DOCSLIB.ORG

Concept of Compatibility in Shipping

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

Concept of Compatibility in Shipping Fuzzy Set Theory and Case-Based Reasoning Approaches Setyo Nugroho Technische Universität Berlin 2005 D83 Concept of Compatibility in Shipping - Fuzzy Set Theory and Case-Based Reasoning Approaches - vorgelegt von ir. Setyo Nugroho geb. in Tuban, Indonesien an der Fakultät V Verkehrs- und Machinensysteme Technische Universität Berlin zur Erlangung des Grades Doktor-Ingenieur -Dr.-Ing.- genehmigte Dissertation Promotionsausschuss: Vorsitzende: Prof. Dr.-Ing. Gerhard Hüttig Berichter: Prof. Dipl.-Ing. Horst Linde Berichter: Prof. Dr.-Ing. Erhard Konrad Tag der wissenschaftliche Aussprache: 13. Juni 2005 BERLIN 2005 D83 Dedicated to: my children, my wife and my parents i Summary This thesis aims at contributing a new perspective on the way living pro- blems in shipping practice are addressed. Shipping is the workhorse of the world economy. It connects nearly all parts of the world. State of the macro economy, weather and political events affect the sector very much. The magnitude of their influence is unclear and is difficult to justify objectively. Those aspects are taken into account when determining of freight rates or charter hire. Therefore shipping can be viewed as a complex system. The existing tools including market forecasts and shipping indexes are less useful for conducting daily shipping practice. Information is available in abundance, but the useful one is still scarce and expensive. In spite of the complexity of the living problems in shipping, an experi- enced shipping practitioner can solve problems quickly and -frequently- sa- tisfactorily. An experienced ship broker, for example, can assess the value of ships better and faster than any value assessment method. This merit leads to the idea, that it would be useful to have a better insight on this phenomenon that experience and intuition play an important role in practi- ce and that similar problems tend to have similar solutions. Therefore the capability to recognize similar problems will be helpful to find the desired solution. Compatibility, a concept proposed as an attempt to explain and to em- brace the way problems-solvings (value assessment and planning tasks) are conducted in daily shipping practice. The concept of compatibility invol- ves an act of grouping of similar attributes of similar objects, for example in the case of a ship replacement. The concept concerns also an act of matching between objects of different roles or functionalities, for example between a ship and route, or between a ship and a charter hire value. It implies that the concept of compatibility means an act of problem-solving. Fuzzy set theory and case-based reasoning are used, given the capa- bility for addressing the notions of vagueness and learning respectively, which mark the concept of compatibility. Three models have been deve- loped : (a) fuzzy arithmetic-based voyage estimation (b) tailor-made ship- ping index and (c) case-based stowage planning. The implementation of the concept delivers a new and promising way of addressing the problems which are not addressed satisfactorily at present. ii Kurzfassung Kompatibilität in der Schiffahrt: Perspektiven der Theorie von Fuzzy-Mengen und des Fallbasierten Schließens Mit dieser Arbeit wird versucht, eine neue Perspektive für die Lösung von Problemen in der Handelsschifffahrtspraxis zu schaffen. Schifffahrt ist in der Weltwirtschaft der wichtigste Transporteur, vor allem für Güter. Sie verbindet fast alle Teile der Welt miteinander. Die Welt- wirtschaft, die Politik einzelner Länder, Einzeleinflüsse wie Ölpreis, Klima oder Wetterbedingungen beeinflussen den Wirtschaftssektor Schifffahrt in großem Maße. Die Größenordnungen der Einflüsse sind veränderlich und schwierig objektiv fassbar. Sie sind der Hintergrund auch für den Wert eines Schiffes sowie für Fracht- und Charterraten. Schifffahrt ist daher ein hoch komplexes System. Existierende Hilfsmittel, wie Schifffahrts-Indexe, Bewertungsmodelle und Marktprognosen, sind keine hilfreichen Werkzeuge im täglichen Schifffahrts- geschäft. Viele Informationen sind verfügbar, aber die wirklich nützlichen sind knapp und teuer. Trotz der Komplexität der realen Problematik können erfahrene Schiff- fahrtspraktiker ihre Probleme oft schnell und zufriedenstellend lösen. Zum Beispiel können Schiffsmakler den Wert von Schiffen besser und schneller abschätzen als veröffentlichte Bewertungsmodelle. Diese Fähigkeit führt zu der These, dass es nützlich wäre, eine verbesserte Einsicht in das Phänomen zu gewinnen, dass Intuition und Erfahrung viel zum täglichen Problemlösen beitragen und ähnliche Probleme dazu neigen, zu ähnlichen Lösungen zu führen. Das Erkennen ähnlicher Situationen kann daher zu wichtigen Hinweisen für die Lösung eines Problems führen. Der Begriff Kompatibilität wird benutzt, um die Art und Weise zu erklären, in der Prob- lemlösungen in der Praxis (z.B. Wertermittlung und