Young Agent and Broker Award 2015 Ebook

Total Page:16

File Type:pdf, Size:1020Kb

Young Agent and Broker Award 2015 Ebook THE FEDERATION OF NATIONAL ASSOCIATIONS OF SHIP BROKERS AND AGENTS FONASBA YOUNG SHIP AGENT OR SHIPBROKER OF THE YEAR AWARD The Collected Essays From the Inaugural 2015 Award YOUNG SHIP AGENT OR SHIPBROKER OF THE YEAR AWARD 2015 2 Copyright © FONASBA 2015 YOUNG SHIP AGENT OR SHIPBROKER OF THE YEAR AWARD 2015 3 TABLE OF CONTENTS Introduction by the President 5 Introduction by the Vice - President for Education and Chairman of the Award Review Committee 7 Support from the Award Sponsors 9 - 10 The Papers: 11 Renan Queiroz, Brazil 2015 Award Winner 13 - 50 Diego Agüero, Argentina 51 - 77 Giulia de Paolis, Italy 78 - 91 Luisa Mastellone, Italy 92 - 113 Aleksandar Obućina, Serbia 114 - 130 Nils Reinhardt, Germany 131 - 148 Frédéric Van Mechelen, Belgium 149 - 181 2016 Entry Criteria and Timetable 182 - 184 YOUNG SHIP AGENT OR SHIPBROKER OF THE YEAR AWARD 2015 4 YOUNG SHIP AGENT OR SHIPBROKER OF THE YEAR AWARD 2015 5 INTRODUCTION By the President of FONASBA It gives me great pleasure to write the foreword to this first collection of entries for the FONASBA Young Ship Agent or Ship Broker Award. The Award was launched early in 2015 with the aim of encouraging younger members of our profession to look in detail at one or more aspects of the ship agency, ship broking or wider maritime sector and to research and produce a thesis level paper on that topic. In spite of the impact of relatively short deadlines for this first Award on the already limited time available to a working ship agent or ship broker, our younger members responded magnificently. The papers included in this eBook not only demonstrate clearly the diversity and depth of knowledge available within our membership, but also the interest and commitment of the authors to enhancing their knowledge and sharing it with others. Just looking at the diversity of the subjects covered is more than sufficient to give an insight to the breadth of our profession. The papers ranged from broad brush investigations into the role of the ship agent today, to those looking at the specific issues for agents working in specialist environments such as river transport. Others looked at the impact of external factors, for example trading patterns, on our profession. The future of ship agency and ship broking was also a common theme, with more than one entrant venturing to suggest where our members will be in the mid - term. Reading the papers also demonstrates the passion that our younger members have for our industry and their concern that whatever the future influences there are on it, the ship agent and ship broker will continue to play a vital role in the effective and efficient movement of goods by sea. With this level of commitment and enthusiasm being shown by our younger members, we can be confident that our profession is in safe hands for many years to come. I now encourage you to read the papers and having done so, to urge our younger members to enter the 2016 Award, which is now open. The criteria for this year’s Award, and the entry timetable, are reproduced on pages 182 to 184 and we look forward very much to receiving their entries. Finally, I would once again thank all our 2015 entrants for their hard work and dedication in producing these excellent entries. Our congratulations once again go to Renan Queiroz for his winning entry, but whilst there can only be one winner, knowing that the efforts of each and every one of you has added greatly to the sum of knowledge available to FONASBA, its members and, through this publication, to the wider maritime sector, should make each of you as proud of those efforts as we are in being able to present them here. Glen Gordon Findlay President YOUNG SHIP AGENT OR SHIPBROKER OF THE YEAR AWARD 2015 6 YOUNG SHIP AGENT OR SHIPBROKER OF THE YEAR AWARD 2015 7 INTRODUCTION By the FONASBA Vice President for Education As Vice President for Education, I am pleased to join with our President, Glen Gordon Findlay, in writing the foreword to this eBook celebrating the first Young Ship Agent or Ship Broker Award. When we started this project we had some doubts about the level of support it would receive, especially given the demands of a 24/7/365 maritime service industry, but the seven entrants managed to carefully balance all the demands on their time and lives to produce seven well - written, balanced and detailed papers that together and separately stand testimony to the knowledge and enthusiasm of our young people. Through the publication of this eBook, we are pleased and proud to be able to demonstrate the depth of that knowledge and enthusiasm