Friday, 30 September 2016

Lessors count the mounting costs from missing Hanjin containers / Cosco: Q&A Regarding “Hanjin Shipping” Bankruptcy

Container lessors will take a multi-million dollar hit from the collapse of Hanjin Shipping in unpaid hire fees and the termination of hire contracts for 750,000 teu of equipment.
The lessors have issued an industry alert through the Container Owners Association (COA), that includes the Hanjin container types, prefixes and number range.
The move is a desperate call for assistance to help recover their containers.
The statement said: “If you come across any equipment previously on lease to Hanjin Line, this document will help you identify the rightful owner, and facilitate its return to the rightful owner.”
It also warns Hanjin creditors against placing a lien on their containers.
“Please be aware any attempt to interfere with legal rights of the container owners is unlawful, and the relevant company may respond accordingly, to enforce its rights.”
The lessors say they face a massive challenge to recover their containers.
The world’s biggest lessor, Textainer, appears to also have the biggest exposure to Hanjin. It said in a statement that the number of containers leased to Hanjin represented 4.8% of its 2.2 million teu fleet.
It said: “Significant costs may be incurred in recovering, repairing and repositioning containers leased to Hanjin.
“The rates achieved for re-leased containers may be substantially below those paid by Hanjin,” the lessor cautioned.
The equipment is scattered around the world: stuck on ships, locked into terminals and storage depots, arrested by creditors and abandoned by shippers who are being refused restitution by depots and terminals.
Meanwhile, lessor CAI International said it had about 15,000 containers on lease to Hanjin, representing $40m of equipment exposure.
Like its peers, CAI will be able to claim a certain percentage of its loss from insurers, but there will be substantial deductibles and other limitations.
CAI said: “At this point, while we are unable to estimate the total impact of Hanjin’s bankruptcy filing on our financial results, we believe our exposure will be limited to $2.6m of accounts receivable related to income recognised prior to the third quarter of 2016, which is not insured and may not be recovered, and up to the $2m deductible on our insolvency insurance policy.”
Nothing in recent history can compare, but when United States Lines (USL) declared Chapter 11 protection from its creditors in 1986 there were frantic attempts by hundreds of unpaid service providers around the world to arrest USL boxes.
It took the container lessors many months to recover boxes USL had on lease, involving legal action worldwide. And a year after the carrier had collapsed, there was still an estimated 25% of equipment that had not been accounted for.
Hanjin had mid- and long-term lease agreements with most of the world’s major container leasing firms for some 750,000 teu at the time it entered into receivership on 31 August.
Ironically, in order to prop up its balance sheet Hanjin had made a number of sale and leaseback deals with container lessors on owned equipment.
According to sources, the South Korean line was “significantly behind” on hire payments, as it was with vessel charter hire payments, stevedoring charges, bunker supply costs and had many other creditors.
In theory, Hanjin’s container control system should be able to determine the status of the containers, but it is unlikely that the data has been updated sufficiently since the carrier entered receivership.

Cosco: Q&A Regarding “Hanjin Shipping” Bankruptcy

1: With regard to the event of “Hanjin Shipping”, does COSCO SHIPPING lines have solutions?
A: In order to protect our customer’s interest, following measures have been taken to help minimize the impact on the affected cargo:
  1. COSCO SHIPPING’s cargo will no longer be booked or loaded on vessel operated by Hanjin Shipping from the date that Hanjin Shipping filed an application for bankruptcy reorganization to the Court on Aug. 31, 2016.
  2. With respect to cargo already booked on vessels operated by Hanjin Shipping, we will arrange transfer to other service or lines operated by COSCO SHIPPING lines or other alliance members and make sure your cargo is safely delivered.  Meantime, the situation of your containers is being updated proactively though our company’s website ( and official WeChat account (cosconlines).
  3. With respect to cargo already on board of vessels operated by Hanjin Shipping, we have been closely monitoring the situation and in cooperation with concerned parties such as Hanjin Shipping, terminal operator and others to ensure your cargo is always protected with quick and safe delivery.

Q2 Where is our cargo and when will the cargo be discharged?
A: COSCO SHIPPING Lines thrives to closely communicate and cooperate with all concerned parties. However, due to the difficult and complex requirements among governments, the actual berthing time should be confirmed after negotiation with local government and terminal operation by Hanjin Shipping.
If your cargo needs to be further trans-shipped after discharging, we will arrange other service or lines operated by COSCO SHIPPING lines or other alliance members and to ensure your cargo is safely delivered.