Beschäftigungsplanung) erfolgen. Der Begriff Kompatibilität enthält einen Akt von Gruppierung ähnlicher Attribute oder ähnlicher Objekte, z.B. im Zusammenhang mit dem Ersatz eines Schiffes durch ein anderes. Kompatibilität bedeutet ferner auch ein Zusammenpassen von Objekten unterschiedlicher Funktionalitäten oder Aufgaben, z.B. zwischen Schiff und Hafen oder zwischen Schiff und Char- terrate. Es zeigt sich, dass die Feststellung von Kompatibilität einen Akt der Problemlösung darstellt. iii Die Theorie der unscharfen Mengen und das Fall-basierte Schließen werden ausgewählt aufgrund ihrer Lernfähigkeit und ihrer Fähigkeit zur Ver- arbeitung unscharfer Phänomene. Drei Modelle sind entwickelt worden: (a) Fuzzy-arithmetische Reiseberechnungen, (b) individuell formulierte Schiff- fahrts-Indexe und (c), als Exkurs, die fallbasierte Stauplanung für Contain- erschiffe. Die vorgeschlagene Implementierung liefert somit ein neues und vielversprechendes Konzept zur Lösung von Problemen in der Schifffahrt, insbesondere im Chartergeschäft. iv Preface and Acknowledgement Human experts are not systems of rules, they are libraries of experiences Riesbeck and Schank 1 This dissertation can perhaps be viewed as a journey. It is a journey to few places and situations. It is a journey through viewpoints and experiences. Without supports of many, the end of the journey would have not been visible. Firstly, I would like to thank Prof. Horst Linde (Department of Marine Transport, TU Berlin) who has given me the liberty to explore new areas, called AI. I am also very grateful for having been given the opportunity to join a research project COMSTAU (Computer Aided Stowage Planning for Container Ships) with TU Hamburg-Harburg and Müller+Blanck software firm. Views on AI have affected my views on looking at my shipping domain very much. For this, I owe many thanks to Prof. Erhard Konrad (Depart- ment of Knowledge-Based Systems, TU Berlin). I will miss colleagues and friends, with whom I could share ideas and problems. Imad Khemlichi, Frauke Baumgärtel, Felix Fliege, Hanurani Pra- janto, Aceng Hidayat, Wayan Karyasa, Peter Horstkorte, Heike Vogeley, Frank Laue, Jens Heyer, Csaba Piller are among a few. Last but not least, I would like to thank my wife, Herlin, and our children, Dipto and Saraswati, for their understanding when I frequently came late at home. Without them this dissertation would not have been possible. For them too, this dissertation is written. 1[66] v vi Contents I Observations 1 1 Introduction 3 1.1 Motivation . 3 1.1.1 Few scenes from shipping practice . 3 1.1.2 State of the art of shipping research . 6 1.2 Hypothesis and problem formulation . 8 1.2.1 Hypothesis . 8 1.2.2 Problem formulation . 9 1.3 Scope and structure . 9 1.3.1 Scope of work . 9 1.3.2 Report structure . 10 2 Nature of Dry Bulk Shipping 13 2.1 Dry bulk shipping . 13 2.1.1 Definition . 13 2.1.2 Seaborne trade . 14 2.1.3 World Fleet . 16 2.2 Chartering and Sale & Purchase . 20 2.2.1 Chartering . 26 2.2.2 Sale & Purchase . 32 2.3 Operations . 38 2.3.1 Running . 38 2.3.2 Ship’s performance . 39 2.3.3 Maintaining knowledge as asset . 50 2.4 Multifaceted aspects of shipping . 52 2.4.1 The role of quality . 52 2.4.2 Decision hierarchy . 54 2.4.3 Strategy . 55 2.4.4 Experience, knowledge and education . 56 2.4.5 Imprecision and uncertainty . 60 2.4.6 Value of information . 62 2.5 Oldendorff Carriers: a profile . 64 2.6 Conclusions of the chapter . 66 vii Contents viii 3 Existing Resources and Tools 69 3.1 Chartering negotiations . 69 3.1.1 Short logbooks . 71 3.1.2 MV LUCY OLDENDORFF/ Panocean . 75 3.1.3 Supporting information . 77 3.1.4 Decision making . 78 3.2 Usable resources . 81 3.2.1 Tasks . 81 3.2.2 Fixture reports . 83 3.2.3 Forecasting reports . 84 3.2.4 Market index . 89 3.3 Tools . 89 3.3.1 Voyage estimation . 89 3.3.2 Statistics . 91 3.3.3 Econometric modelling . 95 3.3.4 Decision theory . 97 3.3.5 Views on shipping practice . 100 3.3.6 Research agenda . 101 3.4 Conclusions of the chapter . 103 II Concept building and implementation 105 4 Towards the Concept of Compatibility 107 4.1 Introduction . 107 4.1.1 Lessons learned . 107 4.1.2 Determining directions . 109 4.2 Foundations . 110 4.2.1 Bounded Rationality . 110 4.2.2 Information and complexity . 112 4.2.3 Precision, accuracy and detail . 113 4.2.4 Intuition, reasoning and experience . 118 4.3 A survey on methods . 124 4.3.1 Expert systems . 124 4.3.2 Fuzzy Set Theory . 126 4.3.3 Case-Based Reasoning . 136 4.4 Examples from our neighbours . 140 4.4.1 Residential property valuation . 140 4.4.2 Weather forecasting . 142 4.4.3 CLAVIER Project . 143 4.5 Concept of compatibility . 146 4.5.1 Definition . 146 4.5.2 Entity compatibility . 147 4.5.3 Relation compatibility . 149 ix Contents 4.5.4 Properties . 150 4.5.5 Choice of methods . 154 4.6 Conclusions of the chapter . 154 5 Proposed Implementations 157 5.1 Fuzzy arithmetic-based voyage estimation . 157 5.1.1 Motivation . 157 5.1.2 Interpretation problem .
Recommended publications
  • China's Merchant Marine

