Friday, 8 April 2016

$7.5b Doha port to confirm Qatar’s position as worldwide logistics leader

JEDDAH - Specified for conclusion by 2020, the newest Doha port will propel the transportation sphere forward, double GDP, plus consolidate Qatar’s emergence as the world’s most significant producer of liquefied natural gas.

Tactically placed in the center of the prosperous Gulf Cooperation Council (GCC) nations, Qatar’s maritime shipping and delivery trade has undergone fantastic transformational alterations and it has begun to take off. Way back in 2010, the government unveiled a focused six-stage strategy to build a cutting edge and contemporary port on the coastline near the capital of Doha.

Having a combined population of well over 47 million not to mention yearly financial output at the top of $1.6 trillion (£1 trillion), the six GCC countries Bahrain, Kuwait, Oman, Qatar, Saudi Arabia as well as United Arab Emirates, make up a powerful block of open and integrated economies at a critical crossroads of the world wide economy, between Asia, Europe, Africa and even the Americas. With regard to international trade, in particular maritime shipping, the Middle East presents rewarding opportunities for businesses that can make use of the region’s emergence as a worldwide logistics centre. Back in 2014, Qatar, UAE, Oman, Jordan, Saudi Arabia and Kuwait ranked highest out of 45 emerging markets nations inside the key category of “market compatibility,” outlined by an simplicity of doing business.

As the location has become a considerably important part of world wide shipping and commerce, Doha has set itself apart from some other logistic hubs for instance Dubai through investing intensely in efficient modern infrastructure. Qatar’s maritime ports are going through major expansion. National project spending is likely to top $100 billion across infrastructure, real estate and other energy and non-energy industries across the up coming decade, reported by analysis from the Investment Bank of Qatar.


The new port project alone accounts for $7.5 billion of that spending. Formerly targeted for finalization in 2030, coordinators have sped up the time frame and supplied the resources to cut 10 years off of the construction time-line, finishing all 6 steps of the challenge in the following 5 years.

“By 2016 a state-of-the-art world class port will be accomplished,” said Sheikh Ali bin Jassim Al Thani. “Qatar is offering what other GCC nations cannot give for the reason that don't have the assets to do so. The latest port provides customers with easily accessible gas and electricity, easy to customize warehouses and distribution facilities, multi-purpose warehouses, 3rd party logistics (3PL), a contemporary and high-tech data center, a tremendous container yard, and a transport service shop. Moreover, they'll also have refrigeration services, chilled services and dry locations for those things that need to stay away from humidity.”

With the initial phase finished in 2016, the latest Port will consist of 3 terminals with an eventual combined yearly capacity greater than six million storage containers. The project doesn't just accommodate the predicted rise in container traffic, but will also deal with normal shipment traffic, vehicle imports, livestock imports, mass grain imports, foreign support vessels, coast guard vessels, plus a marine assistance unit. Follow-up projects include high-value and cutting-edge production amenities for the fabrication and repair off offshore and land-based petrochemical constructions, and for the construction, repair and maintenance of high-value smaller, medium and huge vessels. The port plan envisages a hub for maintenance, conversion and construction of all types of crafts, which includes tugs and workboats, military vessels and high-value smaller vessels such as luxury yachts, to the greatest vessels around the world.

All of this comes in addition to the state-of-the-art shipyard that has previously been constructed by Nakilat - Qatar’s state owned shipping company which operates and manages vessels as well as offers shipping and marine-related services. The Erhama Bin Jaber Al Jalahma Shipyard in the Port of Ras Laffan was launched in 2010, marking a milestone not just for Nakilat, but for the whole maritime business in the country.

“It is a $2.8 billion state-of-the-art facility for ship building and restoration, and the overseas community has given it a powerful appraisal with regard to development and level of quality,” stated Abdullah Al Sulaiti. “Now we have the capacity in Qatar to generate a variety of vessels, either industrial or commercial, when I suggest ‘commercial’ I mean top of the range luxurious yachts. In fact, we are presently constructing two 72 meter luxurious yachts; the first will be delivered by the end of next year. It is a big moment for Qatar’s young ship building sector and to discover such capability available in the country in such a short time period makes me extremely proud of what is being reached.”