to the wider shipping community I was honoured to be a member of the Award Review Panel, led by my colleague, Past President and FONASBA Honorary Member Gunnar J. Heinonen, and to work with him and Charlotte Kirk FICS, Commercial Director of our first sponsor ITIC, in reading all the papers. It was a pleasure to undertake this task and I was impressed at the level of understanding of our industry and the depth of the additional research that went into each and every one. Whilst there could be only one winner, each of the papers certainly met with the criterion that every entry to the Award should add to the fund of knowledge within FONASBA and there are a number of issues that have emerged and we will be taking these forward in the coming months. I therefore thank all the entrants on behalf of FONASBA for their interest, commitment and enthusiasm and congratulate them all on their achievement. Having acknowledged ITIC as our first Award sponsor, I also thank our colleagues at BIMCO for their support for the project and for sponsoring an additional prize. This eBook marks the end of the 2015 Award and we are already open to receive expressions of interest for 2016 entry. With much more time allowed for subjects to be considered and research to be undertaken, we are hopeful that this second Award will see even more entries. FONASBA is grateful to both ITIC and BIMCO for reaffirming their support of the prizes for 2016 and Gunnar Heinonen and Charlotte Kirk have also agreed to join me on the judging panel. We all look forward to reading the entries for the new Award and to once again having the difficult but enjoyable task of selecting the winner, whom we look forward to welcoming to the 2016 FONASBA Annual Meeting in London. Capt. Jakov Karmelić FONASBA Vice President for Education INTRODUCTION By the Chairman of the Award Review Committee My colleagues on the Reviewing Committee and I were extremely impressed by the standard of all entries in this years’ competition, which was consistently high across all the papers. After this encouraging start we hope that the 2016 competition will attract still more entries to prove the high standard of professionalism among young shipbrokers and agents. The future is yours and what better proof is there than to be able and willing to document one’s views and visions. Good luck! Gunnar J. Heinonen FONASBA Honorary Member YOUNG SHIP AGENT OR SHIPBROKER OF THE YEAR AWARD 2015 8 YOUNG SHIP AGENT OR SHIPBROKER OF THE YEAR AWARD 2015 9 AWARD SPONSOR - ITIC ITIC has insured ship brokers and agents since 1925 (in its various previous forms of CISBA etc.). ITIC was founded by a number of prominent members of the Institute of Chartered Shipbrokers who were port agents and brokers in the UK. Having had 90 years’ experience of handling claims involving brokers and agents we understand the importance of knowledge and education. We know that many of the claims brought to ITIC would not have occurred had the person concerned had a better training, or knowledge of the job they were doing. In view of our consideration of the importance of knowledge ITIC has always tried to be involved with education or training. The team will provide loss prevention seminars directly to members in their offices, or more generally thorough the local ship agents’ or brokers’ association. We are also proud of our involvement with the ICS training courses, as lecturers, examiners and assessors. We, at ITIC, were delighted when we heard that FONASBA wanted to provide an educational award for a young broker or agent and we were even more thrilled to be part of it, as part of the judging panel and as sponsor. At ITIC we firmly believe that if the depth of knowledge is gained early in the brokers’ or agents' career, it will be with them for life. Knowledge at all levels improves loss prevention, reduces claims and therefore the cost of your company’s professional indemnity insurance. In 2015 Renan Queiroz was the winner of the FONASBA Young Agent and Broker Award for his enlightening paper on being a ship agent on the River Plate. It was a thoroughly well researched, well - structured and well written paper. Another paper considered as being very highly commended was on the differences of working on the River Danube by Aleksander Obucina. Some of the proposals contained in this paper were suggested for adoption by ECASBA within the context of the European Commission’s inland waterways strategy. Through this paper, the FONASBA Young Agent and Broker Award could make a real impact to operations on the Danube. We are looking forward to reading the papers for the 2016 entrants, which we hope will be as varied and as well written as the entries for 2015.
