas markets. Japanese shipping company Mitsui O.S.K. Lines said Thursday a Jakarta-bound vessel was delayed due to the strike.
Legislator and union leader Lee Cheuk-yan said the strikers decided to block the road in response to "lies put forward" by Hongkong International Terminals about their working conditions.
"Our purpose is not to affect the truck drivers. We are just there to protest," Lee said. "But of course there may be collateral damage."
Lee said the protesters wanted to dispute newspaper ads taken out this week by the port operator that said the workers have enough time to rest, eat lunch and go to the bathroom. Operators of the giant gantry cranes moving containers on and off ships have complained that they have to eat and relieve themselves inside their crew cabins.
The workers want a 20 percent pay hike to make up for pay cuts in previous years. The subcontractors are offering raises of just 5 to 7 percent.
Hutchison operates 12 berths at four of Hong Kong's nine container terminals and two others with a partner.
Source: Associated Press

Felixstowe: Millions of illicit cigarettes are seized at Port of Felixstowe

MILLIONS of illicit cigarettes have been seized by border force officers at the Port of Felixstowe.

Officials have said the only attempt made by smugglers to conceal their cargo of nine million cigarettes, which had arrived at the port in a container from Malaysia, was to say they were carrying plastic containers.
The haul, which was discovered after a search by officers on Wednesday, would have cost the Treasury an estimated £2million in unpaid excise duty.
Charlotte Mann, assistant director from the border force at Felixstowe, said: “You would struggle to find a more brazen smuggling attempt.
“The container was full of cigarettes, which were stacked floor to ceiling throughout.
“Seizures like this demonstrate how Border Force officers are at the forefront of the fight against a criminal industry that is worth big money to those involved.”
The seizure comes just a month after an empty pack survey revealed nearly a third of all the cigarettes smoked in Ipswich were illegal.
Border force officers use a variety of pieces of hi-tech search equipment to tackle immigration crime and detect banned and restricted goods.

Alphaliner - TOP 30 Operated fleets as per 18 April 2013

Based on existing fleet and orderbook
TEU capacity available on board operated ships.
All figures are consolidated
The graph and figures shown in this section can be reproduced freely, provided that the source is mentioned (Alphaliner)
How the Top 100 is computed ?                                   Download market share study

Today, there are 5,921 ships active on liner trades, for 17,073,635 TEU and 218,667,850 TDW
Including 4,945 fully cellular ships for 16,608,824 TEU

The total existing cellular fleet (all sizes / all positions) stands at 4,950 ships for 16,611,175 TEU

Idle ships - See ad hoc reports
> The percentage shown on the left of each bar represents the operator's share of the world liner fleet in TEU terms.
> The light coloured bar on the right represents the current orderbook (firm orders).

   Existing fleet           
2Mediterranean Shg Co2,294,47513.4%
3CMA CGM Group1,413,649  8.3%
4COSCO Container L.734,987  4.3%
5Evergreen Line724,849  4.2%
6Hapag-Lloyd685,517  4.0%
7Hanjin Shipping620,290  3.6%
8APL597,809  3.5%
9CSCL596,581  3.5%
10MOL531,120  3.1%
11OOCL492,799  2.9%
12NYK Line412,431  2.4%
13Hamburg Süd Group410,297  2.4%
14Yang Ming Marine Transport Corp.364,036  2.1%
15K Line358,424  2.1%
16Hyundai M.M.343,715  2.0%
17Zim335,728  2.0%
18PIL (Pacific Int. Line)308,867  1.8%
19CSAV Group259,102  1.5%
20UASC258,395  1.5%
21Wan Hai Lines160,132  0.9%
22HDS Lines86,320  0.5%
23X-Press Feeders Group72,626  0.4%
24NileDutch68,961  0.4%
25TS Lines67,711  0.4%
26SITC65,787  0.4%
27KMTC58,088  0.3%
28CCNI48,336  0.3%
29RCL (Regional Container L.)45,485  0.3%
30STX Pan Ocean (Container)44,303  0.3%