With the flow of Russian coal to Europe coming to a final end, buyers jostling for alternatives are increasingly in favor of tapping non-traditional markets, a development many believe, for better, will likely lead to the creation of new trade flows for the fuel.
While obvious substitutes like South Africa, Australia and Indonesia are a fallback plan for many European coal buyers, new origins like Tanzania, Kazakhstan and Nigeria are being positively considered as a further backup measure, sources told S&P Global Commodity Insights.

Even though coals from some of these origins have been around for some time, the fine prints of these probable new origins like coal reserves and production capacity are yet to be explicitly determined. But buyers have started exploring them as a full fledged plan of action due to competitive prices and quality in line with the requirement, market sources said.

“We have already booked cargoes from Tanzania and some from Kazakhstan as the coal quality is better than many other origins. A mine visit has been done in Nigeria too; the idea is to tap markets which have the potential but have not been explored much as supply from Russia was consistent,” a top Europe-based buyer said.

He said a few shipments from Tanzania and Kazakhstan have already entered Europe in the last two months, adding that earlier imports from these countries had occurred on a small scale but the volume was now likely to increase significantly.

The EU adopted a sanctions package in April banning Russian coal in response to alleged war crimes by Russia in Ukraine. The complete ban is scheduled to become effective from Aug. 10.

According to sources, an ideal specification for European plants would be 5,700 kcal/kg NAR or higher, with 0.8% sulfur and 20%-24% volatile matter, and the quality of coal from the new origins was closer to these specifications.

Kazakhstan has exported 2.85 million mt of coal and coke to the EU so far in 2022, against 0.81 million mt in full year 2021, according to data by S&P Global Commodities at Sea. The data also showed Mozambique increasing supply to Europe by over six times in 2022 compared to last year. Its thermal coal exports to Northwest Europe so far in 2022 clocked at 1.1 million mt, against 22,653 mt in full year 2021.

“Russian coal was perfect for Europe, it went straight to the power plants without any tinkering required. The same is not the case with origins like the US, South Africa and Indonesia; a good amount of blending will be required,” the buyer said. “The US’ coal has high sulfur and volatile matter, CAPP coal is not available in much quantity, and South Africa cannot cater to all of Europe’s needs.”

Price a key factor

Following the Ukraine invasion, global coal prices jumped to record highs as risks of disruption to energy markets rose and users were insecure about supply. Seaborne prices still remain close to record levels and a favorable arbitrage to deliver coal to Europe will understandably be a key factor when sourcing from these new origins.

Platts CIF ARA 6,000 kcal/kg NAR physical coal assessment rose to $375/mt on July 20 from $176/mt on Feb. 18, and not far from the all-time record of $432.50/mt on June 23, S&P Global Commodity Insights data showed. The most recent Platts assessment for FOB Baltimore 6,900 kcal/kg NAR coal for August loading was $270/mt, while FOB Nola 6,000 kcal/kg NAR was assessed at $260/mt, both similarly close to record highs, S&P Global data showed.

Meanwhile, the FOB Richards Bay 5,500 kcal/kg NAR was assessed at $232.15/mt July 22, and the 7-45 day price of FOB Kalimantan 4,200 kcal/kg GAR coal was $82.50/mt.

Traditional sources continue

Sources said coal prices from Tanzania, Kazakhstan and Nigeria are fairly competitive with South African and US prices, which is also a reason why European buyers are keen to source material from these regions.

“If they [European buyers] have less options, they have to take whatever is available as alternative to Russian coal. Tanzanian coal is good quality 6,000 kcal/kg NAR grade, one small cargo has come to India as well. Port restrictions are there in Tanzania but for Europe it is perfect coal in terms of quality,” an India-based trader with dealings in the European market said. “Since Kazakhstan is out of sanctions, people will take that as well but it is slightly lower grade than the South African coal.”

A market source said imports from South Africa, Indonesia and Australia have also been continuing. “I have booked eight Capesizes from Australia for September, close to 1 million mt from South Africa and some from Indonesia too,” he said, adding coal from anywhere was welcome now as supply is limited.

“Volumes from Kazakhstan to Turkey in June and July are anticipated to peg higher amid a reduction in alternative origins of supply, most notably Russia,” a Mediterranean-based trader said.

