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DYNA LINERS is our well-known weekly
e-mail/fax newsletter on the worldwide liner trade, read in more
than 60 countries. Click "On line ordering" (in the Publications menu) for a 3-week free trial or a subscription.
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Separating the two greatest oceans of the world, the
Atlantic to the East and the Pacific to the West, the isthmus country of Panama
has always been aware of its advantageous geographical position. With the
construction of the Panama Canal providing, á la Suez, a link between two major
shipping highways, and now that it is operated domestically following 85-years
of American administration, Panama expects the Canal to be not only a key
passageway but also to become one of the key transhipment points in the world. When the Canal was opened in 1914, Balboa on the Pacific coast and
Cristobal on the Atlantic coast became Panama's two major deepsea ports. It took
quite a while before they developed from service points on behalf of the
waterway into commercial cargo handling centres. Colon, including the Colon Free Zone is
now already believed to be Latin America’s largest port complex after Santos in
Brazil. Its 3 container facilities
handled 2.2 million TEU in 2007. Within a very short time Balboa, for its part,
rose in the container port standings to a throughput of 1.8 million TEU that
same year. In
fact the change only started with the establishment of the Colon Free Zone, on
the Atlantic side of the Isthmus, in the 1940’s. It soon grew into the biggest
duty free zone in the Western Hemisphere despite the still slow development of
the ports and that the Torrijos-Carter Canal Treaties, which resulted in the
handover of the ports and the Panama Railroad in 1979, did not bring about
immediately noticeable improvements. This was not at least because of adverse
domestic political circumstances, these more or less paralysing Panama for a
decade. The railroad even gradually ground to a halt for lack of funds and
maintenance, and the ports were ailing. The
turnaround came at the end of the 1990s when concessions were granted to
international terminal operators for what are now Manzanillo International
Terminal (1995), Colon Container Terminal and Panama Ports Company (Cristobal
and Balboa), all in 1997. Finally, on 31 December, 1999 the all important maritime artery
was transferred to the Republic of Panama and it has since been operated by the
Panama Canal Authority (ACP). The
commercial effects of the meanwhile world class terminals and the new management
are certainly being felt in both Latin America and North America. Awareness of
the opportunities offered by the integrated logistics network formed by the
Panama Canal, its container terminals and free trade zone substantially
increased during the shut-out of US longshoremen by West Coast port operators in
the last part of 2002, resulting in massive cargo backlogs. Vessel re-routing
and transhipping through Panama’s ports during and after this event were clearly
reflected in their 2002 throughput figures and starting 2003, a large number of
Far East-North America East Coast all-water-via-Panama services have been
launched. Yet, in context of the worldwide ever increasing size of vessels, the
limitation put on ships by the capacity of the Panama Canal locks has so far
prevented it from offering even more competition to the US Intermodal System. In
2006, the Panama Canal Authority, supported by the people of Panama, embarked on
a huge project to substantially increase the artery’s capacity.
Although some still have been predominantly considered the canal as a
pressure valve for the US Mini-Landbridge, this will definitely change in 2015
when the new set of locks will cater for the passage of vessels of up to around
13,000 TEU. This report lists all the important factors related to the (worldwide)
container trades using the Panama Canal in one form or the other - on how the
operations are organised today and how the challenges of the new locks could
translate into new patterns in future. It
indeed looks at the past, present and future of the Canal from a markets, trades
and (shipping services) operations angle as opposed to concentrating upon
technical and financial issues connected with the exploitation and building of
the waterway itself. The focus is on the possibilities and market opportunities
for the big ships of over 10,000 TEU. Main topics covered include: Ø
Canal user
segments by vessels, commodities, trade areas and routes,
carriers Ø
Of course: the
new locks and impact of vessel capacities Ø
The systems
supporting the waterway, including extensive container terminal profiles and
data on new terminal projects Ø
Routes and
ports in competition with the Panama Canal Ø
Ships
currently able of transiting the waterway by sizes and numbers and data on the
future NewPanamax and NewPostPanamax leviathans and the operators committed to
them. There are inventories of the current ports of call of ULCS ships of over
10,000 TEU and the largest ships handled by ports across the American
Continent Ø
Supply in the
form of all current shipping services
and all carriers operating them using
the Canal and/or its facilities and the capacities offered by those services, as
well as analyses on Panama Canal-based box shipping
networks Ø
Demand in the
form of relevant throughput and statistics of all ports and trades connected
through Panama, including volume forecasts until
2020 Ø
This all
culminating in, and elaborating on future trans-Panama container shipping
services of which the outcome even somewhat surprised the initially somewhat
sceptical authors of this report The
worldwide orientation of the Panama Canal is underlined by detailed container
statistics of its various terminals by main trade area and individual countries.
Those are part of the report’s appendices, together with a further quite large
number of interesting tables and data. Dynamar sincerely believes that this “Panama Container Trades - Past, Present, Future” publication -in particular because of its focus on markets, trades and operations- makes interesting, if not essential reading for anybody involved in the container shipping and terminals industry and those working with it ... not at least as the new Panama Canal will just actually start impacting worldwide container flows and trade patterns effective 2015 and possibly ahead of that year.