Along with the world-class shipyard already operational at the Port of Ras Laffan combined with planned developments in Doha, Al Thani says that when all assignments are completed, several other regional shipping and logistics players won’t have the capacity to deal with Qatar.

“Dubai, for example, will be unable to contest with this degree of service in offering such a facility. Qatar is soaring up that marine shipping direction. We'll continue being a very good player and in the long run we will surpass them.”

Seeking to draw in yet additional international financial commitment, the authorities has arranged a specific economic zone beside the brand new port in Doha. The Qatar Economic Zone 3 (QEZ3), is a self-contained development containing industrial and residential facilities and forming a crucial link inside the country’s strategic fiscal plans. The QEZ3 will serve as a transportation and trade gateway into Qatar and provide financial hub around the Port for manufacturing, shipping and trade across numerous industrial sectors, producing import as well as export synergy.

What’s more, the Doha port project dovetails with Qatar’s breakthrough as the world’s largest supplier of liquefied natural gas (LNG). Inside of 20 years, Qatar has improved itself into the world’s primary distributor of LNG, contributing about a third of all intercontinental commerce.

Thursday, 3 March 2016

Heavy luggage: When is it worthwhile to ship them?


You might be packing apparatus for a demo or maybe a winter holiday, and you notice your luggage will no doubt tip the scales.

Do you have to plunk down the cash airline companies request when luggage is too heavy, or mail your weighty luggage in its place?

Thoughts are pretty powerful, whatever side that you come down on.

"In the instance that it is just five lbs overweight, you might want to get rid of five pounds and place it all in your bag," says George Hobica of Airfarewatchdog.com. "However in most cases, it will likely be less pricey to ship it. There are not many (occasions) where it's more advantageous to pay the airline companies, considering that the overweight charges are rather onerous now."

As outlined by an airline comparison done by Airfarewatchdog, overweight baggage rates on domestic flights may soar as much as $200 one way for a bag between 71 and 100 pounds.

United Airlines, for instance, charged $100 for a bag weighing approximately 51 to 70 pounds on domestic flights as of late March, $200 for luggage weighing 71 to 99.9 pounds, and $400 on most worldwide routes.

Spokesperson Rahsaan Johnson states that charges are " competitive with what shipping organizations charge for items of comparable weight and size."

However Richard Yamarone, an economist who resides in Maplewood, N.J., says shipping is usually more affordable, and it's what he usually favors.

"Mail away your head ache," says Yamarone, who journeys frequently for work, as well as to pursue his hobby of fly fishing. "The comparatively cost effective of mailing heavy stuff, equipment, clothes, boots and outerwear is definitely worth (it). All you need to do is get on the aeroplane along with your iPhone, with the knowledge that everything's awaiting you in the room or lodge. That's peace of mind, and worth just about any price.

United parcel service angles it's prices on an item's weight, how far it's going and the transport method the sender chooses, which include ground vs. air service.

Its internet cost calculator will help travelers establish the best selection, which possibly consists of planning to ship the suitcase a long time before your journey, and selecting ground shipping.

"Naturally, if you must over night anything, that costs a lot more than ground shipment," states Chelsea Lee, speaker for The UPS Store.

However, she says, "assuming you are able to make plans, or perhaps recognise you generally have a weighty bag, you'll have a cost savings as an alternative to paying the oversize cost. A couple of days in advance could mean substantial financial benefits."

Travellers could have their baggage delivered to their locations, Lee states. Or possibly, they could consider one of UPS's luggage boxes, that can come in two capacities. Travellers can easily place their suitcase inside the container, or package his or her's clothes and personal items right inside, economizing on weight, given that an empty suitcase, normally, weighs in at Ten pounds. The luggage bins, in comparison, weigh somewhere around 3 or 4 lbs, states Lee.

Sending the tiny luggage box, which is able to hold up to 55 lbs, by ground out of Los Angeles to Nyc, will be $79.55, Lee says, and it would cost $47.99 to send out the identical package from Chicago to New York.