    China's Merchant Marine

    “China’s Merchant Marine” A paper for the China as “Maritime Power” Conference July 28-29, 2015 CNA Conference Facility Arlington, Virginia by Dennis J. Blasko1 Introductory Note: The Central Intelligence Agency’s World Factbook defines “merchant marine” as “all ships engaged in the carriage of goods; or all commercial vessels (as opposed to all nonmilitary ships), which excludes tugs, fishing vessels, offshore oil rigs, etc.”2 At the end of 2014, the world’s merchant ship fleet consisted of over 89,000 ships.3 According to the BBC: Under international law, every merchant ship must be registered with a country, known as its flag state. That country has jurisdiction over the vessel and is responsible for inspecting that it is safe to sail and to check on the crew’s working conditions. Open registries, sometimes referred to pejoratively as flags of convenience, have been contentious from the start.4 1 Dennis J. Blasko, Lieutenant Colonel, U.S. Army (Retired), a Senior Research Fellow with CNA’s China Studies division, is a former U.S. army attaché to Beijing and Hong Kong and author of The Chinese Army Today (Routledge, 2006).The author wishes to express his sincere thanks and appreciation to Rear Admiral Michael McDevitt, U.S. Navy (Ret), for his guidance and patience in the preparation and presentation of this paper. 2 Central Intelligence Agency, “Country Comparison: Merchant Marine,” The World Factbook, https://www.cia.gov/library/publications/the-world-factbook/fields/2108.html. According to the Factbook, “DWT or dead weight tonnage is the total weight of cargo, plus bunkers, stores, etc., that a ship can carry when immersed to the appropriate load line.
  • Malacca-Max the Ul Timate Container Carrier