Q3: How to get the cargo status in real time?
A: You may query the cargo status through following ways:
u  Querying Cargo status through COSCO SHIPPING Lines official website( official WeChat (cosconlines).
Meanwhile, our company will post the latest information of COSCO SHIPPING cargo on board Hanjin Shipping Vessels though above channels with daily updates.
u  Contacting with your local COSCO SHIPPING Lines office to get the cargo status from your sales representative.
u  Calling Customer Service Hotlines 400-960-1919. (This service is only for china mainland.) In North America you can call:
North American Operations Center (NAOC) in Houston: +1-866-830-2550
Canada / +1-604-689-8989
Long Beach +1 866 502-6726

Q4: Why has my cargo been loaded on Hanjin Shipping Vessel when my booking has been submitted to COSCO SHIPPING Lines?
A:COSCO SHIPPING Lines and HANJIN Shipping are both members of CKYHE alliance. In the purpose of provide more versatile services, all members share allocations within the alliance. Thus, your cargo could be arranged on HANJIN vessels. However, what’s ensured is that as long as you are holding a COSCO SHIPPING Lines issued Bill of Lading, our company undertakes all Carrier obligation and responsibilities under the governing Bill of Lading clauses to complete the cargo delivery. With the unremitting efforts of HANJIN Shipping and our company, an increasing number of HANJIN vessels are calling at ports to unload cargoes. In the meantime, we will arrange following transportations for these cargoes with top priority.

Q5How can I handle the failure in cargo delivery in time or cargo damage caused by this event?
A: First of all, we deeply regret for any inconvenience caused by this event. We are also facing great loss due to this event. If you need to raise a claim for the cargo damage in the transportation carried by our company, please provide necessary materials to our local offices after the cargo delivery procedure is completed. We will fulfill the obligations of the maritime carrier according to relevant legal regulations and B/L clause.

Q6: Can COSCO SHIPPING Lines provide the B/L clause in electronic edition?
A: The BL clause in electronic edition is available on our official website ( You can retrieve the information in “Bill of Lading Terms and Conditions” column.

Source: cosco

The dock workers have been banned for two and a half years because of an agreement that does not exist

I am posting this on behalf of Geir Ingebrigtsen / Svein Lundeng and the Mosjoen Dockers
The dock workers in Mosjoen are barred from the docks since 8 May 2014, but now it turns out that there exists no exclusive agreement giving reason to not use dockers to loading and unloading of ships in Mosjoen. From left: Rolf Gunnar Aanes, Dagfinn Hauan, Rune Langmo, Håkon Pettersen, Steven Fermann, Robert Hagfors, Paul M. Aanes, Per Ove Hauan, Svein Lundeng and Lars Reidar Vikdal.
Roy Ervin Solstad
No exclusive agreement in Mosjoen

Published 30/09/2016 at 11:15 Updated 30/09/2016 at 11:36

Since May 2014, the dockers in Mosjoen not been able to do the job they have a collective agreement that it should do in Mosjoen Harbor.

The port operator Mosjoen Industrial Terminal, NHO Logistics and Transport and the Port Director in Mosjoen, Kurt Jessen Johansson has since claimed that an arrangement exists between Mosjoen Harbor and Mosjoen Industrial Terminal giving MIT exclusive right to use the dock.

Under labor law, an understanding of the collective agreement between NHO LT and Transport Workers Union, such an agreement entail an exemption from the requirement to use dockers who almost exclusively organized in the NTF. Instead, harbor operators use their own staff to load and unloading ships.

• Requires answers from Coastal Director

Since labor judgment nor requires strictly own employees, but that there may be employees of companies company with exclusive license cooperates, used MIT employees at aluminum smelter Alcoa Mosjoen at the beginning of the conflict. Later MIT employee's own people and also use call-temps. Freight traffic to and from Alcoa constitute the way most of the goods are unloaded and reloaded at Mosjoen Harbor.