A massive luggage box, which can hold up to Eighty five lbs, normally would cost the sender $102.75 for ground delivery from L . A . to New York, and $76.15 from Chicago to Nyc.

Federal express is an additional delivery service replacement, with large puncture-resistant plastic bags to hold luggage, even a special box for golf clubs.

"If you know you've got your family vacation," says FedEx spokesman Scott Fiedler, and "you know everything that your family needs, especially if you have children, (FedEx) might be something to look into."

Tony Tillman, who travels the country training businesses on software and lives in Burbank, Calif., says that he makes a decision on whether to ship or check heavy luggage based on when he needs it and how much it'll cost him.

"Sometimes, shipping is cheaper than airline fees, and sometimes, it's not," Tillman says, adding that shipping becomes a personal expense, since his employer won't pick up the cost.

Still, if he's got some extra clothing or shoes that send his bags over the 50-pound mark, when overweight fees usually kick in, he'll often opt for UPS or FedEx ground.

"If I'm paying $90 at the airline to have this extra bag or extra weight," he says, "I'd rather just have it where I can write it off as a business expense," he says.

But Michael Gregurich, another frequent business traveler, says shipping bags isn't worth the hassle.

"Even though excess weight charges are extraordinary, the challenges with mailing bags still is greater," says Gregurich, a sales director who lives in Manitowoc, Wis.

Shipping, he says, becomes a problem if he wants to pack an extra item at the last minute or needs to retrieve something from his suitcase.

Clarissa Cervantes, a photographer and researcher who lives and works in Beverly Hills, says that her equipment has often made her luggage heavy, along with all the souvenirs she tends to buy when she travels overseas. Still, she'd rather deal with the airline fees than ship.
"I've looked at the price; it's just not worth it," she says. "It takes more work, and it's not as convenient as having the airline (transport the bags) for you."

As for those overweight baggage fees, Cervantes says she's found a solution - a luggage scale. If her bag goes over the 50-pound mark, she shifts items into her purse and carry-on to get the number down.

"Since I had that (scale), I've never had to pay any extra fees," Cervantes says. "It was a little investment ... but it saves you, in the long run, a lot of money."

Monday, 8 February 2016

Hyundai is going ‘eco friendly,’ transports autos over sea

Hyundai Motor Company is finally working with vessels to safely move its cars throughout domestic markets to reduce fees and lower carbon footprint.

Around 800 Hyundai cars had been filed to the M.V. IDM Symex, a roll-on-roll-off (RoRo) craft, at the Chennai Port on Saturday. The cargo will be unloaded at Pipavav Port in Gujarat, Chennai Port Deputy Chairman Cyril C. George pronounced.

Regardless that Hyundai have been using Chennai Port for conveying hyundai cars, this is actually the very first time that it's transporting its cars by the sea for domestic sector.

Market sources stated it takes regularly three to four days for the car supplier to relocate cars out of the development centres in close proximity to Chennai to Gujarat region through trailers.

Nevertheless, transporting them is viewed as eco-friendly plus economical because the Centre had claimed to provide compensation of Rs.3,000 each automobile to those people choosing coastal method.

Speaking with The Hindu, Mr. George discussed: “It is an additional lead of the Mission Resurge - Chennai Port. Furthermore it is in accordance with the Shipping Ministry’s strategy of encouraging coastal transport, bringing down carbon foot print together with dealing with the traffic congestion matter at the port. Moreover it is the very first time that cars are now being moved from the east coast to west coast.”

Subsequent to flagging off the maiden service, Chennai Port Trust authorities are additionally meeting with some other OEMs including Nissan and furthermore Ford to begin the process making use of the coast for exporting vehicles.

“To really encourage the OEMs to use our solutions, we have publicized a flat wharfage rate of Rs.500 per small car plus Rs.2,000 for considerable motors. At the same time the wharfage for RoRo ships using coastal course has been dramatically reduced by 40 % of standard fee. This judgement was taken within a day,” stated Chennai Port Chairman M.A. Bhaskarachar.



