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HÃNG TÀU ONE MỞ TUYẾN TRỰC TIẾP TRUNG QUỐC - INDONESIA.

Hãng tàu ONE vừa khai trương tuyến dịch vụ vận tải trực tiếp từ Trung quốc đi Indonesia.

Tuyến dịch vụ Trung quốc - Indonesia này sẽ kết nối hàng tại các cảng của Trung quốc là Shanghai - Ningbo - Shekou với Surabaya và Jakarta của Indonesia, có ghé Manila của Phillipine trên chặng trở về.

Chuyến tàu đầu tiên của tuyến dịch vụ này sẽ khởi hành vào ngày 6.6 sắp tới.

 

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TẬP ĐOÀN ITL VẬN CHUYỂN 1,5 TRIỆU ĐỒ BẢO HỘ ĐẾN MỸ

Theo thông tin từ Tập đoàn ITL, chỉ trong vòng chưa đầy 4 tuần của tháng 5/2020, Tập đoàn này đã đảm nhận xử lý và vận chuyển hàng hóa thiết bị bảo hộ cá nhân cho 3 tàu Charter từ Việt Nam đến Mỹ, nâng tổng số hàng hóa mà ITL đảm nhiệm xử lý vận chuyển đến Mỹ lên đến con số gần 1,5 triệu thiết bị bảo hộ cá nhân.
Cụ thể, ngày 19/05 và 21/5/2020 vừa qua 2 chuyến tàu Charter chở thiết bị bảo hộ cá nhân do Tập đoàn ITL đảm nhận xử lý hàng hóa và vận chuyển trên máy bay của hãng hàng không Etihad Cargo đã cất cánh bay từ TP. Hồ Chí Minh đến New York (SGN- JFK). Trước đó, thông qua hãng hàng không Emirates SkyCargo, ITL cũng đã tiến hành xử lý hàng hóa và vận chuyển cho một tàu Charter chở hàng hóa thiết bị bảo hộ cá nhân đến Mỹ vào ngày 3/5/2020.

Trong bối cảnh số ca mắc Covid-19 tại Mỹ đã lên đến 1,7 triệu ca nhiễm và con số tử vong tiệm cận đến gần 100.000 người, việc chuyển giao số hàng hóa này là một nỗ lực rất lớn của Tập đoàn ITL trong việc phục vụ nhu cầu về thiết bị bảo hộ cá nhân của Mỹ trong giai đoạn hiện nay, giúp trang bị bảo hộ cho người dân Mỹ và các chuyên gia y tế đang thực hiện công tác tại tuyến đầu để chống lại đại dịch Covid-19 cũng như hỗ trợ thúc đẩy việc xuất khẩu hàng hóa của Việt Nam trong tình hình khó khăn chung của các doanh nghiệp Việt Nam.

 

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CẢNG CMIT ĐÓN TÀU MẸ LIÊN MINH 2M TRONG TUYẾN DỊCH VỤ TP17

Ngày 23-24/5 vừa qua, Cảng Quốc Tế Cái Mép (CMIT) tiếp nhận thành công chuyến tàu mẹ đầu tiên trong tuyến dịch vụ TP17 do liên minh hãng tàu 2M khai thác – tàu SEROJA LIMA. TP17 là tuyến dịch vụ xuyên Thái Bình Dương khai thác đội tàu trên 10 tàu kích cỡ rất lớn trọng tải đến 123,000 DWT/sức chở 12,000 TEU được đưa vào khai thác tại Cái Mép trong những năm qua kết nối Việt Nam với bờ đông nước Mỹ.

Tàu mẹ SEROJA LIMA cập cảng CMIT lúc 22 giờ ngày 23/5/2020 để xếp dỡ gần 3,000 TEU hàng hóa xuất nhập khẩu. Năng suất xếp dỡ cao ổn định, khai thác an toàn và sự kết nối chặt chẽ giữa hãng tàu Maersk line (một trong hai thành viên liên minh 2M) với cổ đông AMPT của CMIT là các yếu tố quan trọng giúp CMIT tiếp tục nhận được sự tin tưởng và ủng hộ của liên minh 2M khi quyết định chuyển tuyến TP17 về cập CMIT sau một thời gian cập tại cảng Cái Mép khác.