Recommended publications
  • Examiner's Report November 2020
    EXAMINER’S REPORT NOVEMBER 2020 SHIPPING BUSINESS Question 1 Answer BOTH parts of the Question You are a shipowner of a ship about to go on voyage chartered and the charterers are asking you to appoint their nominated agent. a) Discuss what your concerns, how can you protect your interests b) what are the advantages of appointing their recommended agent Factors to consider Is the agent financially secure ; Are they able to look after your husbandry matters; Will they favour the charterer over you their principal; Will they charge a fair and reasonable agency fee? A protecting agent can be appointed to ensure that your interests are protected. A protecting agent will be able to look after your usual agency requirements and examine the proposed disbursement account for accuracy and competitiveness with regards to agency fee. In some countries the protecting agent can be nominated as the port agent and be responsible for the port account. If this is the case, then they only need to pay the charterers nominated agents the agreed agency fee Investigate the financial standing of the agency. The nominated agent will be an expert at handling this particular cargo and so will ensure the vessel comes onto the correct berth, the cargo is ready for loading or discharging , the port and stevedores are all fully aware of the requirements and so there is a good chance that your ship will finish early and earn despatch or at least avoid demurrage It will also foster good relations with the charter and encourage them to look to fix more vessels with you.
    [Show full text]
  • NEWCASTLE UNIVERSITY Thesis Submitted Towards Phd in History
    NEWCASTLE UNIVERSITY Thesis submitted towards PhD in History An examination of the decline of shipbuilding on the North-East Coast of England and the West of Scotland during the interwar period, 1920–1939 W. Paxton October 2017 i CONTENTS Page Copyright, declaration, and dedication .................................................................................. v Abstract ................................................................................................................................. vi Acknowledgements .............................................................................................................. vii List of Diagrams ................................................................................................................. viii List of Tables ......................................................................................................................... x List of Maps ....................................................................................................................... xiii List of Photographs ............................................................................................................. xiii List of Illustrations .............................................................................................................. xiv Appendices ........................................................................................................................... xv Abbreviations .....................................................................................................................
    [Show full text]
  • Cross-Border Insolvency and Shipping – a Practical Guide1
    Cross-border insolvency and shipping – a practical guide1 Julie Soars,2 7 Wentworth Selborne Chambers Sydney3 A criticism has been made of the terms of the Model Law by reason of its failure to recognise and take appropriate account of international maritime law and the operation in Australian jurisdictions of the Admiralty Act. I do not propose to take up those matters in the present Judgment, but those criticisms draw attention to the fact that, for centuries, international maritime law developed its own security regimes for reasons which remain generally observed around the world, including in Australia.4 Admiralty law is only an arcane or obscure branch of the law to those whose legal thinking is informed exclusively by land-based human activity…”5 (in the context of the “international feud” between admiralty and bankruptcy) Two households, both alike in dignity…6 Contents Cross-border insolvency and shipping – a practical guide ............................................. 1 Introduction ........................................................................................................................................................................ 2 Introduction to the UNCITRAL Model Law on Cross-Border Insolvency in Australia ................. 6 The important provisions of the Model Law ...................................................................................................... 9 Interpretation of the Model Law ..........................................................................................................................
    [Show full text]
  • Prepared by Mrs.M.Janani Department of Commerce
    Prepared by Mrs.M.Janani Department of Commerce (International Business) Government Arts College, Coimbatore – 18. Reference: Logistics Management and World Seaborne Trade Author: Krishnaveni Muthiah Freight rates – Principles Liner Freight structure Tramp Freight structure Freight rates should cover the costs incurred in the general operation of the transport company and those particular costs which are incurred in connection with a particular consignment, like certain special handling charges. Freight rates for any mode of transport are based on the following principles: 1. Actual Costs: Freight should cover the actual cost of transportation. The actual cost depends on the following factors: a) Fixed Cost: ◦ Freight should cover interest on capital, depreciation, registration, maintenance charges, administrative overheads, expenditure of other fixed facilities, insurance expenses and the like. ◦ Many Transport companies depending on their decision on how much to spend on each of the above stated expenditure items can bring a difference in the actual costs incurred them in comparison to the actual costs incurred by the competitor transport company. b) Semi-fixed Cost: ◦ Freight should cover the salary of the crew employed on the vessel vehicle and other miscellaneous maintenance expenses, which vary partially with the running of the vehicle. ◦ Many a times, shipping companies by employing staff who command lesser salary try to have a competitive edge over other transport corporations. c) Variable Cost: These are cost of fuel, lubricating oil and accessories which are incurred when the vehicle is on the move and the cost of repairs and maintenance directly attributable to a particular journey. For example, Tramp chartering rates will be fixed taking into account the unique variable cost to be incurred for each contract.