Tried kept secret
Long has it been attempted to obtain a copy of the agreement in Mosjoen, but Mosjoen Harbor has refused for reasons of FOIA. Earlier this year, Mosjøen Havn its refusal appealed to the County Governor of Nordland by Silje Kjosbakken, also known as blogger Brygge dockers Lady. In County Department decision signing Tor Sande:

"The county governor abolishes Mosjoen Airport's refusal of access to the relevant agreement so that access is granted. They except information can not be exempted pursuant to the Freedom of Information Act (...). The complaint has thus been unsuccessful and the copy of the agreement are requested submitted complaints. The decision can not appealed. "

Blogger Silje Josten Kjosbakken got county governor pursuant to the agreement in Mosjoen not be exempted from public disclosure.
Roy Ervin Solstad

Opposite of exclusivity
Since Kjosbakken requested access to the current agreement, there is little doubt that the copy also Transportarbeideren have accessed, the agreement existing between the municipal company Mosjoen Harbor, where Mayor Jann-Arne Løvdahl from Labor's chairman, and Mosjoen Industrial Terminal aS which operates the port.

• Read the entire agreement here

Had there existed an additional agreement about exclusive agreement such as Tromso, it would also become enclosed in Mosjoen case, then it would have been a part of the existing agreement.

Blogger Silje Josten Kjosbakken got county governor pursuant to the agreement in Mosjoen not be exempted from public disclosure.
Blogger Silje Josten Kjosbakken got county governor pursuant to the agreement in Mosjoen not be exempted from public disclosure.
Roy Ervin Solstad

Not so, and in Mosjoen agreement is non exclusive license mentioned whatsoever. Instead say the agreement that the parties will work exactly the opposite than that MIT should have quay exclusively for itself, namely to get more users onto the docks.

"MIT is committed to working with MH (Mosjoen Harbor, ed.'s Note.) To develop Mosjoen Harbor by the crane to be used for third party tonnage. Third ie another legal entity than Alcoa."

• Harbour conflict in Mosjoen may be ending

 This agreement shows that we have been right in what we have been saying all along, says Paul M. Aanes, head of dockers in Mosjoen.
Roy Ervin Solstad

Will not answer
Ever since Wednesday has Transportarbeideren tried to get the parties in Mosjoen in speech. It has proved very difficult. Kurt Jessen Johansson, Port Director in Mosjoen has neither taken the phone or responded to email, while general manager in Mosjoen Industrial Terminal, Pia Segtnan left it to its Chairman Rune Birkeland responding. He did well, but answer the questions he did not. In a very brief emailprinter Birkeland following:

"Thank you for your inquiry. NHO LT represents MIT in negotiations with Transport Workers Union. The mail is therefore forwarded to NHO LT."

Transport worker has therefore been in contact with Deputy Director of the NHO Logistics and Transport, Thor Christian Hansteen but neither NHO top will answer why the employers' organization has claimed that MIT has exclusive license in Mosjoen, whether there is an additional agreement and if MIT has committed tariff violations if there is no exclusive right to the current agreement.

The short answer from Hansteen is only eight words.

"NHO LT would not comment on this now."

Any response from the mayor and chairman of Mosjoen Harbor has not appeared, but Jann-Arne Løvdahl took at least phone when Transportarbeideren called.

- I'm on vacation in Nice. I'll see your questions on Monday when I'm back at work, the mayor said.

Transportarbeideren therefore sent questions to Deputy Mayor Janice Pettersen from the Socialist Left Party around lunchtime Thursday, but neither deputy mayor has answered the questions.

• NHO and NTF disagree on duty to use dockers

One who however will speak are Paul M. Aanes, head of dockers in Mosjoen.

- I am very surprised. This shows that both Mosjoen Harbor and MIT have bluffing about the real situation. We sit on several letters in which they have referred to the exclusive use as an argument not to use dockers, he said.

Aanes admits that he had believed in a high degree of professionalism from the docks and port operator.

- Here we see that there are powerful forces working to get rid of loading and unloading workers in Mosjoen. We are going to continue working on this in all channels, also politically here in Mosjoen, says Aanes who also sit on the council for Red party in Vefsn municipality.

• There will be no ending strike

Must consider consequences
Aanes says knowledge of the contents of the agreement between Mosjoen Harbor and MIT makes it must be cleared up in conditions on the docks.