Hoa Kỳ là đối tác thương mại lớn thứ ba của Việt Nam, ngoại thương giữa hai nước đã và đang có những phát triển cực kì ấn tượng. Việc liên minh hãng tàu 2M chuyển tuyến TP17 kết nối Việt Nam với bờ đông nước Mỹ về cập tại CMIT sẽ giúp gia tăng tần suất các chuyến tàu mẹ cập CMIT hàng tuần, từ đó mang đến nhiều lựa chọn cho các nhà xuất nhập khẩu Việt Nam để kết nối hàng hóa tối ưu nhất đến các thị trường lớn ở hai bờ nước Mỹ. “Luôn nỗ lực không ngừng Iđể mang đến chất lượng dịch vụ hàng đầu và an toàn khai thác cao nhất, chúng tôi tự hào góp phần nâng cao vị thế của cảng nước sâu Cái Mép trên bản đồ hàng hải thế giới và góp phần nâng cao tính cạnh tranh cho hàng hóa xuất nhập khẩu Việt Nam”, ông Jan Bandstra, Tổng Giám đốc CMIT chia sẻ.

Trong bối cảnh diễn biến phức tạp của đại dịch Covid-19, với 5 chuyến tàu mẹ kích cỡ từ 9,000TEU – 18,000TEU cập liên tiếp nhau hàng tuần cùng với khoảng 150 chuyến sà lan và tàu nội địa, bên cạnh nỗ lực thực hiện các biện pháp phòng ngừa dịch bệnh, CMIT vẫn đang ngày đêm khai thác nhằm đảm bảo tính liên tục trong dòng chảy thương mại toàn cầu.

 

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Shippers can take advantage of BAF variation


Lars Jensen from SeaIntelligence Consulting explains how savvy clients can game sulphur cap surcharges.

 

With the low sulphur rules being just over half a year away – and the actual physical switchover slightly less than that – the carriers continue to strive to implement their new bunker surcharges into contracts. And, yes, some have new names and acronyms for the low sulphur surcharge, but for simplicity, I will call it BAF in this article.

 

First of all, let’s be clear that if the fuel prices increase as expected there is no way the carriers can absorb the added cost. This has to be passed onto the shippers.

 

Secondly, let’s be equally clear – the shippers are most certainly able to pay the added price. If fuel prices increase by $200 per ton, which is the current expectation, this would simply bring the price back to the level we saw in 2011-2014. In 2011-2014, freight rates were generally higher than now, and hence shippers did indeed pay the higher cost of fuel without their businesses suffering as a result. The only thing which has happened since is that fuel prices have declined, and the associated savings have been passed onto the shippers in the form of lower freight rates.

 

Thirdly, the BAF formulas proposed by the carriers are clearly more transparent than the ones being used in 2011-2014 – but that is perhaps scant comfort as transparency was almost nil back then. But at least it is clear that the BAF changes are directly correlated with the changes in fuel prices.

 

And herein lies an opportunity for the risk-savvy shipper.

 

Even though the carriers’ formulas are directly linked to the fuel price change – the sensitivity is not the same. Some rise (and fall) faster than others. As an example, when the oil price increases by $100 a ton, MSC’s BAF on Asia to Europe increase by $62 per teu. But the same fuel price increase would only result in a BAF increase of $39 per teu with Hapag-Lloyd.

 

All carriers have different sensitivities. And it varies from tradelane to tradelane who is more or less sensitive.

 

A shipper could therefore design a strategy whereby they would have a certain amount of volume they would be ready to shift between carriers as the oil price changes. When the oil price increases, they could shift more volume to the carriers with low sensitivity, thereby seeing more modest BAF increases. When the oil price drops, they could shift more volume to the carriers with high sensitivity and thereby see a larger drop in all-in rate levels.

