• 27 Jun 2014 8:51 AM | Anonymous

    Original news was published on 26 June, 2014

    GERMANY's Hapag-Lloyd and Japan's Mitsui OSK Lines (MOL) are to restructure their joint services on Europe-West Africa trade following Israel's Zim departure from both services.

    The carriers will merge the weekly North Europe to West Africa loop (WAX/ARN) with their fortnightly Med-West Africa loop (WMX/ARS) into a single weekly service, starting the end of June.

    The merged loop will reduce its capacity from 3,700 TEU a week to 2,500 TEU and add a UK call of London-Gateway while Lome and Cotonou will no longer be served, said Alphaliner.

    The service will turn in six weeks using six ships of 2,500 TEU of which five are already deployed on the carriers' joint North Europe-West Africa service.


  • 27 Jun 2014 8:49 AM | Anonymous

    Original news was published on 26 June, 2014

    The NCA, Western Coastal Administration (KYV-V) officially celebrated the opening of the modernised Kvitsøy Vessel Traffic Service (VTS) Centre, which was renovated as part of the $5.98m national VTS upgrade project, on June 11, 2014.

    With a new KNC developed C-Scope VTS system and six new radars, the Kvitsøy VTS Centre is now better equipped to regulate and monitor ship traffic along the Rogaland coast of Norway, and ensure safe, efficient maritime transportation.

    “The Kvitsøy VTS Centre has a more flexible VTS system based on the latest in integration technology. The system saves time for maritime traffic management and provides a better basis for maintaining maritime traffic safety,” said John Erik Hagen, Regional Director, KYV-V.

    All five Norwegian VTS Centres within the framework contract will be completed by 2018.

    With C-Scope VTS installed nationally, the NCA goes from using three different VTS systems to a single common and unified maritime domain awareness system from KNC.

    The C-Scope unified maritime domain awareness system is tailored to the operational and administrative tasks for securing safe and efficient maritime traffic along the coast of Norway.

    It integrates various monitoring and communication systems, including the Automatic Identification System (AIS), radar and VHF communications.

    With the help of multi-sensor tracking, information from these various systems is combined in order to provide a comprehensive situation picture of vessel traffic.

    The new system calculates all the possible conflicts in traffic and arrival times based on vessel speed and course. In addition, nautical charts are updated automatically.

    The new C-Scope system also makes it possible to follow a vessel automatically with one or more CCTV surveillance cameras, while providing for automatic and manual highlighting of vessels that require special attention.


  • 26 Jun 2014 11:34 AM | Anonymous

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    ADDRESS    :    54b Jalan Molek 2/2, Taman Molek, Johor Bahru, 81100, Malaysia
    CONTACT    :    Belina Quek / Senior Manager
    TEL    :    +607-3554288
    FAX    :    +607-3554388

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  • 26 Jun 2014 8:54 AM | Anonymous
    Port Klang's Northport expands Wharf 8 to attract 18,000-TEUers

    NORTHPORT, the smaller of the two container shipping terminal operators at Port Klang in Malaysia is investing MYR350 million (US$136 million) to build the new wharf 8 to attract more calls from vessels of up to 18,000 TEU.

    According to local media reports, CEO Abi Sofian Abdul Hamid said Northport aims to be included in more box shipping service loops on a regular basis by the main line operators. So far it has handled ships of up to 14,000 TEU.

    Mr Abi Sofian said the construction of wharf 8, now at the tendering stage, is expected to begin by year-end.

    "The development of wharf 8 leans more towards capability building rather than increasing capacity. By upgrading wharf 8, annual capacity will increase by 300,000 TEU, but the main objective is that ships as big as 18,000 TEU could call at our port anytime."

    Northport's annual capacity is 5.6 million TEU at present, far below the 2.9 million TEU handled last year. The port head also noted that if more major contenders call, the port would attract more cargo and feeder lines.

    However, for such ultra-large box ships to call at the port, or make the terminal part of more global carrier networks, the port requires a strong wharf, reported SeatradeGlobal.

    "We cannot just put big handling cranes on the existing wharf as they could not withstand the load."

  • 26 Jun 2014 8:52 AM | Anonymous
    Made-in-China Volvos to be exported in 2015 to US as local sales soar

    SWEDISH carmaker Volvo said it will start exporting China-made sedans, a long wheel-based S60L to the United States and the XC90 utility crossover to Russia late next year, Reuters reports.

    Zhejiang Geely Holding Group Co, whose plant makes the cars, is being watched as a model for other companies that have had troubles managing major consumer brands.

    Zhejiang Geely Holding Group Co bought Volvo from Ford four years ago and many doubted it could turn around the loss-making company while still protecting the brand.

    Others had similar troubles. Lenovo had trouble maintaining market share possessed by IBM, when it bought its personal computer business in 2005, though the company has done better since.

    SAIC Motor Corp, which purchased half of South Korea's SsangYong Motor Co in 2004 but had to sell its stake after SsangYong's business slumped in 2008 downturn.

