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Shipbuilding and Scrapping
Industry-watchers like to use a number of metrics to gauge the health of shipping. The Baltic Dry Index is one; the world idle fleet another. Here we take a look at another indicator: the orderbook – or, more precisely, shipyards, which are in the frontline of any improvements or declines in industry health. Shipyards are in a precarious position. A strong orderbook should be good for business; more ships mean more work. But too many orders can tip the fleet balance into a glut and, as we have seen for the past seven years at least, that can lead to a prolonged curtailment of orders. It is a vicious cycle that gets repeated again and again.
Move might take a toll on South Korean shipbuilders that have yet to recover from the financial woe
Activity in main shipping sectors still at a historically low level
Booming global LNG trades to bring business opportunities in building tankers and offshore units
South Korean yards being challenged by Chinese builders backed by government financing
Regulations, digitalisation and weak markets will mean even greater dependency on class
Is Cosco poised to challenge European lines’ dominance of container shipping?
Termination of Beijing’s scrap-and-build scheme could prompt Chinese owners and scrapyards to interact more with international markets
About 75% of the Export-Import Bank of Korea’s non-performing loans come from shipping and shipbuilding firms
Italian group leading by example with investments in a new class of ultra-clean ro-ro ferries
Latest From Shipbuilding & Ship Recycling
Order at Daewoo Shipbuilding & Marine Engineering will join fleet of ultra large boxships. Brokers indicate they will be scrubber-fitted 23,000 teu units
Workshop participants agreed that progress in ballast water treatment was being held back by an attempt to attain absolute elimination of invasive species, while removing the need to hit a ‘magic number’ would have helped to solve many problems
Fate of proposed new 2.8m teu box terminal extension still hangs in balance
Delivery of the two vessels, worth $405m, is scheduled for 2023 but no details of the charter contract were disclosed
On the Asia-northern Europe trade, average capacity has increased to more than 16,000 teu and will likely rise to closer to 17,000 teu in 2020, with the roll-out of more 23,000 teu ships over the course of the next year, according to Alphaliner
Industry discipline and reduced ordering could provide a golden opportunity to meet IMO 2050 demands
Keppel O&M and Sembmarine now stand to move on from a protracted overhang clouding their orderbooks since Sete Brasil turned insolvent more than three years ago
Idan Ofer’s speculative order of 15,000 teu LNG dual fuel ships was significantly bigger than initially thought. In addition to the 11 vessels already chartered to CMA CGM, a further 11 sister ships are due to be delivered between 2021-22
A slowdown in order contracting will come as a welcome step towards rebalancing the market
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