A US-based trader said while coal from Kazakhstan has been around for a couple of years due to its low sulfur, the transportation from this origin to anywhere remains a limiting factor. “If any of these origins are being discussed, I cannot imagine significant volumes without trader participation,” the trader said.
Source: Platts


Tanker values have surged to decade highs, on the back of strong earnings in the spot market. In its latest weekly report, shipbroker Gibson said that “over the past few years tanker owners have watched containership values surge to unbelievable levels, whilst their own values have struggled against a backdrop of weaker transportation fuel demand following the pandemic. However, gradually recovering oil consumption and the fallout of Russia’s aggression in Ukraine has propelled spot earnings and with that, secondhand values to levels not seen in over a decade. Newbuild prices had already firmed due to tighter yard availability and cost inflation; however, secondhand prices, which are more closely linked to near term spot market developments, only started to gain momentum at the end of last year, partly supported by increased optimism around oil demand and declining orderbook. Long delivery lead times, uncertain regulations and high yard pricing have also made secondhand tonnage a more attractive proposition, given the shorter investment timeline and prompter delivery a secondhand vessel offers. So, what factors might support further rises in values, or is the bubble about to burst?”

 

Source: Gibson Shipbrokers

According to Gibson, “for context, secondhand (basis 5 years old) MR values faced a downward trend through much of 2020, before stabilising in 2021 and growing impressively from $29 million in December to $34m at the time of writing. In fact, $34m for a 5 year old MR tanker today exceeds the price of a newbuild MR back in January 2021, and overall represents a 17% increase in the last 18 months. Aframaxes have shown even more impressive price rises, with a 5 year old values rising 50% since January 2021 to $51m to exceed newbuilding prices seen in early 2021”.

The shipbroker added that “yet prices could still be driven higher. Clearly, asset values will remain supported whilst the spot markets continue to be exceptionally strong. However, other factors could be equally as impactful. The implementation of a Russian oil embargo and a corresponding Western insurance ban will prevent many owners currently willing to transport Russian oil from doing so. As we move closer to December, it is likely that increased S&P activity will occur for buyers based in Russia, the Middle East and Asia, which will continue to support prices and mark a continuation of a trend already seen since the invasion”.

“Conversely, any easing of sanctions against Iran or Venezuela could have the opposite effect. If sanctions against these countries were to be removed, much of the current fleet servicing these trades could migrate into Russian business – again another trend observed to some extent already. There is also the question as to whether Europe has the resolve to press ahead with its Russian oil embargo and insurance ban at the end of the year, having recently softened current sanctions relating to Russian energy exports. Such an embargo could become even more difficult to enact, if Iranian and Venezuelan barrels remain off the market. Finally, there is the wider macroeconomic picture. Slowing global growth and recessionary fears all have the potential to lower demand for tankers and thus impact asset values and, whilst most major forecasting agencies still predict growth, consumer and business confidence continues to decline”, Gibson noted.

The shipbroker concluded that “ultimately, there is still the potential for further upside in tanker asset values; however, increasingly the downside risk is coming into focus. Owners can take comfort from a low orderbook and be encouraged by the reallocation of trade prompted by Russia’s invasion of Ukraine, yet how they balance this against the broader macroeconomic picture will ultimately depend on their appetite for risk”.
Nikos Roussanoglou, Hellenic Shipping News Worldwide


Capesize

The Capesize market lost ground throughout the week with the average of the five time charter routes trending down from $21,526 on Monday to $17,255 on Friday. The west Australia to Qingdao route lost $1 over the week, with fixtures at $9.75 at the close, whilst the Brazil to Qingdao trade fell below $26 by Friday. Limited activity surfaced from the North Atlantic region as both fronthaul and Transatlantic cargoes appeared lacking. A Saldanha Bay to Rotterdam cargo was fixed below $8 and an Australia to Ijmuiden cargo was fixed in the low/mid$20s, both showing a much lower time charter equivalent value on the backhaul run. The route index eventually dropped into negative territory at -$472. It was the first time since the end of February that the revised backhaul run fallen below 0 dollars. In contrast to the current negative sentiment, the peak of the year for the route was in May at over $30,000 per day.