    But Yale Zhang, head of Shanghai-based consulting firm Automotive Foresight, said Volvo's outlook now looked "impressive", as Chinese demand for entry-level luxury cars soared.

    Geely's Chengdu plant makes the S60L while its Daqing plant in far north eastern Heilongjiang province, makes the XC90.

    Domestic Volvo sales are expected to increase nearly 50 per cent year on year to more than 90,000 vehicles in 2014, said a senior executive, adding that would make China its biggest market ahead of the US.

    Volvo's two plants in China should be able to achieve full capacity of about 250,000 vehicles a year by about 2018, helping to drive domestic sales, he said.


  • 25 Jun 2014 8:49 AM | Anonymous

    Original news was published on 24 June, 2014

    Breakbulk cargoes in May reached 266,734 tons at the Georgia ports of Brunswick and Savannah, an 11 percent increase compared to the same period last year.

    Brunswick’s dedicated auto and machinery port and Savannah’s Ocean Terminal combined to move 64,097 units – the third highest total on record, Georgia Ports Authority said in a statement. Auto and machinery cargo rose by 7.2 percent or 4,289 units on the month.

    Total tonnage for May increased 10.5 percent to reach 2.63 million tons, also a new GPA record for monthly volume.

    In related news, the board of directors of the Georgia Ports Authority has elected James A. Walters of Gainesville to serve as chairman.

    “The role of our deepwater ports – supporting trade while helping to lure new investment – will only be strengthened as the Savannah Harbor is expanded to better accommodate today’s larger vessels,” he said.

    Earlier this month, Savannah’s US$706 million port deepening project was approved for construction, which will be partly funded through the federal government’s Water Resources Reform and Development Act of 2014.

  • 25 Jun 2014 8:47 AM | Anonymous

    Original news was published on 24 June, 2014

    Imtech Marine selected by BAE Systems to provide key systems for the Type 26 Global Combat Ship Programme

    Imtech Marine has been selected by BAE Systems to provide electrical distribution and HVAC systems for the prestigious UK MOD Type 26 Global Combat Ship Programme.

    The HVAC system comprises the CBRN system, for protection against chemical, biological, radioactive and nuclear threats, and the air handling units, fans, air distribution system and climate control panels. Imtech Marine’s HVAC specialised division Schiffbau-/Dockbautechnik will design, manufacture, install and test the system. Next to the entire HVAC system, Imtech Marine will supply the complete low voltage electrical power distribution system, which includes switchboards, electrical distribution cabinets, distribution panels and motor starters, ship service and power distribution transformers and battery backed zonal power supply units.

    For naval applications Imtech Marine has developed a standard switchboard IMAS design, which is capable of adaptation with respect to voltages of 440V/690V, current ratings up to 4000A/5000A, head height restrictions, maintenance access, internal partitioning/separation, tolerance to flooding, arc flash detection, tolerance to shock and vibration, EMI & EMC tolerance and emissions, CO2 injection ports and top and bottom cable entry.

    Project team

    To ensure the company provides the best service possible a specialised engineering project team will be established to interface with the BAE Systems team and to co-develop the Type 26 equipment designs and provide support during ships’ commissioning. Imtech Marine’s UK operation will be further strengthened through knowledge transfer from the company’s global technical competence centres. This will ensure that there is a solid foundation to provide an enduring basis for the through-life support team for the vessels that are expected to be in service with the Royal Navy into the middle of this century and beyond.

    André Meijer, Managing Director Imtech Marine, comments: “Undoubtedly, a significant factor in Imtech Marine’s selection to provide the HVAC for the Type 26 Global Combat Ship Programme was its efficient engineering management processes developed as a result of our global supply experience. Of particular importance was the experience gained by working with the Aircraft Carrier Alliance to supply the complete HVAC solution for the new Royal Navy’s Queen Elizabeth Class Aircraft Carriers. This facilitated the effective transfer of knowledge from the QE Class to the Type 26 programme.

    “Imtech Marine’s widespread HVAC, CBRN and electrical system integration expertise, combined with its close involvement with the Royal Netherlands Navy and other foreign Navies, provides a thorough understanding of the operating demands made of modern naval electrical power distribution systems and on-board climate control and CBRN protection systems and the complex interrelationships between power supply and consumer loads.”

    Royal Fleet Auxiliary

    In 2000 Imtech was selected to fill in the role of electrical system design authority for four Bay Class Landing Ship Dock (LSD(A)) Royal Fleet Auxiliary vessels and has expanded its UK activities ever since.

    Over the past decade Imtech Marine has been involved in the supply of platform electrical systems for several UK Naval programmes. This has included the LSD(A) whole ship solution - including the electrical installation, and the steering and dive control systems for three Astute Submarines. Additionally, the company was selected to supply the HVAC system for the two QE Class Aircraft Carriers currently under construction in Rosyth and the Integrated Bridge and Platform Management Systems for three Khareef Class Corvettes recently completed by BAE Systems in Portsmouth. In addition to this, Imtech has built up major experience in the global navy market, with close partnerships with the Dutch and German Navy and implementing technology solutions at several navies around the world.