    [Show full text]
  • Table of Content COMPANY PROFILE
    Table of content COMPANY PROFILE Table of Content Profile Cover………………………………………………………………………………………………………………………………………. 1 Table of Content…………….………………………………………………………………………………………………………………….. 2 About Direct Freight Solutions……………………………………………………………………………………………………………. 3 Global Network………………………………………………………………………………………………………………………………….. 4 Our Standards……………………………………………………………………………………………………………………………………. 4 Our Vision………………………………………………………………………………………………………………………………………….. 4 Our Mission……………………………………………………………………………………………………………………………………….. 4 Our Services……………………………………………………………………………………………………………………………………….. 5 Ship Brokering & Heavy Lift Chartering………………………………………………………………………………………………. 5 Heavy Lift Chartering………………………………………………………………………………………………………………………….. 5 Roll-On - Roll-Off Cargo………………………………………………………………………………………………………………………. 7 Project Logistics…………………………………………………………………………………………………………………………………. 8 Barging Operation……………………………………………………………………………………………………………………………… 8 Heavy Transportation………………………………………………………………………………………………………………………… 9 Crane and Heavy lifting Arrangement………………………………………………………………………………………………. 10 Removal & Relocation……………………………………………………………………………………………………………………….. 11 Heavy Industrial Moving……………………………………………………………………………………………………………………. 11 Warehousing Services……………………………………………………………………………………………………………………….. 12 Stuffing and Unstuffing……………………………………………………………………………………………………………………… 12 Packing & Moving………………………………………………………………………………………………………………………………. 13 General Warehousing Services………………………………………………………………………………………………………….. 14 International Freight Forwarding
    [Show full text]
  • The Emergence of Emerging Markets Derivatives Exchanges
    Ensayos–Volumen XXIV, núm.2, noviembre 2005, pp.31-82 Development and volume growth of organized derivatives trade in emerging markets∗ Lourdes Treviño∗ Abstract This paper updates and extends reviews of the development of emerging market derivatives exchanges for a sample of 58 emerging countries and 83 derivatives exchanges from 1999 to 2005. Active exchanges are found in 29 emerging market countries, mostly trading financial products. Volume concentration measures suggest that smaller exchanges have increased their market shares outpacing larger ones. This is confirmed by a clear and significant reduction in the concentration index between developed and emerging market exchanges in favor of the latter. Non-US exchanges have dominated US counterparts, while trade has increasingly concentrated on financial derivatives rather than commodities. Exchange-traded derivatives showed a greater concentration than OTC markets, although these described a faster increase in concentration levels. JEL Classification: G1; F1 Keywords: Emerging markets, Derivatives exchanges, Derivatives volume. 1. Introduction At year-end 1999, just as the new millennium started, volume on U.S. futures exchanges had fallen 7%. It was due to an increase of 11% on the non-U.S. exchanges that global volume actually rose 10% that year to total 2.4 billion contracts traded. Six years later, at year-end 2005, global volume stood an astonishing 312% higher at 9.9 billion contracts traded.1 And, although price discovery and risk management is happening all over the world, the number of active exchanges has not grown. While new exchanges have developed, almost an equal number have disappeared, mainly because of consolidation.