 

The figure shows a practical example using MSC and Hapag-Lloyd for cargo from Asia to North Europe. A shipper agrees a contract with both carriers when the oil price is at $500 per ton. At this point the shipper agrees a base rate with each carrier leading to an identical all-in rate for the two carriers. In the baseline each carrier gets 50% of the cargo. However, the shipper could also choose to give only 33% to each carrier. The remaining 33% would go to Hapag-Lloyd if the oil price increases and to MSC if the oil price decreases. This leads to a net saving for the shipper compared to the fixed 50/50 split by utilising the difference in BAF sensitivity. This of course assumes the underlying base rate agreed is kept fixed.

 

All it requires for a shipper to pursue such a strategy is to develop an internal BAF risk management tool to quantify the exposure to BAF sensitivity across tradelanes, as well as a willingness, and ability, to shift a certain portion of the cargo between carriers.

 

For the carriers, this poses a clear threat to their pricing strategies. If they were to mitigate this effect while maintaining their BAF formulas, they would create a de facto leak between the BAF and the base rate, undermining the use of BAF as a hedging tool (also a problem they had before 2014). Alternatively, they would have to hold all their shippers perfectly to the agreed volume commitments – both upwards and downwards and split by tradelane, something which they have never had much success in doing in the past. New tools such as NYSHEX provide for such mutual commitments, but this would require a shift from the traditional contracts to the new type of binding two-way commitments.

 

All in all, realistically this means that until the market settles post-2020, shippers clearly have an opportunity to use the spread in BAF sensitivity to their own advantage.

 

Source: splash247

 

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Shippers turn to digital booking platforms


Shippers are increasing their use of digital forwarding platforms to book services, according to a new report from consultant Transport Intelligence (Ti).

 

The Global Freight Forwarding 2019 report, which is based on a survey of shippers, found that 49% of those taking part have used an online forwarding platform and it expects that by 2023 18.7% of volumes will be booked/shipped online.

 

Tech-enabled forwarders are a catalyst for change in the global forwarding market, the report finds, but still under question is the extent to which online marketplaces, booking platforms and digital forwarders will fundamentally change the market’s landscape.

 

However, it says that what does seem certain is that if forwarders do not prove agile in their adoption of new technology, they will find that they rapidly lose customers looking for the types of visibility, quotation and easy booking which digital forwarders can provide.

 

Thomas Cullen, one of the report’s co-authors, said: “Perhaps the most salient characteristic of the present freight forwarding market is that it has not seen a greater level of change. Markets and technologies have both developed significantly, but the overall landscape is broadly similar to that in the previous ten years and there appears to be little drive within the sector to change things fundamentally.”

 

The report’s co-author, Viki Keckarovska, added: “Survey results show that, currently, shippers are making use of the more basic services provided by online forwarding platforms, such as booking and requesting quotes. While this indicates that online platforms aren’t yet widely used to process more complex tasks, it isn’t to say that their technology won’t advance and offer shippers more sophisticated visibility tools and value-added services.”

 

Global Freight Forwarding 2019 also examines market size and growth rates, concluding that the market expanded 3.9% in 2018. Although this is down from 8% in 2017, it still represents “something of a high point” – excluding 2017, this was the fastest growth rate since 2010.

 

“After a bumper year in 2017, 2018’s growth rate was the result of a rebalancing between inventories and demand as shippers were again more able to opt for sea freight services over air. Growth during 2018 in the global air freight market was 3.8%, while in sea freight the expansion totalled 4.1%,” Ti said.

 

Source: air cargo news

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Cargo volumes at seaports remain imbalanced


The volumes of cargo passing through seaports in the northern and central regions are small, while seaports in the south are overloaded.

According to the Vietnam Maritime Administration, the volume of cargo passing through seaports in Vietnam grew 10%-12% over the last decade.

However, seaports in the north serve 25%-30% of the total volume of cargo and those in central provinces, only 13%, while customs clearance procedures for 57% of cargo are done at seaports in the south.

Bui Thien Thu, deputy director of the Vietnam Maritime Administration, said that the distribution of cargo to seaports has several shortcomings. Cat Lai Port in HCMC should have been allowed to receive small vessels, with a capacity of some 5,000 tons of cargo. Large vessels should use the Cai Mep-Thi Vai port complex in Ba Ria-Vung Tau Province.