    Malacca-Max the Ul Timate Container Carrier

    MALACCA-MAX THE UL TIMATE CONTAINER CARRIER Design innovation in container shipping 2443 625 8 Bibliotheek TU Delft . IIIII I IIII III III II II III 1111 I I11111 C 0003815611 DELFT MARINE TECHNOLOGY SERIES 1 . Analysis of the Containership Charter Market 1983-1992 2 . Innovation in Forest Products Shipping 3. Innovation in Shortsea Shipping: Self-Ioading and Unloading Ship systems 4. Nederlandse Maritieme Sektor: Economische Structuur en Betekenis 5. Innovation in Chemical Shipping: Port and Slops Management 6. Multimodal Shortsea shipping 7. De Toekomst van de Nederlandse Zeevaartsector: Economische Impact Studie (EIS) en Beleidsanalyse 8. Innovatie in de Containerbinnenvaart: Geautomatiseerd Overslagsysteem 9. Analysis of the Panamax bulk Carrier Charter Market 1989-1994: In relation to the Design Characteristics 10. Analysis of the Competitive Position of Short Sea Shipping: Development of Policy Measures 11. Design Innovation in Shipping 12. Shipping 13. Shipping Industry Structure 14. Malacca-max: The Ultimate Container Carrier For more information about these publications, see : http://www-mt.wbmt.tudelft.nl/rederijkunde/index.htm MALACCA-MAX THE ULTIMATE CONTAINER CARRIER Niko Wijnolst Marco Scholtens Frans Waals DELFT UNIVERSITY PRESS 1999 Published and distributed by: Delft University Press P.O. Box 98 2600 MG Delft The Netherlands Tel: +31-15-2783254 Fax: +31-15-2781661 E-mail: [email protected] CIP-DATA KONINKLIJKE BIBLIOTHEEK, Tp1X Niko Wijnolst, Marco Scholtens, Frans Waals Shipping Industry Structure/Wijnolst, N.; Scholtens, M; Waals, F.A .J . Delft: Delft University Press. - 111. Lit. ISBN 90-407-1947-0 NUGI834 Keywords: Container ship, Design innovation, Suez Canal Copyright <tl 1999 by N. Wijnolst, M .
  • Standard Conversion Factors

    Standard Conversion Factors

    Standard conversion factors 7 1 tonne of oil equivalent (toe) = 10 kilocalories = 396.83 therms = 41.868 GJ = 11,630 kWh 1 therm = 100,000 British thermal units (Btu) The following prefixes are used for multiples of joules, watts and watt hours: kilo (k) = 1,000 or 103 mega (M) = 1,000,000 or 106 giga (G) = 1,000,000,000 or 109 tera (T) = 1,000,000,000,000 or 1012 peta (P) = 1,000,000,000,000,000 or 1015 WEIGHT 1 kilogramme (kg) = 2.2046 pounds (lb) VOLUME 1 cubic metre (cu m) = 35.31 cu ft 1 pound (lb) = 0.4536 kg 1 cubic foot (cu ft) = 0.02832 cu m 1 tonne (t) = 1,000 kg 1 litre = 0.22 Imperial = 0.9842 long ton gallon (UK gal.) = 1.102 short ton (sh tn) 1 UK gallon = 8 UK pints 1 Statute or long ton = 2,240 lb = 1.201 U.S. gallons (US gal) = 1.016 t = 4.54609 litres = 1.120 sh tn 1 barrel = 159.0 litres = 34.97 UK gal = 42 US gal LENGTH 1 mile = 1.6093 kilometres 1 kilometre (km) = 0.62137 miles TEMPERATURE 1 scale degree Celsius (C) = 1.8 scale degrees Fahrenheit (F) For conversion of temperatures: °C = 5/9 (°F - 32); °F = 9/5 °C + 32 Average conversion factors for petroleum Imperial Litres Imperial Litres gallons per gallons per per tonne tonne per tonne tonne Crude oil: Gas/diesel oil: Indigenous Gas oil 257 1,167 Imported Marine diesel oil 253 1,150 Average of refining throughput Fuel oil: Ethane All grades 222 1,021 Propane Light fuel oil: Butane 1% or less sulphur 1,071 Naphtha (l.d.f.) >1% sulphur 232 1,071 Medium fuel oil: Aviation gasoline 1% or less sulphur 237 1,079 >1% sulphur 1,028 Motor
  • American and BRITISH UNITS of Measurement to SI UNITS