- You need someone to sit down to take a reality check. I think that it is NHO LT who posted guidelines for Port Authority and Mosjoen Industrial Terminal. We have identical letters from both the Port Authority here in Mosjoen and Hansteen NHO LT published in the newspaper Tromsø which clearly shows that there has been a collaboration between MIT, Mosjoen Harbor and NHO LT. It has always been critical, and the agreement shows that we have been right all along, says Aanes.

- What needs to happen with Port Authority for this?

- There must be at least considered what will happen in the future, but it's nothing in the agreement that refers to exclusive use. They are supposed to work for startups at MIT's part of the harbor.

• LO deputy Solbakken upset NHO

not credible
In the recently signed wage agreement between NHO LT and Transport Workers Union which was brokered until the night of last Saturday, the conflict in Mosjoen received a separate item. It says the following:

"Disputes relating to monetary claims / invoices for loading and unloading the office decided by the court. The dispute also includes a wage alleged unlawful exclusion of workers. Parties to the dispute NTF that gets transported requirement and MIT."

Aanes is crystal clear that the agreement between MIT and Mosjoen Harbour which says nothing about exclusivity forces NTF and port workers issue in the upcoming straight settlement.

- I can not see anything other than that our rettsløp will be even stronger than before with this agreement, he said.

- This agreement shows that we have been right in what we have been saying all along, says Paul M. Aanes, head of dockers in Mosjoen.
- This agreement shows that we have been right in what we have been saying all along, says Paul M. Aanes, head of dockers in Mosjoen.
Roy Ervin Solstad

Something settlement offer from the opposite party, he does not believe.

- The prestige is well grown up by PIL and MIT that if they give up now, then unravels everything. Nevertheless, this agreement that NHO LT is no credible counterparty as we hoped when mediation was completed on Saturday. This agreement shows that they use methods that do not hold water, says Aanes.

Nor does he think something that it should suddenly emerge a supplementary agreement in Mosjoen containing exclusive license in Mosjoen Harbor Mosjoen Industrial Terminal.

- It would make me very puzzled, especially after the County revoked the exemption from the public who Mosjoen Harbor tried on, says Paul M. Aanes.

Port Of Felixstowe Pics From Simon Boyle

VIDEO: Happy Sky Shipping Two Large STS Cranes

Happy Sky, a heavy load carrier owned by the Netherlands-based shipping firm BigLift Shipping, has finished the discharge of two large ship-to-shore (STS) container cranes in Vigo, Spain. 
Until last year, the cranes served the Home Terminal of container handling company ECT in Rotterdam. They were sold to Spanish Davila Group and will be operated on the Termavi container terminal in Vigo.
Weighing over 800 megatons, the transported cranes are over 60 meters high and 86 meters wide.
“As cranes are not designed to be transported by sea, it was necessary to reinforce them to withstand the accelerations and forces occurring during the sea voyage. A total of 80 mt additional steel was fitted in each crane to strengthen it,” BigLift Shipping said.
The 18.680 dwt Happy Sky features a length of 154.8 meters and a width of 26.5 meters.
The 2008-built vessel has folding hatch covers, a large poop deck and cargo rails which make the vessel’s full deck area available for cargo stowage.