Panamax

Another softer week for the Panamax market as owners felt the recent pressure continue across all basins, some limited resistance shown in the North Atlantic but this was largely position led with fundamentals weaker overall. The P1A route hovered in the $19,000s all week, although bids in the latter part of the week were heard to be closer to $17,500. Activity ex EC South America was mostly flat with end August/early September arrival dates floating around the $18,500 mark. Asia saw glimpses of fresh demand ex Australia and to a lesser degree NoPac, but rates drifted over the week with the tonnage count surpassing any demand. A rate of $16,750 was concluded by an 81,000-dwt delivery Japan for a NoPac round trip midweek, but returned closer to mid $15,000s for the same trade by the end of the week. Period activity was muted, however an 81,000-dwt delivery Vietnam achieved a shade over $20,000 for six to eight months trading.

Ultramax/Supramax

For the most part, Atlantic activity was limited with the summer season in full flow and negative sentiment visible across both basins. A 63,000-dwt open in Cotonou for early August fixed via East Coast South America to Singapore-Japan range at $24,000 and a 64,000-dwt fixed basis delivery East Coast South America to Singapore-Japan range at $18,800, plus a ballast bonus of $880,000. A 56,000-dwt fixed from SW Pass to the Continent with an intended cargo of Petcoke at $29,000 whilst a 55,000-dwt fixed from South Spain to West Africa at $21,000. In Asia a 58,000-dwt fixed from Singapore via Indonesia to China at $18,000. A 63,000-dwt was rumoured to have been fixed for a trip from Japan to the US Gulf at $22,000. On the period front a 63,000-dwt open prompt in Singapore fixed for four to six months at $33,000 with the scrubber for Charterers benefit.

Handysize

With largely negative sentiment this week, levels in most regions declined. A 37,000-dwt was fixed from Recalada to the Western Mediterranean with an intended cargo of grains at $32,000 and a 38,000-dwt fixed from Barcarena to Portugal at $28,000, both earlier in the week before brokers said that levels had started to diminish due to lack of enquiry. A 40,000-dwt was rumoured to have been fixed from the US East coast to Aquaba at $25,500. Asia was also in decline with a 38,000-dwt fixing from Singapore via Western Australia to South East Asia with an intended cargo of Alumina at $22,000. A 32,000-dwt was fixed from Japan to South East Asia with an intended cargo of slag at $16,500. A 38,000-dwt open in Kaohsiung end July fixing for two to three laden legs at $27,250 and a 32,000-dwt open in Lanshan fixing for two to three laden legs redelivery Singapore-Japan range at $20,750.
Source: The Baltic Exchange


A decline that shippers were seeing in ocean spot rates and in premium surcharges across many trade routes as demand for containers softened has reversed, with congestion at ports and at sea increasing container spot prices for the U.S./Europe trade route and creating a floor in spot rates for the Asia to East Coast shipments.

An ocean spot rate is a one-time price a shipper can lock in for a specific shipment without a long-term contract. Ocean spot rate pricing trends flow through to the broader economy, as retailers have passed on container prices to the consumer during the pandemic, and it is among inflationary pressures as the Federal Reserve tries to tamp down demand.

A recent decrease in demand which had led spot prices to decline was the result of manufacturing orders being cut due to changes in consumer spending behavior. But now the situation is changing again as the trade routes experiencing congestion are seeing container rates moving higher.

“Global shippers should be prepared for volatility in the coming quarters,” said Peter Sand, chief shipping analyst at ocean and air freight research firm Xeneta. “I think patience is required, not only in terms of understanding how market dynamics constantly develop, but certainly also to realize that no two markets are alike.”

Container congestion creates a false lack of available containers, and push up prices, as CNBC has reported. The longer a container is at rest, not moving loaded or unloaded, takes that container out of the supply for future use. When container availability is diminished, freight rates increase.

Numerous port labor strikes and rail disruptions in Europe have bogged down the movement of containers at German ports, and that contagion is moving into the U.K. The congestion created by the labor slowdowns and strikes have constricted Hamburg’s container availability and the CNBC Supply Chain Heat Map for Europe has flipped from yellow to red.

Container pricing for the China to the U.S. East Coast route is back up to $10,000 as more vessels arrive and congestion grows.

Container wait times at the Port of Oakland have soared to 26.5 days after the trucker protests that shut down the terminals.

“The recent protest disruptions at the Oakland Seaport which halted operations for several days are having an impact. It could take weeks to sort everything out. This will likely cause further cargo delays,” said Bryan Brandes, maritime director at the Port of Oakland.

