German container carrier Hapag-Lloyd doesn't plan to make any investments in ordering of new vessels over the next couple of years, the company said during a conference call today.
"In terms of Capexes, we said that we don't anticipate any material Capexes in new vessels in the upcoming couple of years. We will continue to invest in container boxes and our investment level will be around EUR 400 million every year," the company said.
As disclosed, there have been no significant orders in the container shipping sector over the recent period, and Hapag-Lloyd believes that new orders are not necessary as there is sufficient capacity in the market to meet the volume growth.
As a result, it is not expected that a surge in orders would occur.
Regarding the IMO regulations, Hapag said that most of its vessels are in principle suited for various types of fuel and may require some additional investment. Tough, huge investments on a per vessel basis are not expected.
The company added that it would be watching very closely what would happen to the fuel prices after 2020 when the new regulations kick in. The costs are anticipated to go up, but the company said it should be able to pass them on to the customers.
For the first half of 2017, the German container carrier booked a net loss of EUR -46.1 million (USD 55.1 million, slashed from last year's equivalent of EUR 142.1 million.
The company said that the half-year result includes a number of one-off effects related to the United Arab Shipping Company (UASC) merger, resulting in a net impact on EBIT of approximately EUR -19 million.
Hapag-Lloyd's results were announced as the carrier welcomes the fourth of its five Valparaiso Express class 10,500 TEU vessels, the Callao Express.
The ship, built by Hyundai Samho Heavy Industries, has been named in the port of Callao this week. The Callao Express has set sail in the direction of Puerto Anamos and Valparaiso and will return to Europe after sailing the South American west coast, the company said.
It emerged that a total of global shipyard output from January to July, 2017, stood at 1,003 vessels of a combined 68.60m dwt (22.60m cgt). In July only, particularly, 105 vessels of a combined 8.20m dwt reported delivered throughout the world, continuing a steady trend. It is also expected that shipyard deliveries will reach 101.20m dwt in full year 2017, up by 1% from 100.50m dwt posted in 2016.
For the first seven months this year, according to Clarkson Research, 260 vessels of a combined 25.80m dwt were delivered, representing a 39% increase year-on-year (in dwt terms). As for Suezmax sector, in particular, 39 units of a combined 6.10m dwt were delivered, almost four times the volume of tonnage delivered during the same period of 2016.
Global shipyards also delivered 355 bulkers of 30.00m dwt during the same period. This year's bulker deliveries are forecasted to show a 10% decline against a year ago, with 42.40m dwt.
As for containership sector, 87 vessels of 7.20m dwt reported completed, with annual deliveries of vessels less than 3,000 teu, 3,000~7,999 teu and less than 8,000 teu expected to increase by 35%, 290% and 16% y-o-y, respectively.
Regarding the volume of delivery of gas carriers, during the cited period, LNG carrier recorded delivery of 1.60M dwt (22 vessels) and LPG carrier, 1.70m dwt (56 vessels). The annual deliveries are expected to increase by 7% and decrease 30%, respectively, this year.
Meanwhile, by shipbuilding nation, shipyards in China delivered 403 newbuildings, 27.90m dwt, or 8.00m cgt, from January to July in 2017, with total amount of $14.9bn. China was ranked No.1 in dwt, cgt and numerical terms.
Notable is the fact that Chinese yards took the lion's share of the world's newbuilding deliveries with around 41% (in dwt terms), up from a 35.9% share in full year 2016.
During the same period, Korea delivered 199 newbuildings, 22.00m dwt, and 7.30m cgt, making it worth about $19.1bn and ranked No.1 in value terms. This total accounts for 32% (36.3% in full year 2016) of global deliveries in dwt terms.
Japan delivered 248 vessels, 4.60m cgt, or 14.10m dwt, worth about $8.6bn, accounting for about 21% (21.8% in full year 2016) of global deliveries in dwt terms.
In full year 2017, Chinese deliveries are projected to post a 14% increase against a year ago, with Korean, a 16% decline, and Japanese, a 1% decline.
Meanwhile, during the first seven months of this year, 463 vessels of 18.90m dwt (the average age=26.6) were sold for demolition, down by 27% year-on-year (in dwt terms). This year's annual scrapping is expected to reach 33.10m dwt, down by about 25.6% compared to 44.50m dwt seen the previous year.
The fact that the summer is nearing its end has prompted more ship owners into securing more newbuilding orders. In its latest weekly report, shipbroker Intermodal said that “stable newbuilding activity resumed last week as well, while the fact that the list of the latest newbuilding deals had a couple of dry bulk orders but no tanker ones is a first in a long time and of course indicative of the difference in momentum each sector is currently witnessing. The steady and rather unexpected improvement of dry bulk earnings during the traditionally quiet month of August has certainly given additional confidence to those owners who have been contemplating placing a newbuilding order. Indeed, with expectations for a particularly firm last quarter of the year building up quickly, the belief that asset prices will also firm during that time has revived healthy contracting activity in the sector, while oppositely we are seeing less and less tanker orders lately following the disappointing performance that earnings have been witnessing throughout the summer season and the consequent pressure on asset prices in the sector. In terms of recently reported deals, Hong Kong listed owner, SITC lines, placed an order for six firm feedermax containers (1,011 teu) at Dae Sun, in S. Korea for a price in the region of $18.6m each and delivery set in 2019.
