Fixtures List PDF:
Fixtures List PDF:
The Full Report in PDF (October 2017): Global Mobility Report – Transport sector is “off track” to sustainability
Fixtures Report: Glogos_Freight_Report_Week_38
As it usually happens, with the coming of the autumn the weather factor has begun to make significant adjustments in the plans of Charterers and Ship Owner. During the last week, the eastern wind in the Azov region was keeping the water level at -1,5 to 0-meter marks (in Azov/Rostov at about 2,9 m), which practically paralyzed work in the ports. A line of 20 ships waiting for a water level which would allow for the safe and smooth loading and beginning of their voyages has accumulated on the outward roads of Azov Port.
The water level in Yeisk is 3,4 to 3,7 meters now. It allows to load and set sail vessels with the carrying capacity up to 3000 metric tons. Large-sized vessels, that have not managed to load in time in high water, have to idle in their berths now, in the hope for a rise of the water level. In a similar way, a line of about 10-15 vessels has shaped on the outward roads of the port of Yeisk. In such conditions, the most demanded vessel type proves to be Omskiy, with the draught of 3,26 m. This allows Ship Owners to pump up the rates for it particularly. The limitation draught in Temryuk is staying at the same level as earlier – 4,6 m, therefore a lot of Ship Owners will have to change their minds in favor of this port. As a result, freight rates in Temryuk and other more or less deep-water ports must decrease soon.
The offshore eastern wind is expected to be prevailing in the region up until October 5. As long as the wind direction does not change, there will be no hope for the betterment of the draught limitation in Azov ports.
In market participants’ opinion, such delays most seriously affect major exporters performing their grain transshipment programs at Caucasian anchorage stations, as such events disrupt the regularity of voyages and, as a result, can lead to the idleness of the heavy-tonnage fleet.
The consequences of the water level decrease could have been less grave, but part of the fleet on the way to their loading points got stuck in the Black Sea, due to the storm continuing for the most part of the week. That is one of the reasons why the market did not face a wave of cancellings or a drastic hike of freight rates.
In the Caspian region, the shipping market is retaining its bias favoring Ship Owners. The main trend of the end of October is the rumors about the withdrawal of a substantial amount of the fleet from the region for wintering in the Azov and Black Seas. According to information received from the port of Astrakhan, Caspian fleet last winter was almost 1,5-times larger in number than in the same period a year before. For more, the cargoes transported practically did not include wheat, subjected to an embargo.
Taking into account these factors, market players are more closely monitoring the number of fleet this year. By preliminary estimates, the amount of cargo in the region is expected to be bigger, yet not significantly, this year than a year before, and the amount of fleet smaller. A more definite forecast will be possible closer to the end of the navigation period.
World chokepoints for maritime transit of oil are a critical part of global energy security. About 61% of the world’s petroleum and other liquids production moved on maritime routes in 2015. The Strait of Hormuz and the Strait of Malacca are the world’s most important strategic chokepoints by volume of oil transit.
Here is the Full Report in PDF Format (with our thanks to the EIA): wotc
Our Thanks to Glogos Chartering:
A Report by Platts – S&P GLOBAL – Shipping:
Interesting NOR argument lost by Owners (Our Thanks to the Steamship Mutual) :
Attached is the full briefing of this legal case in PDF format:
Our Thanks to Watson Farley & Williams – March 2017
Dozens of German companies including Siemens attended meetings in Bolivia this week to discuss building a coast-to-coast railway through Brazil, Bolivia and Peru that could speed up the export of corn and soybeans to Asia, German and Bolivian officials said on Wednesday.
The massive, $10 billion project would involve building a 3,700-kilometer (2,299-miles) rail line across the continent, linking the Atlantic and Pacific oceans, through mountains and jungles.
“This is the project of the century,” said Germany’s State Secretary of German Transport, Building and Urban Development Rainer Bomba.
Representatives from Brazil, Peru, Paraguay, Uruguay and Bolivia as well as Germany and Switzerland are still studying the feasibility of the train route, which would drastically shorten shipping routes from Brazil’s coast to Asian markets for key commodities.
Siemens, Europe’s top engineering group, participated in the meetings “to get more information about the project,” spokesman Dennis Hofmann said in an email.
“The project is at an early stage and questions have to be clarified,” he wrote.
The discussions, on Tuesday and Wednesday, come after a similar, Chinese-led project build a trans-South America railway ran into roadblocks late last year due to cost and environmental concerns.
Bolivian and German officials did not name other companies that attended the meetings, but Bomba said: “The presence of 40 German companies here demonstrates that Germany is not only in the planning phase, but also in the realization phase.”
Bolivia’s Public Works Minister Milton Claros told Reuters Bolivia and Germany had signed agreements for technical assistance and financing for the project. The ministry said the project would connect the Brazilian port of Santos to the Peruvian port of Ilo and had a preliminary cost estimate of $10 billion.
Brazil is expected to export 28 million tonnes of corn and 61 million tonnes of soybeans in the 2016/17 crop year according to the USDA. It is the world’s largest soybean exporter and second-largest corn exporter.
China and Peru agreed in 2015 to study a 3,000-mile-long railway through the Andes, but Peru balked when China estimated its cost at $60 billion. Peru’s President Pedro Pablo Kuczynski later said the rail should go through Bolivia.
Land-locked Bolivia has long pined for a corridor to the Pacific, blasting Chile for taking its coastline in a war in the late 19th century and maintaining its Navy on Lake Titicaca.
Brazil had also questioned the Chinese project and would likely back the Bolivian route, a member of the Brazilian delegation said.
“We identified problems in the reports made by the Chinese group. We communicated the points of disagreement to Chinese authorities and we are seeing how we can continue the studies,” said Joao Carlos Parkinson, coordinator of economic affairs at Brazil’s Foreign Ministry, who attended the meetings.
Brazil’s Ambassador to Bolivia Raymundo Santos said talks would continue.
“Our delegation confirmed Brazil’s interest in participating,” he said. “The political side has been resolved, but now the technical work has to move forward.”