The halt in operations will also impact the pace of loaded U.S. agriculture exports. The port reported a 4.2% decline in loaded U.S. exports for the month of June as a result of ocean carriers omitting the port as a way to make up for time lost to congestion at the ports of Los Angeles and Long Beach.

Traditional peak season in ocean shipping starts in the month of August. The current backlog of containers at the ports will only increase congestion and add wait time for incoming vessels.

According to a report from Everstream Analytics, “On the U.S. East Coast, congestion at the Port of Savannah continues to be very high with average waiting times climbing to 7.5 days, up 123% compared to the previous quarter. Vessel counts increased from last week to 18 on average. The Port of New York-New Jersey saw waiting times decrease slightly to 1.8 days on average with 10 vessels waiting at anchor.”

Savannah has publicly stated that trade to its port has been boosted by West Coast labor talks and delayed access to rail at West Coast ports, prompting a significant shift in vessel calls. Savannah is also receiving container trade diverted from the Port of Charleston.

“GPA [Georgia Ports Authority] is currently handling the highest volume of ad hoc and new service vessels the Port of Savannah has experienced to date,” it said in a release. “Uncertainty around the labor talks, unprecedented and unplanned vessel calls, record cargo volume, and vessel diversions to Savannah have contributed to a higher than normal number of vessels waiting at anchor.”

What remains to be seen is how strong the peak season will be. Future bookings tracked by FreightWaves show the total container volume from all ports in China to all ports in the U.S is down, reflecting a slowdown in consumer spending. Big swings in the recent past were a result of China’s Covid lockdowns or slowdowns, but slowing demand has supplanted that story.

While the decrease in orders in theory should create an availability of containers, that is not happening because of the congestion, which is tying up supply.

The other factor which will limit container availability is blank (or canceled) sailings. Ocean carriers remove sailings to keep a schedule. But the cut in vessels moving restricts the amount of space available for containers to be loaded. This sets a floor on container prices and can increase spot rates as well.

Blank sailings of five or higher from China indicate a loss of capacity that starts to tighten the availability of space on vessels. “If we use as a quick rule of thumb that there are 50 vessel sailings per week, that means you have 200 a month. So when you look at Shanghai and you have 25 canceled sailings, that takes out roughly 12 percent of the available sailings,” a logistics manager explained to CNBC.

“The mounting delays at USA ports being experienced by carriers is leading to vessels returning to Asia out of position to fill their next scheduled inbound sailing,” said OL-USA CEO Alan Baer. “This will lead to a reduction of available capacity due to increased blank sailings, and ultimately higher transportation costs. Reduced volume may initially help to mute the upward price pressure, however, if we see volume increase the availability of space will tighten quickly.”
Source: CNBC


Jul 31, 2022 (Bloomberg) –Lebanon has seized a ship loaded with barley and wheat flour while it determines whether the cargo may have been stolen from Ukraine, said Public Prosecutor Ghassan Oueidat.

The Ukrainian embassy in Beirut said the vessel was loaded at Feodosia in the Russian-occupied peninsula of Crimea, and that the commodities originated from Zaporizhzhia, Mykolaiv and Kherson in southeastern Ukraine.

The embassy accused Russia of stealing more than 500,000 tons during its occupation of the three regions. While Russia denies stealing grain, it has publicly touted the resumption of grain shipments from occupied ports.

Grain shipments from Crimea have surged since Russia’s invasion of Ukraine in February, which analysts say indicates Ukrainian grain is being exported. Exports from Crimea are sanctioned by the European Union and the US.

The cargo ship Laodicea arrived at Tripoli in northern Lebanon on July 27, according to ship-tracking data monitored by Bloomberg. It will be held while Lebanon carries out an investigation into the cargo’s origin, Oueidat told Bloomberg.

The ship’s registered owner is Syria Mar Shipping Ltd., according to European database Equasis. Syria Mar Shipping Ltd. wasn’t immediately available to comment. Both the company and the ship were sanctioned by the US in 2015 for their association with the Syrian government of President Bashar Assad.

Source: https://gcaptain.com/lebanon-seizes-ship-accused-of-carrying-stolen-ukrainian-grain/


On July 31, the coal carrier Ushio, which NYK had ordered from Honda Heavy Industries Co., Ltd. (headquarters: Tokyo), was delivered at the Saiki Shipyard (Saiki City, Oita prefecture). A naming ceremony was attended by Masato Mizutani, executive officer, head of fuel operation management group of JERA Co., Inc. (headquarters: Tokyo); Nobuhiro Kashima, managing executive officer of NYK; and a number of related parties.