In a separate newbuilding report, Clarkson Platou Hellas said that “there is one order to report in Dry this week. It has been reported that China Steel Express have placed an order for two firm 208,000 DWT Newcastlemaxes at CSBC. Set for delivery in 3Q 2019, the duo will be built at CSBC’s Kaohsiung facility. In the Container market, Dae Sun have signed a contract for six 1,011 TEU Container Carriers with SITC. The vessels will be delivered throughout 2018 and 2019 from Busan, Korea”, the shipbroker said.
Moving on to the S&P market, Intermodal said that “with activity in the second-hand market taking a very small break during the second week of August, it now seems that Buyers are back with healthy appetite, while modern dry bulk tonnage is once again gaining most of the interest. On the tanker side we had the sale of the “TORM FOX” (37,025dwt-blt ‘05, S. Korea), which was sold to Indonesian buyer, for a price in the region $10.7m. On the dry bulker side we had the sale of the “FORTUNE CLOVER” (77,430dwt-blt ‘06, Japan), which was sold to Greek buyers, for a price in the region of $11.7 million”.
In a separate note, ships’ valuations expert, VesselsValue noted that tanker values have remained stable this week. “Aframax DS Amba Bhavanee (107,100 DWT, Dec 2003, Koyo Dock) sold at auction for USD 4.5 mil having been laid up 4 years with class expired. The MR Torm Fox (37,000 DWT, May 2005, Hyundai Mipo) was sold for USD 11 mil vs VV USD 11.7 keeping values stable”. In the bulker segment, “it has been a quiet week in the Bulker market. The Panamax BC Harbour Hirose (83,500 DWT, Oct 2011, Sanoyas) sold for USD 19.3 mil vs VV USD 19.25 mil. The Panamax BC Fortune Clover (77,400 DWT, Aug 2006, Oshima) sold for USD 11.9 mil vs VV USD 12.06 million”, VV said. Finally, in the container segment, values firmed slightly this week. According to VV, the Sub Panamax Chief (2,672 TEU, Nov 2001, Stocznia Gdansk) sold for USD 6 mil vs VV USD 5.4 million.
Newbuild contracting fell to a 30 year low in 2016, but when looking at it in estimated investment value terms, the fall was slightly less sharp. This trend has continued, with contracting in 2017 so far up by significantly more in investment value terms than in numerical terms. This month’s Shipbuilding Focus investigates which sectors are attracting investment and which yards are benefitting from it.
Though still depressed in historical terms, the value of newbuild contracting investment, which declined by 59% in 2016, stands at $33.8bn in the year to date, up 58% year-on-year on an annualised basis. This has been driven by investment in high value vessel types such as cruise ships, which experienced record ordering levels last year and accounted for 43% of total investment. Firm cruise ship ordering has continued in 2017 so far, and the 20 cruise ships contracted have an estimated newbuild value of $12.6bn, up 36% year-on-year on an annualised basis and accounting for 37% of year to date investment. Similarly to in 2016, US owners account for the largest share of year to date cruise investment (82%).
Signs Of A Comeback
Most sectors suffered from a depressed contracting environment in 2016, but in 2017 so far some have shown early signs of improvement and estimated investment in tanker and gas carrier units is up by an annualised 133% and 176% respectively year-on-year. Tankers and gas carriers account for 23% and 10% of year to date investment respectively, and the increase in investment has been driven by firmer ordering of larger units such as VLCCs and large LNG carriers. Norwegian owners account for 49% of year to date gas carrier investment, while Greek owners account for 22% of year to date investment in the tanker sector.
Still Seeming Sluggish
Containership contracting has remained muted, with only 20 units of an estimated $0.5bn ordered in 2017 so far, an annualised year-on-year investment decrease of 71%. In contrast, boxships accounted for 22% of 2015 investment, compared to 1% in 2017 so far. Estimated bulkcarrier investment in the year to date is up 15% year-on-year on an annualised basis, but bulkers only account for 7% of estimated 2017 investment compared to 42% in 2010, even if with an improved freight rate environment, ordering could pick up.
Which Builders Benefit?
The benefits of higher investment levels have not necessarily reached all yards. While cruise ordering is booming, this is only benefitting a small number of yards, with European yards accounting for 96% of year to date cruise orders in investment terms. Similarly, in the VLCC sector, only eight yards have won orders in 2017 so far, mostly in China and Korea.