For ordering, please refer to the Publications section
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We
are pleased to present a totally new Dynamar publication, along the successful
format of our well-known Top 25
Container Liner Operators annual reports: CONTAINERS: Makers, Lessors and Operators offering
an exclusive insight into the world’s primary container supply industry of
manufacturers and lessors, also paying attention to the main users of the same,
shipping lines. Leasing companies own/manage over 40% of world's container fleet
- carriers own 50% of all oceangoing containers. The main chapters of this brand new
study are: Top ten container manufacturing groups-
accounting for well over 95% of all production capacity [over 97% of dry boxes;
100% of reefers] -
deploying more than 50 manufacturing plants/factories, only 3 of which are
outside of China Full
profiles on each of 10 these groups, looking at: -
Background, history and development -
Manufacturing capabilities [factories, capacities, types] -
Related/affiliated activities Major container leasing companies-
controlling 93% of world's container fleet on lease -
owning/managing fleets of minimum 100,000 TEU Full
profiles on each of these 13 main lessors, looking at: -
Background, history and development -
Managed container fleets [size, types, major clients/lease
types] -
Related/affiliated activities Major users (shipping lines) and clients of leasing companies-
accounting for over 70% of all containers (owned and on
lease) Summarised
profiles on each of the top 20 operators of box fleets, looking
at: -
Brief background and development -
Main trades lanes served -
Development and short description of container fleets
operated The publication is packed with analyses, statistics and overviews - each main section is preceded with history of that particular market, recent developments and trends industry-wide plus issues facing them today - including a historical review as to how the container box came into being and what makes a box, a box - it is a lot more than just one man and his waiting truck!
Prices (net, excluding VAT) .PDF format by E-mail delivery: EUR 475 Coulour printed/bound, priority surface mail: EUR 495 .PDF and bound/printed: EUR 535 Back to top
Please look at the news section for a (Dutch language) overview of our current vacancies. Back to top
This 7th annual edition, October
2007-published new edition of our most popular report offers an exclusive
insight into the world’s 25 largest liner-shipping companies, bound to grow
further and now jointly already accounting for: -
80% of the global full container trade -
85% of the world container fleet operating in liner
services -
88% of the orderbook for all cellular container vessels -
100% of all Very Large Container Ships of over 7,500 TEU, including all 10,000
TEU+ monsters NEW
and unique features
in the 2007 issue include: -
Graphic “at-a-glance” services by main operator, displaying links between core
trading areas -
Assessment of carriers actually trading on a global basis -
Car/Cap Ratio©, an
indicator of the relation between the development of carryings and
capacity - Scaled
container ship fleet overviews The
fully updated contents furthermore encompasses: -
Existing TEU capacity and orderbook - full container carryings - container fleet
size - market shares in the main East-West trades - actual global
presence analysis -
Carrier profiles: full legal styles - 5-year capacity ranking - Car/Cap
Ratio© -
corporate
background - service developments - container ship fleet and operating capacity
- matrix of services and trade lanes - container terminal interests - other
operating activities - membership of carrier groups -
Analyses of the East-West Alliances’ capacities and market shares - named
North-South consortia -
A survey of Conferences, Discussion Agreements and other carrier
groupings; latest state of regulatory reviews Any
and all information for this report has been collected, researched and processed
in August/October 2007. After
the spectacular consolidation wave of 2005 and the consecutive integration pains
of 2006, carriers involved took a breather to prepare for the next step: not so
much more companies (all told, there still are nearly 60
profiles) but much, much larger ships instead. Will every current Top 25
operator having invested in those survive such an enormous increase of economy
of scale? Not yet this one, but many other answers about the main enablers of
globalisation are found in this 2007 edition of the Top 25 Container Liner
Operators - don’t miss it - it is IMMEDIATELY available! Prices:
This
(August 2007) Dynamar report builds
on the previous 2004 publication (as well as various updated presentations by
the author, Mr. Dirk Visser), and completed with recent in-depth analyses
of all aspects of the worldwide transhipment and feedering markets. The reader
is offered an insight into a huge port activity and maritime industry that
lubricate the modern container liner trades and without which globalisation
could not reach the out-of-the-way places of this world. Contrary to the general
perception, the common feedership is still not much larger than 700 TEU on
average - those deployed by dedicated operators are still under 1,200 TEU.
Together, they lift a huge volume, which is outside the official statistics, but
can be estimated at well over 35 million TEU worldwide in 2006.The publication
contains five main sections: TRANSHIPMENT
Setting the report’s framework:
Definitions; mainline services
concepts; hub-and-spoke; relay and interlining; hub port selection criteria;
dominant transhipment ports; hubs versus gateways, etc. FEEDERING
Looking at the industry from a more
strategic and general view: Definitions; types of feeder
operators; size, speed, design of feeder ships; industry consolidation; mainline
developments affecting feedering; scaling-up; hub port issues; organisation of
the feeder move; new hub-and-spoke projects; conclusions TRADES
Five chapters on the main
feeder markets (Europe, Mediterranean, all Asia, Latin America, Others) and
their catchment regions; who-hubs-where; connections from the main ports; 5-year
hub and regional port statistics; regional transhipment-related port
projects OPERATORS
Extensive biographies on more than
20 common feeder carriers (corporate background, recent developments, services,
fleet details); short profiles of another 15 (niche) operators; ranking
overviews including average feedership size by operator; carryings; the World’s
Top 5 Feeder Operators; extensive overview of the largest non-operating
owners SHIPS
Feeder ship design and requirements;
pictures and plans of representative vessels in various size categories; new
concepts and projects; overview of non-operating owners An Appendix with a variety of data completes
Transhipment & Feedering - Trades, Operators,
Ships - researched, analysed and compiled during the period
April-July 2007 Optional - there is an opportunity to
subscribe to annual updates of the report’s core information
The report is immediately available - ordering via the publications section of this website. Prices: - .PDF
format by E-mail - EUR 355
- Colour printed/bound by priority surface mail
EUR
375 - Both
.PDF and
colour printed/bound - EUR 420
All prices are net of any taxes and VAT |
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