    American and BRITISH UNITS of Measurement to SI UNITS

    AMERICAN AND BRITISH UNITS OF MEASUREMENT TO SI UNITS UNIT & ABBREVIATION SI UNITS CONVERSION* UNIT & ABBREVIATION SI UNITS CONVERSION* UNITS OF LENGTH UNITS OF MASS 1 inch = 40 lines in 2.54 cm 0.393701 1 grain gr 64.7989 mg 0.0154324 1 mil 25.4 µm 0.03937 1 dram dr 1.77185 g 0.564383 1 line 0.635 mm 1.57480 1 ounce = 16 drams oz 28.3495 g 0.0352739 1 foot = 12 in = 3 hands ft 30.48 cm 0.0328084 1 pound = 16 oz lb 0.453592 kg 2.204622 1 yard = 3 feet = 4 spans yd 0.9144 m 1.09361 1 quarter = 28 lb 12.7006 kg 0.078737 1 fathom = 2 yd fath 1.8288 m 0.546807 1 hundredweight = 112 lb cwt 50.8024 kg 0.0196841 1 rod (perch, pole) rd 5.0292 m 0.198839 1 long hundredweight l cwt 50.8024 kg 0.0196841 1 chain = 100 links ch 20.1168 m 0.0497097 1 short hundredweight sh cwt 45.3592 kg 0.0220462 1 furlong = 220 yd fur 0.201168 km 4.97097 1 ton = 1 long ton tn, l tn 1.016047 t 0.984206 1 mile (Land Mile) mi 1.60934 km 0.62137 1 short ton = 2000 lb sh tn 0.907185 t 1.102311 1 nautical mile (intl.) n mi, NM 1.852 km 0.539957 1 knot (Knoten) kn 1.852 km/h 0.539957 UNITS OF FORCE 1 pound-weight lb wt 4.448221 N 0.2248089 UNITS OF AREA 1 pound-force LB, lbf 4.448221 N 0.2248089 1 square inch sq in 6.4516 cm2 0.155000 1 poundal pdl 0.138255 N 7.23301 1 circular inch 5.0671 cm2 0.197352 1 kilogram-force kgf, kgp 9.80665 N 0.1019716 1 square foot = 144 sq in sq ft 929.03 cm2 1.0764 x 10-4 1 short ton-weight sh tn wt 8.896444 kN 0.1124045 1 square yard = 9 sq ft sq yd 0.83613 m2 1.19599 1 long ton-weight l tn wt 9.964015 kN 0.1003611 1 acre = 4 roods 4046.8
  • Trends in Bulkcarrier Market & Port Activity.Pptx

    Trends in Bulkcarrier Market & Port Activity.Pptx

    If necessary change logos on covers/ chapter dividers and in the footer. Dedicated logos are available in the template tool at the end of the list Trends In Bulkcarrier If you want to update Title and Subtitle in the Market & Port Activity footer, go to View tab → Slide Master Presentation to the International and change it on Dry Bulk Terminals Group first slide in the left pane 11 April 2019, Barcelona Trevor Crowe, Director, Date format: Day, month and year Clarksons Research e.g. 30 June 2018 Ref: A4036b Agenda Trends In Bulkcarrier Market & Port Activity 1. Introduction to the Clarksons group, Clarksons Research and Sea/net 2. Global Dry Bulk Port Activity – Looking At The Big Picture 3. Profiles & Case Studies - Drilling Down For Port Intelligence 4. Summary Trends In Bulkcarrier Market & Port Activity | International Dry Bulk Terminals Group, 11 April 2019 2 EnablingThe Clarksons Global Group Trade Clarksons is the 167 YEARS world’s leading provider 48 OFFICES of integrated shipping services IN 22 COUNTRIES FTSE 250 Our intelligence adds value by 15+ YEARS enabling clients to make more INCREASING DIVIDENDS efficient and informed decisions to achieve their business objectives 24/7 5,000+ INTERNATIONAL CLIENTS Trends In Bulkcarrier Market & Port Activity | International Dry Bulk Terminals Group, 11 April 2019 Clarksons Research Market leader, excellent brand, >120 staff globally, broad and diverse product range and client base OFFSHORE AND ENERGY SHIPPING AND TRADE The leading provider offshore Market leaders in timely and data for more than 30 years. authoritative information on all Providing clients with the key aspects of shipping.
  • Dictionary.Pdf