Kamarajar Port, which lately overtook Chennai Port on vehicle exports, is additionally thinking in a corresponding course. “Usually, coal, fertilizer, iron ore, petrol solutions and also cement are taken from one port to another. Today, we are inquiring the OEMs to move cars from southern ports to western ports. This can result in removing significant amount of trailers off road, reduce carbon footprint and also fuel ingestion,” Mr. Bhaskarachar explained.

Monday, 25 January 2016

4 Steps to Make Global Shipping Easy



Selling cross-border has become serious moneymaker for corporations and small establishments alike - consumers purchasing from overseas nations around the world spend two times as much as domestic buyers. Besides that, 70 percent of the world’s purchasing power is right now beyond the USA. Though as few as 1 % of U.S small establishments export, and of those that do, 58 percent exclusively export to just one country. Nonetheless, most sellers consider the concept of exporting intimidating.

Growing around the world doesn’t need to be the hair-raising situation that many small company owners dread it to be. Associations like Export.gov and the International Trade Administration supply one-on-one advice to small business owners. And in the fast-growing international market, all entrepreneurs ought to be trying to find new sales channels offshore.

Here's four simple steps to make worldwide shipping a breeze:

Double check all of your containers
Literally - Export.gov features a quiz to help small enterprises review their ability for global business. Prior to expand commodity or begin employing, you need to check it out to make sure your merchandise can be distributed internationally, speculate average transport costs and better understand any limitations you could be distracted by.

Discover regulatory specifications
One of the most frequent queries merchants have is if a special licence is needed to sell overseas. For the vast majority of exporters, the reply is no. Those that do need a license are typically retailing products which have a dual commercial and military use.

In addition, there are certain goods that can't be delivered overseas under most circumstances and are also susceptible to much closer analysis, for example alcohol, firearms, fresh fruits and vegetables, and nail polish.

Navigate the waters of customs and shipping
All global shipments need to pass through customs. To help avoid challenges, remain organised when it comes to your documentation. This means attaching the customs documents to the outside of the container and being entirely truthful in declaring contents. Avoid surprise charges by calculating duties. In regards to shipping and delivery, there are a number of carriers which ship around the globe.

Don’t make customers leave your website for simple information and facts
Overseas clients want to find out just how much goods will cost them in their own currency. In case you don’t make this information readily available to them, they will have to leave your website to discover it - and they may not return. Whether buyers have an option to scroll through a drop down menu to switch the values or you list them inside a item description, having that information easily obtainable may help close sales by keeping it easy.

Tuesday, 15 December 2015

India could offer silver lining for shipping field

 
The escalation of India as being a global player within the shipping market could well be just a few years away, since the country has the possibility to develop into a secondary “China”, concerning triggering seaborne requirement for materials, for the most part coal and iron ore, along with energy-related products. If one takes a closer look at the most recent country focus from the International Energy Agency (IEA), they will find that India is shifting onto the center stage of international energy taking top spot in terms of coal use, oil demand progression and also solar PV output. As you can rapidly realize it is the initial two that happen to be of particular interest to the international shipping market, with coal consumption very necessary for the dry bulk industry as well as oil demand advancement for the tanker sector.

Within the latest weekly report, shipbroker Allied Shipbroking observed that “the reason behind almost all of this is actually quick rise in energy ingestion anticipated to transpire amongst its 1.3 billion population, something that is comparatively effortless to feed for such surprising growth values over the next few years considering that 240 million of them are now living in rural locations without having a source of electricity, when at the same time it has got one of the largest growth ranges in new car possession. These two will prove as influential factors propelling a close to 30% boost in coal as well as oil usage by 2020”.

Allied’s George Lazaridis, Head of Market Research & Asset Valuations, declared “coal is India’s fundamental source of energy that represents 40% of its energy mix while taking its positioning as third most significant developer and buyer internationally. Provided that India is predicted to keep its coal-cantered energy approach inspite of the global “green” pres-sure and taking into consideration the enhanced desire it will have for power capacity and electricity generation it will be appealing to watch whereby it will turn to serve its needs seeing as eventually it is going to find its internal production and reserves insufficient to keep pace with its increasing appetite. It means that despite the fact that its impact on seaborne coal trade may perhaps stay capped as it takes on efforts to boost its inner production, if its surge in high demand keeps on track with what it is now it will not be too long before it takes up and holds the lion share in the market. It is also worth bringing up this year up to now it has already surpassed Chinese imports taking up 20% of the coal business this current year, as a result of more supple desire from the earlier industry leader, particularly China”, he documented.