  • 24 Jun 2014 2:39 PM | Anonymous
    Today we would like to share that JAG UFS INTERNATIONAL LTD joined our group from UNITED KINGDOM. Let's welcome them on board of Freight Forwarders Family..! Wish you a good cooperation together!  

    JAG UFS INTERNATIONAL LTD , U.K.                     
    ADDRESS : Unit 3, Felthambrook Ind. Centre, Feltham, TW13 7DU, Middlesex,
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  • 24 Jun 2014 8:58 AM | Anonymous
    WHAT ended the P3 mega alliance's chances to proceed was that it was just too big on the Asia-Europe route, taking up 47 per cent market share against the Chinese Ministry of Commerce limit of 30 per cent.

    "The Ministry of Commerce held fast to a 30 per cent market share. China found that P3 would control up to 47 per cent of the business on the Asia-Europe route," said US Federal Maritime Commissioner William Doyle.

    Mr Doyle noted that on the transpacific and transatlantic routes, P3 would only have 23 per cent market share which explains why its plans were acceptable to the US but not to China.

    This observation, shared by many others, opens the door to other vessel sharing agreements, which keep within the 30 per cent limit, or whatever becomes the regulatory norm.

    MDS Transmodal analysts Mike Garratt and Antonella Teodoro appealed for such norms: "The Federal Maritime Commission, the EU and the Chinese Ministry of Commerce should come out with what is/is not acceptable."

    The P3 rival, the smaller G6 alliance, another vessel sharing agreement, carried an estimated 37 per cent of cargo in the Far East-US west coast trade lane in 2013, said the MDS Transmodal analysts.

    Lars Jensen, who heads the Seaintel Maritime Analysis, said the increase in the number of vessel sharing agreements has created problems for carriers which were now competing with non-vessel operating common carriers (NVOCC).

    "If a carrier operates five Asia-Europe services but offers 20 services through VSAs, what is it? A carrier or an NVOCC?" said Mr Jensen.

    "This means that what has so far been a game between 15-20 carriers suddenly becomes a game involving a large number of NVOCCs and will bring some of the carriers into some interesting discussions with major clients," he said.

    But this seems to be the way of the future, according to Maersk trade and marketing chief Vincent Clerc.

    "What the Ministry of Commerce has prohibited today is one form of co-operation. VSAs and other forms are still either in effect or a possibility and we will need to explore them," he said after hearing the news.

    Not surprisingly the China Shipowners' Association was happy: "The decision is fair, lawful and responsible. Still, it is too soon to tell whether P3 members will unite in other forms," said CSA vice-chairman Zhang Shouguo.


  • 24 Jun 2014 8:54 AM | Anonymous

    Original news was published on 23 June, 2014

    Joint Statement of AIIS Executive Director Richard Chriss and EUROMETAL Director General Georges Kirps

    The World Trade Organization’s (WTO) recently concluded (December 7, 2013) Trade Facilitation Agreement (TFA) undefined the first successfully concluded agreement in the WTO’s 19-year history undefined was a great achievement because it will provide significant, tangible benefits to our  members, and to all global traders, shippers, exporters, and importers, by making trade simpler, smoother, and less costly.

    As strong supporters of the TFA, we are deeply concerned about proposals by some WTO member countries calling for provisional implementation of the TFA pending the conclusion of the stalled Doha Round trade talks, or calling for a conditional entry into force of the TFA pending a successful conclusion of the Doha Round’s “single undertaking.”

    This is a matter of particularly urgent concern now because the WTO’s Preparatory Committee on Trade Facilitation (PCTF) undefined the WTO body tasked with drafting the protocol of amendment that will make the TFA part of the WTO Agreement undefined will attempt to resolve this difficulty at its June 24-26 meeting in Geneva.

    We call on all WTO member countries, especially those working with the PCTF, to reject these highly problematic proposals, and work to complete the protocol of amendment so that it can be adopted by the WTO General Council by the agreed 31 July 2014 deadline.

    Neither the Bali Ministerial Declaration announcing the adoption of the TFA nor the TFA itself contains any language allowing for the linkage of the TFA with the conclusion of the Doha Round.

    In addition, anomalous notions such as provisional application of WTO agreements and conditional entry into force of agreements concluded after long and often arduous negotiation risk undermining the comity that lies at the heart of the WTO. They also risk establishing aprecedent under which no agreement would really be final. This latter problem would cause great harm to the successful conclusion of future WTO agreements, potentially including the Doha Round itself. After all, why would any WTO member country take political risks to make the often difficult concessions necessary to achieve a final deal if the deal later becomes contingent on some other unrelated development?

    The Doha Round’s development agenda should be fully pursued, but it should not be pursued at the expense of a definitive implementation of the WTO’s long-sought, innovative, and cutting-edge Trade Facilitation Agreement.

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