    Dictionary.Pdf

    THE SEAFARER’S WORD A Maritime Dictionary A B C D E F G H I J K L M N O P Q R S T U V W X Y Z Ranger Hope © 2007- All rights reserved A ● ▬ A: Code flag; Diver below, keep well clear at slow speed. Aa.: Always afloat. Aaaa.: Always accessible - always afloat. A flag + three Code flags; Azimuth or bearing. numerals: Aback: When a wind hits the front of the sails forcing the vessel astern. Abaft: Toward the stern. Abaft of the beam: Bearings over the beam to the stern, the ships after sections. Abandon: To jettison cargo. Abandon ship: To forsake a vessel in favour of the life rafts, life boats. Abate: Diminish, stop. Able bodied seaman: Certificated and experienced seaman, called an AB. Abeam: On the side of the vessel, amidships or at right angles. Aboard: Within or on the vessel. About, go: To manoeuvre to the opposite sailing tack. Above board: Genuine. Able bodied seaman: Advanced deckhand ranked above ordinary seaman. Abreast: Alongside. Side by side Abrid: A plate reinforcing the top of a drilled hole that accepts a pintle. Abrolhos: A violent wind blowing off the South East Brazilian coast between May and August. A.B.S.: American Bureau of Shipping classification society. Able bodied seaman Absorption: The dissipation of energy in the medium through which the energy passes, which is one cause of radio wave attenuation. Abt.: About Abyss: A deep chasm. Abyssal, abysmal: The greatest depth of the ocean Abyssal gap: A narrow break in a sea floor rise or between two abyssal plains.
  • Weekly Market Report

    Weekly Market Report

    GLENPOINTE CENTRE WEST, FIRST FLOOR, 500 FRANK W. BURR BOULEVARD TEANECK, NJ 07666 (201) 907-0009 September 24th 2021 / Week 38 THE VIEW FROM THE BRIDGE The Capesize chartering market is still moving up and leading the way for increased dry cargo rates across all segments. The Baltic Exchange Capesize 5TC opened the week at $53,240/day and closed out the week up $8,069 settling today at $61,309/day. The Fronthaul C9 to the Far East reached $81,775/day! Kamsarmaxes are also obtaining excellent numbers, reports of an 81,000 DWT unit obtaining $36,500/day for a trip via east coast South America with delivery in Singapore. Coal voyages from Indonesia and Australia to India are seeing $38,250/day levels and an 81,000 DWT vessel achieved $34,000/day for 4-6 months T/C. A 63,000 DWT Ultramax open Southeast Asia fixed 5-7 months in the low $40,000/day levels while a 56,000 DWT supramax fixed a trip from Turkey to West Africa at $52,000/day. An Ultramax fixed from the US Gulf to the far east in the low $50,000/day. The Handysize index BHSI rose all week and finished at a new yearly high of 1925 points. A 37,000 DWT handy fixed a trip from East coast South America with alumina to Norway for $37,000/day plus a 28,000 DWT handy fixed from Santos to Morocco with sugar at $34,000/day. A 35,000 DWT handy was fixed from Morocco to Bangladesh at $45,250/day and in the Mediterranean a 37,000 DWT handy booked a trip from Turkey to the US Gulf with an intended cargo of steels at $41,000/day.
  • Tanker Orders Turn to Bulkers