In the mean time, “things however are pretty different in terms of oil, as India is dependent predominantly on imports to cover both its consumer and industrial needs. With more than 260m passenger cars anticipated to be added to its up-to-date car possession across the next 25 years and with its trade set to take a more prominent role in the world stage, presumptions are for a similarly favorable surge in need for both crude oil along with, if not more so in oil products. The only problem with this is its prime area, stationed much closer to the main Middle Eastern suppliers then any one of the OECD members or China. Which means that the benefiting tonne-miles will likely be much less, though at the end of the day any improvement in demand is definitely welcome”, Lazaridis mentioned.

So, exactly what are the probable dampeners to such constructive situations? “Well for starters you are still confronted by the danger of policy control which may be brought about by global environmental worries. This is particularly a worry for coal, that might manifest either through a demand for India to decrease it reliance or perhaps through other main consumers moving away from their reliance on this “dirty fuel”. On the side of oil it appears to be the most significant dampener might be technologies, with existing developments heading in direction of much more eco-friendly modes of transport. Nonetheless, it looks as if there is still something to keep us positive for the future”, Allied’s analyst concluded.

Wednesday, 11 November 2015

Will smaller be the new big for container vessels?

Supersize me?

After container ships were initially made in the 1950s, shipowners and shipbuilders have actually been non-stop creating bigger vessels in a bid for more extensive cost effectiveness.

The container vessels have multiplied in proportion from holding under 500 twenty foot containers, termed 20 foot equivalent units (TEUs) in the marketplace, to carting approximately 20,000 today.

But this arms race has elevated the concern of overcapacity firstly from a slowing increase in the quantity of intercontinental business.

Container shipping costs are generally crumbling and shipping lines are beginning to feel the press. This is highlighted by a income alert from one of the world's most important shipping companies, late last month.

A Danish corporation pointed out current market factors have pushed it to chop 4,000 jobs, cut down capacity and discard plans to develop six new supersized 20,000 TEU vessels.

Is it a little blip in the relentless competition to scale up? Or is it a turning point which will show the creating of ever greater vessels is no longer driving cost savings, but is instead simply just bringing down the transport charges vessels rely upon?

A shipping consultancy, suggest the latter is valid:

"Maersk's downgrade and idling of flagships is a stark reality check for a marketplace teetering on the side of a return to deep losses which has until now only been sidestepped simply because of low fuel charges, and could well be the prompt for action that is needed to stop the rot."

The situation might yet get worse.

An additional shipping company shared with fastFT:

"I feel it's informing - there are a great deal more than 70 container ships north of 18,000 TEU on order, with a little more than 30 in the water, so the there is witout a doubt a long tail to the upsizing development that is yet to be felt."

Nevertheless while it's primarily the newest, bigger ships fuelling the overcapacity, the more compact ships could possibly be the ones to become affected. He pronounces:

"We assume the bigger issue is most likely the tonnage which gets displaced as a result of these bigger ships. Global fleet is turning out to be a little lopsided, and unless we grow our way out of it - that looks much less likely near-term - the pockets of tonnage that will get squeezed out are sure to come with bigger issues, in particular for owners left holding the bag."

Right here is a timetable of the way in which container vessels have progressed:

1956 - the Ideal X, a altered World War II oil tanker, manufactures original commercial container-laden, transporting 58 storage containers from Port Newark, New Jersey, to Port of Houston, Texas.

1960 - Sant Eliana has become first container vessel to participate in global commerce, traveling from New York to Venezuela.

1966 - SS Fairland rolls out very first transatlantic container service, embarking from New York to Grangemouth and also Rotterdam with 400 TEU on-ship.

1967 - The first purpose-built offshore shipping container carrier, the 700 TEU Atlantic Span, is finalized.

1969 - Shipping writer Richard Gibney coins the saying TEU or twenty foot equivalent unit.