However, passages to Cat Lai Port are being dredged, allowing 50,000-ton vessels to enter the port.

Therefore, the Government should seek solutions to balance the volumes of cargo at seaports nationwide, Thu said.

 

Source: saigontimes

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Ba Ria-Vung Tau to speed up key projects


Authorities in the southern coastal province of Ba Ria-Vung Tau are working with local departments to speed up implementation of 34 key projects.

Of the projects, 16 are public-invested and 18 are seeking funds from private sources and others, according to a report from the provincial People’s Committee.

The projects include ports, cultural parks, airports, roads, inspection centres, tourism services, and urban area works.

Speaking at a recent meeting, Le Tuan Quoc, deputy chairman of the People’s Committee, said: "Land clearance should be completed so that projects can maintain their schedules."

The Department of Planning and Investment and other authorities will also resolve problems for investors, who have been urged to speed up their work.

For projects not under the province's jurisdiction, the province will ask for guidance from ministries, he said.

The public-invested projects include Phuoc An Bridge, a road connecting Long Son and Cai Mep, the 991B Road, the dredging of Ben Dinh canal, Bien Hoa - Dong Nai Expressway, Co Ong Airport in Con Dao island district, Go Gang Airport, a specialised inspection centre in Cai Mep – Thi Vai port, Bau Sen Park, Bau Trung Cultural Park, Lam Son shooting range in Phu My town, and many others.

The investors of these projects include the province’s Department of Transportation, Department of Construction, Department of Natural Resources and Environment, and the people's committees of Long Dien district and Vung Tau city.

Other projects include urban development and housing, land projects in Safari Park and Vung Tau Paradise Tourism Complex, Saigon Atlantis Resort and Recreation Complex, Nghinh Phong Cape, An Hai project in Con Dao, and a specialised airport.

Some of these are expected to start construction this year to 2021, while others have received capital, made detailed plans and called for investment.

Le Hoang Hai, director of the Department of Planning and Investment, said that some investors were interested in Dinh Moutain, Bien Hoa–Vung Tau Expressway, Ba Ria city’s southwest region, land at Safari Park, electrification projects, and the Cai Mep Ha logistics centre.

However, difficulties in land clearance and lack of capital have been obstacles for these projects, he said.

Source: VNA/VNS

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Vinalines buys backs 75% stake in central port


State-owned Vietnam National Shipping Lines (Vinalines) has paid VND415 billion (US$17.8 million) to reacquire a 75 per cent stake in Quy Nhon Port JSC, which it had sold illegally to Hop Thanh Investment & Mineral JSC without the Government’s approval.

Vietnam Depository Centre has recorded the transfer of ownership to Vinalines. The shipping group will take over the port management from this month.

“Vinalines has paid VND415 billion, equal to the amount that Hop Thanh spent to buy a 75 per cent stake in Quy Nhon Port from Vinalines,”Tran Tuan Hai, head of Vinalines’ communication division, told transportation newspaper.

Hai said the money Hop Thanh had invested in the port after the share purchase would be calculated through an independent asset valuation process.

Vinalines has also arranged personnel in Quy Nhon Port’s management board and would take over control of the port in its annual shareholders’ meeting at the end of this month, he added.

Quy Nhon Port, located in Binh Dinh Province, is a major port in the central coast with a storage network of nearly 21,000sq.m of warehouses and 48,000sq.m for containers. Last year, a record eight million tonnes of goods passed through the port.

In 2013, the port was transformed into a joint stock company with charter capital of more than VNĐ404 billion, of which Vinalines owned more than 75 per cent stake.

Vinalines was reported to sell these stakes to private company Hop Thanh Investment & Mineral JSC which had no prior experience in operating a port for lower market price during 2013-15. 

Last September, the Government Inspectorate concluded the deal violated the law as the Ministry of Transport authorised the sale without the approval of the Prime Minister. The inspectors requested Vinalines to recover the stakes sold to Hop Thanh.

Vinalines reported net revenue of VND2.9 trillion ($124 million) in the first quarter of this year, down 10 per cent  year on year

Source : VNS

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