This vessel is the NYK Group’s first coal carrier for domestic coastal transport by JERA. The ship will be operated by the NYK Group’s Asia Pacific Marine Corporation based on a transportation contract between JERA and NYK. The vessel will serve as secondary transportation of overseas-delivered coal from a relay station within Tokyo Bay to the Yokosuka Thermal Power Station. The ship is designed to be environment-friendly and includes a hatch cover that can be kept closed during discharging operation as a dust-prevention measure.

The NYK Group will provide new services that seamlessly link oceangoing shipping and domestic coastal shipping through the operation of this vessel and realize an efficient secondary transportation network within Tokyo Bay to contribute to stable energy transportation.

In addition, with a view to address issues that are expected to affect future domestic coastal shipping around Japan, such as a decrease in the number of seafarers and long working hours of seafarers, the operation data of this vessel will be collected and utilized for research and development to realize autonomous ships in the future.

Naming ceremony
Seventh from left in front row; Masato Mizutani, executive officer, head of fuel operation management group of JERA
Fifth from left in front row; Nobuhiro Kashima, managing executive officer of NYK
*Face masks were removed immediately prior to the photo.

Ushio

 

On February 3, 2021, NYK released the “NYK Group ESG Story,” which aims to further integrate ESG into the company’s management strategy and promotes activities that contribute to the achievement of the SDGs through business activities. On March 24, 2022, NYK released the updated “NYK Group ESG Story 2022,” which introduces initiatives for integrating ESG into the Group’s management strategies set forth in the “NYK Group ESG Story” and provides a partial explanation of the Group’s sustainable growth strategy from a long-term perspective. To strongly promote ESG management, NYK will continue to create new value as a Sustainable Solution Provider.

Source: https://www.nyk.com/english/news/2022/20220801_01.html


Autonomous technology, AI-powered technology, as well as alternative propulsion systems are all part of today’s military fleets’ attempt to stay up to date and ready for future challenges. One of the most powerful naval forces in the world, the UK’s Royal Navy, has been at the forefront of these transformations, and its latest addition confirms it.
XV Patrick Blackett is the Navy's brand-new experimental vessel
The British military has already been intensively testing different types of robotic vessels, from minesweepers to patrol boats. Drones are another important part of the equation. In the future, autonomous aircraft could work hand in hand with autonomous vessels. NavyX is the name of the program that’s dedicated to getting this type of technology from concept to operational asset as fast as possible.

This is the Royal Navy’s “Autonomy and Lethality Accelerator,” gathering experts who are developing and testing the latest technology before rolling it out. These guys really move fast – the latest ship to join the fleet was purchased, adapted for the Navy’s use, and delivered in just 12 months. Since it’s part of NavyX, you can already tell that it’s no ordinary boat.

The XV Patrick Blackett is a floating testbed for technological innovations and autonomous systems. Instead of overloading the Navy’s regular ships, which are most of the time deployed in faraway places, this new ship will be entirely dedicated to experimentation.

The famous Damen Shipyard in the Netherlands is the one that built the test ship. It’s a Damen 4008 Fast Crew Supply ship with a length of 42 meters (138 feet) and a 297 GT, able to go as fast as 20 knots (23 mph/37 kph). It was also modified to support NavyX military operations.

This includes an innovative “plug-and-play” configuration that supports a new concept called PODS (Persistently Operationally Deployed Systems). Basically, the ship will be versatile enough to be adapted to different types of experiments and tests. Plus, its work deck is fitted with “container secure points” that allow a wider range of payloads to be embarked. A five-people crew will be handling this new beast.

Some of these future experiments include drones, autonomous vessels, and AI decision-making. According to the Navy, this new floating vessel might also be fitted with autonomous technology in the future. Until then, it’s gearing up to take part not just in the Navy’s experimental missions but also in NATO exercises.

The new XV Patrick Blackett was named after a former Royal Navy sailor and physicist. Blackett not only served in the Royal Navy in WWI and played an important strategic part during WWII but also won the Nobel Prize for Physics in 1948. There couldn’t have been a more fitting name for this new experimental vessel that’s also meant for game-changing missions.

Source” https://www.autoevolution.com/news/the-royal-navys-latest-toy-is-a-cutting-edge-experimental-vessel-194924.html

(OTTAWA, Ontario) — U.S. grain and coke exports boosted overall shipping volumes through the St. Lawrence Seaway in June.