1971 - First entirely containerised operation between European countries and Asian countries launched

1972 - 2,228TEU Kurama Maru happens to be very first container vessel of Panamax measurements

1988 - First "post-Panamax" container ship - a vessel too sizeable to fit through the Panama canal- is developed by Howaldtswerke-Deutsche Werft from Hamburg to hold 4,300 TEU.

1995 - Mitsubishi Heavy Industries send bigger than 5,000 TEU

2003 - Primary container ship greater than 8,000 TEU manufactured

2006 - 50 year anniversary of containerisation

2014 - Fresh development of seriously big shipping container vessels are complete, with volume of 19,000+ TEU

2018 - No end in view. Industry watchers hope 22,000+ TEU boats to be in service

Tuesday, 27 October 2015

Relocating: Overseas shipping

When relocating overseas, you'll notice 3 options for moving home: depart with nothing, emigrate with a few things, or move your entire home furnishings and valuables by making use of an international freight specialist. Offshore shipping could very well be complicated and time-consuming, although listed below is some tips on how to cope with it.


Sell or 'sea' it

An international emigration will be quite expensive. And the ideal way to shave down charges are to eradicate all that 'stuff'. Kathleen Peddicord, writer and overseas skilled, writes in her post '17 things I wish someone had explained to me just before moving day':

"You are most certainly better off not moving your household things and your furniture with you. I would personally encourage you sell everything or give it all away before the relocation. I couldn't bring myself to do this, now I regret all of the fuss and cost in connection with shifting a large house filled with furnishings from one continent to another."

Willeter says relocation companies, "...are certainly witnessing a boost in shorter-term assignments more than longer term." Even more reason to pack light.

However, repatriating tends to carry more exotic 'baggage' that is accrued throughout a stay overseas, and ordinary items now hold sentimental value for the standard repat. When push comes to shove, these types of one-of-a-kind furnishings are definitely tricky to let go.

If this is the scenario, shipping internationally is the traditional choice, and contacting a moving organization is a must. Willeter confesses that ultimately, repatriates will not experience much of a difference with removal organizations in comparison with when they expatriated, except for employees saying, "Welcome back."

Luckily for expatriates going through the same approach as before, arranging a moving procedure should be much more familiar.

"Understanding that a customer is a 'seasoned expat' will not inevitably assist with their potential to acclimatise to a new destination, nonetheless they will hopefully be more ready for the dynamics of the move itself," he adds.

Here are 5 top tips

Regardless of experience, relocating to another country is a huge, scary process. Overconfidence is often as harmful as inexperience. In fact, expats coming back home will often be faced with more bureaucratic work that originally estimated. Do you know the laws and regulations your home country has for relocating products back in?
"I have heard countless French clients being amazed at the level of 'red tape' that even they are up against when they return home."

To help provoke a plan for your move, here are five necessary points to remember:

1. Use an global shipping business
Use a removal company, or prepare for a full-time job. If you wish to do this by yourself, get ready to take many weeks calling companies for quotes and filling out paperwork for customs, port paperwork, insurance coverage and much more.

You do not know the quantity of pieces of paper you produce; you generate an entire stack of paper to do this. Though if you have a relocation company, they complete all of that for you.

2. You definitely need insurance coverage
On the rare event that a storm strikes the freight carrier and your container slips into the ocean, again, this really is remarkably improbable, however it has happened before. Insurance usually covers the entire loss of a container within the arrangement.

3. Keep your cargo separate
Confusion is not the biggest situation, it's confiscation. In the event the police force locate something against the law they're going to take everything in the container, hence all of your special antique items and also everything are gone.

It's strongly recommended to try and fill or rent a whole container when repatriating home.

4. Keep in mind middle man
Ensure that home furniture similar to exotic lamps, hi-tech electronics and also one-of-a-kind furniture have the crucial connections to operate away from the country where obtained. From plug adapters to particular linens, make sure your ideal set up can be achieved just like it had been in your host country.

5. Remember to lock up (and unlock)
The best advice for anybody relocating internationally with shipments on the way is simple - don't pack your property keys inside the sea shipment!