    [Show full text]
  • Iversen Ebha Paper
    Paper for the EBHA conference 2007, Geneva Capability and Opportunity The global breakthrough of the Danish shipping industry, 1985-2007 Martin Jes Iversen and Henrik Sornn-Friese Copenhagen Business School This is a work in progress – please do not quote without permission from the authors 1. Introduction In all major historical epochs the majority of trade has been transported by sea. It has been estimated that in the “new global economy” of today ships carry more than 90 percent of world trade. 1 It follows that shipping is a vulnerable industry with shipping cycles generated by business cycles in the world economy. Following upon the Second Oil Crisis global shipping faced its deepest and most severe crisis since 1945. World trade by sea decreased continuously four years in a row from 3,715 million tons in 1979 to 3,090 million tons in 1983. 2 The crisis was strengthened by slow structural adjustment of supply to the difficult demand circumstances: Orders for new ships often ran over several years and labour intensive shipyards and prestigious national fleets continued to receive state subsidiaries. The world merchant fleet consequently continued to grow until 1985 resulting in overcapacity, low freight rates and the diffusion of open low cost registers (flags of convenience such as the Bahamas, Liberia and Panama). 3 The crisis was also felt in Denmark. According to annual reports from the Danish Shipowners’ Association (various years) the size of the merchant fleet went down from 8.7 million tons deadweight (DWT) in 1979 to 6.8 million DWT in 1986. 4 The drop in the number of ships was even more severe as the Danish merchant fleet was reduced from 909 ships in 1977 to 525 ships in 1989.
    [Show full text]
  • The Role of Carriers, Ports and Third Parties in Liner and Bulk Shipping
    THOMAS ROSLYNG OLESEN VALUE CREATION IN THE MARITIME CHAIN OF TRANSPORTATION THE ROLE OF CARRIERS, PORTS AND THIRD PARTIES IN LINER AND BULK SHIPPING CROSS-DISCIPLINARY AND PROBLEM-FOCUSED RESEARCH AND EDUCATION IN THE MARITIME INDUSTRY CONTEXT PUBLISHED BY: CBS MARITIME DECEMBER 2015 [email protected] WWW.CBS.DK/MARITIME PHOTOS: FRONT PAGE PHOTO: SCANPIX/IRIS PAGES 9, 19: SCANPIX/IRIS PRODUCTION: CBS MARITIME GRAPHIC PRODUCTION: SKABELONDESIGN A/S ISBN: 978-87-93262-01-0 CONTENTS CONTENTS INTRODUCTION ................................................................................................................................................................................ 4 PURPOSE AND METHODOLOGY .......................................................................................................................................................... 5 THE CARRIER: THE SHIPPING COMPANY OR SHIP OPERATOR ............................................................................................................... 10 THE ROLE OF (INDEPENDENT) THIRD PARTIES .................................................................................................................................... 13 THE LINK BETWEEN THE CONSIGNOR AND THE SHIPPING COMPANY .................................................................................................... 14 AGENTS OF AFFREIGHTMENT IN LINER SHIPPING .......................................................................................................................... 14 The Freight Forwarder
    [Show full text]
  • WRAP Theses Giraudo 2017.Pdf
    A Thesis Submitted for the Degree of PhD at the University of Warwick Permanent WRAP URL: http://wrap.warwick.ac.uk/103850 Copyright and reuse: This thesis is made available online and is protected by original copyright. Please scroll down to view the document itself. Please refer to the repository record for this item for information to help you to cite it. Our policy information is available from the repository home page. For more information, please contact the WRAP Team at: [email protected] warwick.ac.uk/lib-publications Uneven development and the governance of agricultural commodity booms: the case of soybean in South America Maria Eugenia Giraudo Thesis submitted in partial fulfilment of the requirements for the degree of Doctor of Philosophy in Politics and International Studies University of Warwick, Department of Politics and International Studies September 2017 Table of Contents Acknowledgments ................................................................................................ v Declaration ........................................................................................................... vii Abstract ................................................................................................................. viii List of Figures ........................................................................................................ ix List of Abbreviations ........................................................................................... x 1. Introduction ...................................................................................................