Total cargo tonnage shipments (from March 22 to June 30) via the St. Lawrence Seaway totaled 11.9 million metric tons, down 8.3 percent compared to 2021 but gaining ground in comparison to April, when they were down 18 percent at the start of the season. Other systemwide highlights include an increase in project cargo such as wind energy components and a 55 percent increase in coke shipments, including exports to Europe for cement production.

U.S. grain shipments via the Great Lakes-Seaway system totaled 414,000 metric tons from March 22 to June 30, up 37 percent compared to the same period in 2021. Much of the increase is due to exports of corn and soybeans.

The bulk carrier Labrador takes on a load of potash at the MobilEx Terminal in the Port of Thunder Bay, Ontario, in June. Michael Hull photo

The rise in shipments, which are predominantly heading to Europe and North Africa, are in part due to shifting global grain trading patterns as the conflict between Russia and the Ukraine — both major grain exporters — continues.

“International trade has been a major driver of Great Lakes-St. Lawrence Seaway shipping this season, with corn, soybeans, coke and containerized goods heading out and steel and wind energy components being shipped in,” said Bruce Burrows, president and CEO of the Chamber of Marine Commerce. “American businesses recognize that it is more important than ever to have this reliable, cost-efficient trade and transportation route, particularly in these high-inflation, uncertain times.”

June was a strong month for the Port of Toledo as shipments for the year surpassed 4.5 million short tons, up 22 percent over the same period in 2021. “We enjoyed increases in every cargo category other than liquid bulk,” said Joseph Cappel, vice president of business development for the Toledo-Lucas County Port Authority. “Our grain tonnage is more than double what it was at the same time last year and iron ore and coal are also up significantly. With all three of our major staple commodities ahead of last year, we should expect a strong second half of our shipping season.”

The port also shipped petcoke to other U.S. ports as well as Portugal, the Netherlands and Ontario. The Port of Toledo is also in peak construction season with capital improvement projects occurring at the Toledo Shipyard, General Cargo Facility and dredge material processing center. The Toledo-Lucas County Port Authority is also working with the Ohio Department of Natural Resources on several water quality improvement projects involving the creation of wetlands in the Maumee River and its tributaries.

At the Port of Duluth-Superior, limestone and general cargo shipments provided the June highlights. For the month, Duluth-Superior welcomed 433,143 short tons of the versatile chalky rock from Michigan, which pushed the season-to-date limestone total above 1 million short tons and 14.3 percent ahead of the five-season average. Limestone has numerous purposes, including being used as a building stone for construction and in the manufacturing of cement.

Inbound wind energy cargoes and bagged minerals delivered the general cargo boost in June, with nearly 13,000 short tons arriving at the Duluth Cargo Connect facilities. That float lifted the season-to-date general cargo tonnage total past 27,280 short tons, which exceeds the five-season average pace through June 30 by a robust 33 percent.

– Chamber of Marine Commerce


According to Alphaliner, the US Federal Maritime Commission (FMC) announced a new, streamlined procedure for shippers who wish to file complaints against shipping lines for unfair charges.

This announcement is received as a result of the numerous complaints that shippers or exporters had presented in the United States due to the collections in detention and delays of the containers of the maritime lines that in past news involved Hapag-Lloyd. The ruling, favorable to the shipper, resulted in a large fine to the shipping line for excessive charges during the COVID-19 pandemic.

In a notice published last week enacting the provisions of the new Shipping Reform Act, the new guidance will allow shippers to open a dispute by sending a single email to the FMC detailing the alleged violations along with supporting documents.

If enough information is received, the FMC will launch an investigation. Shipper representatives claimed that the guidance would give the FMC enforcement strength, similar to that of the Securities and Exchange Commission (SEC). An FMC investigation could result in possible civil penalties for carriers and an order for reimbursement of the charges.

The FMC notice follows the enactment of the Shipping Reform Act on June 16, the first update to US shipping law since 1998. Shippers must show that the alleged violation took place after of June 16 and that contravenes the new Law.

Taking this announcement into account, exporters and NVOCCs will now have a little more negotiating capacity against shipping lines in the United States. However, the possible sanctions that this would entail are not yet known, but it is stipulated that they be compensation or monetary fines.

Source: Alphaliner



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