    Tanker Orders Turn to Bulkers

    4 TradeWinds 19 October 2007 www.tradewinds.no www.tradewinds.no 19 October 2007 TradeWinds 5 DRY BULK DRY BULK More older Dollar signs tankers set for Capesize market hopping Tanker Trond Lillestolen Oslo sizes from NS Lemos of Greece start to erase and says one of the ships, the conversion The period-charter market for 164,000-dwt Thalassini Kyra capesizes was busy this week (built 2002), has been fixed to old stigmas Trond Lillestolen and Hans Henrik Thaulow with a large number of long-term Coros for 59 to 61 months at Oslo and Shanghai deals being done. $74,750 per day. Gillian Whittaker and Trond Lillestolen Quite a few five-year deals Hebei Ocean Shipping (Hosco) Athens and Oslo The rush to secure dry-bulk ton- orders have been tied up. One of the has fixed out two capesizes long nage is seeing more owners look- most remarkable was Singapore- term. The 172,000-dwt Hebei The hot dry-bulk market is ing to convert old tankers. based Chinese company Pacific Loyalty (built 1987) went to Old- closing the price gap for ships BW Group is converting two King taking the 171,000-dwt endorff Carriers for one year at built in former eastern-bloc more ships, while conversion Anangel Glory (built 1999) from $155,000 per day and Hanjin countries. specialist Hosco is acquiring the middle of 2008 at a full Shipping has taken the 149,000- Efnav of Greece is set to log a even more tankers and Neu $80,000 per day. The vessel is on dwt Hebei Forest (built 1989) for massive profit on a sale of a Seeschiffahrt is being linked to a turn to charter from China’s Glory two years at $107,000 per day.
  • Shipping Market Review – May 2021

    Shipping Market Review – May 2021

    SHIPPING MARKET REVIEW – MAY 2021 DISCLAIMER The persons named as the authors of this report hereby certify that: (i) all of the views expressed in the research report accurately reflect the personal views of the authors on the subjects; and (ii) no part of their compensation was, is, or will be, directly or indirectly, related to the specific recommendations or views expressed in the research report. This report has been prepared by Danish Ship Finance A/S (“DSF”). This report is provided to you for information purposes only. Whilst every effort has been taken to make the information contained herein as reliable as possible, DSF does not represent the information as accurate or complete, and it should not be relied upon as such. Any opinions expressed reflect DSF’s judgment at the time this report was prepared and are subject to change without notice. DSF will not be responsible for the consequences of reliance upon any opinion or statement contained in this report. This report is based on information obtained from sources which DSF believes to be reliable, but DSF does not represent or warrant such information’s accuracy, completeness, timeliness, merchantability or fitness for a particular purpose. The information in this report is not intended to predict actual results, and actual results may differ substantially from forecasts and estimates provided in this report. This report may not be reproduced, in whole or in part, without the prior written permission of DSF. To Non-Danish residents: The contents hereof are intended for the use of non-private customers and may not be issued or passed on to any person and/or institution without the prior written consent of DSF.
  • Revealed Preferences for Energy Efficiency in the Shipping Markets

    Revealed Preferences for Energy Efficiency in the Shipping Markets

    LONDON’S GLOBAL UNIVERSITY Revealed preferences for energy efficiency in the shipping markets Prepared for Carbon War Room August 2016 Authors Vishnu Prakash, UCL Energy Institute Dr Tristan Smith, UCL Energy Institute Dr Nishatabbas Rehmatulla, UCL Energy Institute James Mitchell, Carbon War Room Professor Roar Adland, Department of Economics, Norwegian School of Economics (NHH) Contact If you have any queries related to this report, please get in touch. James Mitchell +44 1865 514214 Carbon War Room [email protected] Dr Tristan Smith UCL Energy Institute +44 203 108 5984 [email protected] About UCL Energy Institute UCL Energy Institute delivers world-leading learning, research, and policy support on the challenges of climate change and energy security. Its approach blends expertise from across UCL, to make a truly interdisciplinary contribution to the development of a globally sustainable energy system. The shipping group at UCL Energy Institute consists of researchers and PhD students, involved in a number of on-going projects funded through a mixture of research grants and consultancy vehicles (UMAS). The group undertakes research using models of the shipping system (GloTraM), shipping big data (including satellite Automatic Identification System data), and qualitative and social science analysis of the policy and commercial structure of the shipping system. The shipping group’s research activity is centred on understanding patterns of energy demand in shipping and how this knowledge can be applied to help shipping transition to a low carbon future. The group is world leading on two key areas: using big data to understand trends and drivers of shipping energy demand or emissions and using models to explore what-ifs for future markets and policies.
  • Weekly Shipping Market Report Week 45