    [Show full text]
  • Commodity Derivative Market
    Commodity Derivative Market ISFM, Best Stock Market School 0124-2200689, 9540008689, 8368025252 www.isfm.co.in Why Commodity Exchange in India • 47% of GDP is Commodity related • 23% of GDP is from Agriculture • Over 65% of 1 trillion population depend on agriculture directly • Over 7500 physical market yards History of more than 150 years of • ISFM, Best Stock Market School derivatives trading 2 0124-2200689, 9540008689, 8368025252 www.isfm.co.in Basis • General meaning of ‘derivatives’ – By Product – Imitative – Unoriginal What are ‘Financial’ derivatives? – Instruments (tools) whose value (price) depends on the prices of underlying – Underlying can be • Commodities like gold, wheat, crude oil, ISFM,• Currencies Best eg. US dollar, Stock Euro Market School • Stocks eg. Infosys, Reliance, stock indices like BSE Sensex • Weather products on rainfall, temperature, etc. • Govt.securities 0124-2200689, 9540008689, 8368025252 www.isfm.co.in As defined in the RBI guidelines A derivative is a financial instrument: (a)whose value changes in response to the change in a specified interest rate, security price, commodity price, foreign exchange rate, index of prices or rates, a credit rating or credit index, or similar variable (sometimes called the 'underlying') (b) that requires no initial net investment or little initial net investment relative to other types of contracts that have a similar responseISFM, to Best changes Stock in market Market conditions; School and (c) that is settled at a future date. 0124-2200689, 9540008689, 8368025252 www.isfm.co.in Commodity Futures contract & Exchange A commodity futures /forward contract is a binding agreement between a seller and a buyer to give (by the seller) and to take (by the buyer) delivery of the underlying commodity at a specified future date with agreed upon payment terms.
    [Show full text]
  • West African Trade Between 1960 and 1985
    Regeneration & Decline of British Trade & Shipping Interests in West Africa Factors That Influenced the Operation & Design of Ships in the West African Trade between 1960 & 1985. by Stephen R. New MA (2000) The West African Trade West Africa comprises of a total of sixteen independent African States making up the recognised ECOWAS1 area; the majority having their own coastline. Their individual geographical features, ethnic origins and economic values differ greatly making them strange partners in terms of being a collective trading group. Even harder to comprehend is the fact that exploitation of the agricultural and mineral wealth of these countries is largely dependent upon the migration of labour between these West African States2. The export of cargoes from West Africa, with the exception of mineral bulk, has always traditionally been made up of small consignments insufficient to facilitate loading solely at any single port. Consequently a specialised tramp and liner trade developed over the years that naturally embraced the whole region from the south of the Sahara down to the Cameroons3. By 1960 the trade was dominated by three shipping companies, Elder Dempster Lines, Palm Line and the Woermann Line4. Although providing liner sailing schedules, the nature of the trade engaged upon by these companies was more closely related to that of the tramp trade practised elsewhere in the world. Much of the uniqueness of the West African shipping business until the late 1960's was the direct product of a difficult geographical terrain and poor port facilities. Development & Change The 1960's West African shipping trade as it then stood had steadily developed over a period of approximately 110 years.
    [Show full text]
  • The Statutory Charter Party Liability for Damaged Or Delayed Goods
    The statutory charter party liability for damaged or delayed goods Chapter 14 of the maritime code Candidate number: 7071 Submission deadline: 30.06.2015 Number of words: 17997 i To my father, simply the best and always in my closest memory. ii Table of contents 1 SUMMARY ........................................................................................................................ 1 2 INTRODUCTION .............................................................................................................. 3 2.1 Demarcations .................................................................................................................... 4 2.2 Definitions ......................................................................................................................... 5 PART I – LIABILITY UNDER A TRAMP BILL OF LADING ........................................ 5 3 THE LIABLE PARTIES UNDER A TRAMP BILL OF LADING .............................. 5 3.1 The distinction from liner service- when do the rules in chapter 14 apply to the bill of lading? ........................................................................................................................................ 6 3.1.1 The Lulu-problem ................................................................................................ 6 3.1.2 Section 295 .......................................................................................................... 7 3.1.3 Section 286 .........................................................................................................
    [Show full text]