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 World Maritime News

Thursday, 29 September 2016

'Hanjin not the only bad guy' claim as the costs mount after line's collapse

At a US bankruptcy court hearing last week a lawyer representing Hanjin Shipping said the carrier is owed up to $80m for completed shipments, hobbling its efforts to move stranded containers.
Hanjin’s credit terms were known to be some of the most generous in the industry, but many shippers want to offset freight costs against additional charges incurred in the wake of the carrier’s collapse.
Ilana Volkov, an attorney from New Jersey-based law firm Cole Schotz, claimed shippers were deliberately holding up payments.
Ms Volkov, a bankruptcy and corporate restructuring specialist, told the judge: “Hanjin is not the only bad guy here.”
Credit terms of 90 days or more have been widely available to big-volume forwarders and BCOs (beneficial cargo owners) in the liner industry for some time; it is seen as an extra selling point when freight rates are at rock bottom levels.
The Loadstar has heard several anecdotal reports of forwarders that run their entire business on ocean carrier credit – enjoying positive cash flow due to their own stricter terms with clients.
However, this is nothing new in an industry that has been severely challenged in the past few years, but what is surprising is how Hanjin was able to squeeze generous credit out of most of its own suppliers.
Notwithstanding service providers such as hauliers and barge and feeder operators, who are used to having to give extended credit lines to ocean carriers, it is unusual to find shipowners and bunker suppliers also granting extended credit, by default.
As at the middle of September, Seaspan was reported to be owed some $40m in daily container hire payments and one US bunker supplier said it was owed $750,000 for fuel supplied to Hanjin’s ships.
These amounts are likely to be replicated around the world as the Hanjin saga unravels: it seems shipowners and suppliers were all caught by the apparent “too-big-to-fail” status of South Korea’s biggest shipping line.
Meanwhile, Jeremy Ryan, a lawyer for Ashley Furniture Industries, told the US bankruptcy court it was withholding freight payment to the carrier because the company anticipated that the extra costs related to the Hanjin failure could exceed the amount due.
“To hold onto this money is important,” he said.
He explained that his client had had to pay to retrieve its cargo from the dock, even though it had contracted Hanjin to deliver the containers to an inland depot.
Mr Ryan claimed that Ashley was incurring costs of “up to $7,000 a day, related to storage and other fees” on empty Hanjin equipment that ports are not prepared to accept back.
According to the latest Alphaliner update, there are still 44 of the 97 Hanjin-operated vessels stranded at sea with containers on board – down from the 60 reported a week ago.
The eventual cost to businesses from delayed and ruined cargo will be enormous, as will the eventual claims against the Hanjin liquidators, meaning that creditors will likely receive very little, if anything, in the final reckoning, several years from now.

Hanjin Shipping shares jump on Maersk’s takeover speculations

Hanjin Shipping’s stocks soared almost 20 percent on Sept. 27, amid speculation that Danish container carrier Maersk might acquire the ailing shipper.
Hanjin Shipping’s stock closed at 1,135 won (US$1.03), up 18.85 percent from the previous trading day. During the day, Hanjin’s share price surged as much as 28.8 percent.
Earlier in the day, David Kerstens, a transport analyst from investment bank Jefferies International, told Bloomberg that Maersk will likely takeover Hanjin Shipping, as well as Hyundai Merchant Marine, the country’s second largest shipper.
“Maersk, as the market leader, will definitely participate in the consolidation — they will have to,” he was quoted as saying. “The takeover options for Maersk are fairly limited, as most container lines are already tied up in alliances or are family or government-controlled. The most likely scenario is that Maersk would take over the assets of Hyundai and Hanjin.”
Hanjin Shipping ranked No.1 in terms of trading volume with a combined 180 million shares exchanged hands during the day — 4.1 times more than the previous day. The trading volume was worth 209 billion won, the second highest after market bellwether Samsung Electronics.

Magleby Maersk departs Felixstowe berth 9 with 2 Svitzer tugs 28th September 2016

Published on 29 Sep 2016
After a delay by a late departure from the Maersk Kawasaki, the Magleby Maersk sails from Felixstowe berth 9 with a draft of 14.5 metres for her next port of Algeciras in Spain. Two Svitzer tugs were assisting the pilot onboard Magleby to help the Magleby Maersk away from the quay. The Svitzer Deben on the centre lead aft and the Svitzer Sky on the starboard quarter both pulled on the stern while the bow thrusters was manoeuvring the bow. After coming ahead on the main engines the Svitzer Sky comes around onto the port quarter and sticks her bow alongside to push on the stern while the Svitzer Deben positions herself on the starboard quarter for a powered in-direct around the 90° Beach End turn out to sea.

ZPMC successfully executes crane heightening at PSA in Belgium

ZPMC successfully executes crane heightening at PSA in Belgium While ZPMC is enlarging its crane service capabilities outside China with a dedicated team in Europe, ZPMC is bound to complete the modifications of part of PSA’s container crane fleet for relocation within its Belgian terminals.

ZPMC Netherlands

Watch: Cool Freerunning On Ships

DFDS, Northern Europe’s largest shipping and logistics company, invited world-class freerunners Ryan Doyle and Will Sutton to explore their ferries King Seaways and Princess Seaways in a new and exciting way.
The 2 athletes ran the ships, strapped up with GoPro cameras to record a short film, complete with all the flips, tricks, rolls and leaps you’ll expect from experienced and skilled freerunners.
Want to share your tips and advice? Got questions? Visit the community forum to ask questions, get answers, meet people, and share your tips!