    Weekly Shipping Market Report Week 45

    WEEKLY SHIPPING MARKET REPORT WEEK 45 Week 45 (30th Oct to 6th Nov 2020) Bulkers Baltic Indices Defender Holding have sold their Capesize “True Dream” 181/2014 Bulkers Tsuneishi Cebu, Philippines (SS/DD 04/2022) for USD 27 mill. Remind you 5.000 that a month ago, the two years older sister vessel “Huge Hakata” 181/2012 4.000 Tsuneishi Cebu, Philippines (SS 09/2021, DD 05/2021) was sold at USD 23 mill. Moreover, Noble Group committed their “Aqua Vision” 180/2011 3.000 Dalian, China (SS/DD 09/2021) to Greek buyers Lavinia for region USD 15,75 2.000 mill, while CSSC Shipping’s “CSSC Wan Mei” 176/2012 SWS, China (SS/DD 11/2022) was committed to Berge Bulk for USD 18,3 mill. 1.000 0 The BWTS fitted Kamsarmax “Mild Sea” 82/2013 Qingdao Beihai, China (SS 01/2023, DD 12/2020) was committed to undisclosed buyers for USD 14 mill, with last similar sale the two years younger “SBI Conga” 81/2015 B.D.I B.C.I B.P.I. B.S.I. B.H.S.I. Hudong-Zhonghua, China which was sold a month ago at USD 18,4 mill basis SS/DD passed and BWTS fitted. In addition, MC Shipping’s “Gemini Ocean” 81/2017 JMU, Japan (SS/DD 02/2022) was sold for region USD 25 mill. Last INDEX 6-Nov 30-Oct ± (%) done for the latter was a month ago, the one year younger sister vessel “BTG BDI 1.196 1.283 -6,78% Eiger” 81/2016 JMU, Japan (SS/DD 01/2021) at USD 23,5 mill.
  • Universal Ship Measurement

    Universal Ship Measurement

    Universal Ship Measurement IMSF 2011 Annual Meeting Colin Cridland, Managing Director Analysts Hong Kong, 1 June 2011 www.clarksons.com Universal Ship Measurement | IMSF 2011 Annual Meeting Disclaimer THIS PRESENTATION IS CONFIDENTIAL AND IS SOLELY FOR THE USE OF THE RECEPIENT . NEITHER THE WHOLE NOR ANY PART OF THE INFORMATION CONTAINED IN THE PRESENTATION MAY BE DISCLOSED TO, OR USED OR RELIED UPON BY, ANY OTHER PERSON OR USED FOR ANY OTHER PURPOSE WITHOUT THE PRIOR WRITTEN CONSENT OF H. CLARKSON & CO. LTD (CLARKSONS). THE INFORMATION CONTAINED IN THE PRESENTATION, AND UPON WHICH THE PRESENTATION IS BASED, HAS BEEN DERIVED FROM PUBLICLY AVAILABLE INFORMATION. NONE OF THE INFORMATION ON WHICH THE PRESENTATION IS BASED HAS BEEN INDEPENDENTLY VERIFIED BY ANY MEMBER OF CLARKSONS NOR ANY OF ITS CONNECTED PERSONS. ACCORDINGLY, NO MEMBER OF CLARKSONS NOR ANY OF ITS CONNECTED PERSONS MAKE ANY REPRESENTATION OR WARRANTY, EXPRESS OR IMPLIED, WITH RESPECT TO THE ACCURACY OF THE INFORMATION CONTAINED IN THE PRESENTATION, OR ON WHICH THE PRESENTATION IS BASED, OR THAT THIS INFORMATION REMAINS UNCHANGED AFTER THE ISSUE OF THE PRESENTATION. THE PRESENTATION IS NOT TO BE CONSTRUED AS CARRYING THE ENDORSEMENT OF CLARKSONS OR ANY OF ITS CONNECTED PERSONS. CONSEQUENTLY, NEITHER CLARKSONS NOR ANY OF ITS CONNECTED PERSONS CAN BE HELD LIABLE TO ANY PERSON TO WHOM INFORMATION DERIVED FROM THE PRESENTATION IS MADE AVAILABLE FOR THE ACCURACY OF THE INFORMATION CONTAINED IN IT. THE PRESENTATION IS NOT INTENDED TO RECOMMEND ANY STRATEGIC DECISION BY THE COMPANY AND SHOULD NOT BE CONSIDERED AS A RECOMMENDATION SUPPORTING ANY OF THE OPTIONS DISCUSSED HEREIN BYANY MEMBER OF CLARKSONS OR ANY OF ITS CONNECTED PERSONS TO ANY RECIPIENT OF THE INFORMATION.