Global Supply and Demand for Seafarers
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- Category: Marina Mercante
- Published on Tuesday, 21 January 2020 05:28
- Written by Administrator2
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International Chamber of Shipping
The worldwide population of seafarers serving on internationally trading merchant ships is estimated at 1,647,500 seafarers, of which 774,000 are officers and 873,500 are ratings.
China, the Philippines, Indonesia, the Russian Federation and Ukraine are estimated to be the five largest supply countries for all seafarers (officers and ratings). The Philippines is the biggest supplier of ratings, followed by China, Indonesia, the Russian Federation and Ukraine. While China is the biggest supplier of officers, followed by the Philippines, India, Indonesia and the Russian Federation.
The global demand for seafarers is estimated at 1,545,000, with the industry requiring approximately 790,500 officers and 754,500 ratings. This indicates that the demand for officers has increased by around 24.1%, while the demand for
What happens when IMO 2020 collides with cargo slump?
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- Published on Saturday, 18 January 2020 10:29
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Thursday, January 9, 2020
https://www.freightwaves.com/news/what-happens-when
-imo-2020-collides-with-cargo-slump
Capesize rates are crumbling. Photo credit: Star Bulk
What’s going on in dry bulk, the world’s largest transport market by volume, is a cautionary tale for all ocean segments.
The Jan. 1 implementation of IMO 2020, the global switch to low-sulfur marine fuel, is coinciding with a seasonal cargo-demand slump. Because bulker owners and operators must pay for the fuel in spot contracts, they’re netting even less as they’re having to cover the incremental cost of IMO 2020-compliant fuel.
In the spot market for “workhorse” Capesizes (bulkers with capacity of around 180,000 deadweight tons), vessel interests do not have enough negotiating power to pass along any of the costs of more expensive low-sulfur fuel to cargo interests.
Gigantism in container shipping, ports and global logistics: a time-lapse into the future
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- Published on Tuesday, 17 December 2019 05:23
- Written by Administrator2
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https://link.springer.com/article/10.1057/s41278-018-00116-0#Fn17
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Article -
1 Introduction -
2 Shipping and economic development -
3 Bulk and liner shipping -
4 Containerization: the kindle wood below modern logistics and port reform -
5 Chasing the “Holy Grail” of economies of scale in shipping -
6 Optimum containership size -
7 The ‘sweating port’: diseconomies of scale in ports and along the supply chain -
8 The “second scenario” and (a brief note on) global shipping alliances -
9 The “second scenario” and hub-and-spoke systems in container transport -
10 Ship and terminal productivity and the question of optimum speed -
11 Ship and terminal productivity revisited -
12 The fortunes to be made by optimizing speed -
13 Market structure in container shipping -
14 Carrier strategies -
15 Market power: econometric studies43 -
16 Concentration in container shipping and contestable markets -
17 In lieu of conclusions -
Footnotes -
References -
Copyright information -
About this article
El Piloto de la Marina Civil Rafael Romero Filgueira
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- Published on Thursday, 16 January 2020 10:39
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JUAN JOSÉ BURGOA05/01/20
El político ferrolano Rafael Romero Filgueira nació en Ferrol el 24 de noviembre de 1885, siendo hijo del comerciante y banquero de Neda Juan Romero Rodríguez y de Elvira Filgueira Pavía. Juan Romero visitó el año 1889 la Exposición Universal de París, donde compró la llamada Fuente Wallace por la cantidad de mil reales. Instalada de origen en la ferrolana Praza Vella fue trasladada luego al Parque Municipal Reina Sofía.
Rafael Romero, que estudió la carrera de la Marina Mercante, estuvo casado con María Álvarez Sisto, con la que tuvo ocho hijos, cuatro hembras y cuatro varones. Ejerciendo su profesión de piloto, sufrió dos naufragios prácticamente sucesivos, mientras navegaba por aguas atlánticas hacia Inglaterra, por lo que
50,000 TEU... the Future or Not?
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- Published on Tuesday, 17 December 2019 05:00
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https://www.maritime-executive.com/editorials/50000-teu-the-future-or-not
In a recent report from the McKinsey Consulting Group there was a fascinating article about imagining the container shipping industry 50 years from now. I think they may be right to assume that 50,000 TEU vessels will come, but I think this will be much sooner than 2067.
From a technical and naval architecture standpoint, there isn't any limit on the size a container ship can be. There are currently three major limitations that a shipping line has to consider when building new vessels: terminal infrastructure limits, draft restrictions and length overall.
Currently there are vessels sailing close to the 22,000 TEU mark. This is something that was unimaginable 10 or 15 years ago. I'm