So, investment is up this year, with high value orders even more prominent than in 2016. The cruise sector has continued to boom and in the tanker and gas carrier sectors contracting is improving, but other sectors are still struggling. However, while ordering of high value units can have an impact, a recovery is needed across more of the major sectors for investment to return to healthier levels.
Yangzijiang Shipbuilding has added 14 shipbuilding orders to its orderbook in July, via a mix of new contracts and options exercised, worth a total of $381m.
The new orders means the Chinese yard has secured a total of 33 vessels this year at a total of $832m, giving it a total orderbook of 85 vessels worth $4bn. At current levels, Yangzijiang will see the optimal use of its facilities up to 2020.
Yangzijiang reported the orders in its first half results, posting revenues of RMB8.47bn ($1.26bn) which is an increase of 49% compared to 2016. Profits improved by 61% to RMB1.39bn ($206.9m).
Ren Yuanlin, executive chairman of Yangzijiang Shipbuilding, commented: “Yangzijiang stood the test of a challenging market reasonably well and this was attributable to our persistent pursuit of excellence. We seek constant improvement to every detail in our vessel design, energy efficiency, construction process, quality and stability, and cost structure. Through innovation and introducing new vessel products, we maintained a healthy order book backlog when the market was weak, and we are making good progress in order taking when market starts to recover.”
Looking at the global shipbuilding market, the company said that it is seeing a recovery most notably in dry bulk carriers supported by the higher volume of iron ore transportation and the ease of overcapacity, however demand for containerships remained weak.
It seems that there are still deals to be made in the newbuilding contracting market, as several ship owners are looking to commit to new vessels. In its latest weekly report, shipbroker Allied Shipbroking noted that “despite being well into the summer period which notes a typical slow down in new ordering and despite the fact that we had seen a fair softening in activity over the past couple of weeks, things seemed to have sparked back into life this past week, with a fair amount of deals emerging. A number seemed to be still on the LOI stage though it is clear that in their majority potential buyers are seeking to secure any TIER II slots looking to take advantage of the lower price being offered against what is being offered for the newer TIER III designs. Beyond this, it has become ever more clear that appetite has re-emerged amongst owners, though hopefully it is still under a fair amount of conservatism and the volume of new orders that will amount in total during the remainder of 2017 will still be limited in number compared to what we had seen in previous years. The demand/supply balance in the freight market is still relatively fragile and it is vital that the future orderbook does not become once again an overshadowing burden for the market”.
In a separate newbuilding note, Clarkson Platou Hellas this week said that “there is one tanker order to report this week, with Torm signing a contract for four firm plus four optional 50,000 DWT MR Tankers with CSSC Offshore Marine (GSI). It is understood that the deliveries for the four firm units will be within 2019. In Dry, Jiangsu New YZJ have received an order for three firm plus three optional 180,000 DWT Capesize Bulk Carriers with a JV between Cargill and Mitsui, Great Wave Navigation. Delivery of the firm vessels is similarly due in 2019”, the shipbroker noted.
Meanwhile, in the S&P market, Allied said that “on the dry bulk side, activity was on the rise this week, showing a complete turn around in market conditions, with buying interest once again on the rise. Prices have yet to reflect this with most sales still remaining fairly in line with similar transactions that we have been seeing. On the tanker side, limited activity to be seen, with only a handful of MR tankers changing hands this week. With a notable amount of difficulties still being noted in the freight market and uncertainty as to the future prospects currently prevailing amongst owners and potential buyers, it seems as though most have put things on hold for now”.
VesselsValue, a ship valuations’ expert noted that “tanker values have remained stable this week. Suezmax vessels Gener8 Horn (159,500 DWT, Jun 1999, Daewoo) and Gener8 Phoenix (153,000 DWT, Aug 1999, Halla) were sold en bloc for USD 20.4 mil vs VV USD 20.4 mil keeping values stable. The MR2 Tamarin (51,000 DWT, Nov 2008, SPP) sold for USD 17 mil vs VV USD 18.2 mil which has softened mid age MR tonnage”.
In the dry bulk market, VV added that “bulkers values have firmed this week. The Capesize Blue Island (152,400 DWT, May 2000, Koyo Dock) sold for USD 8.2 mil vs VV USD 6.0 mil. The Panamax Atlantic Prime (82,200 DWT, Sept 2011, Tsuneishi Zosen) sold for USD 19 mil vs VV 18.5 mil, firming values. In older tonnage the CSE Harmony Express (76,700 DWT, Nov 2002, Imabari) sold for USD 9.0 mil, VV value USD 8.15 mil. The Supramax Christine B (58,100 DWT, Dec 2009, Tsuneishi Zhoushan) sold for USD 13.8 mil, VV value USD 12.32 mil. Firming values for mid age tonnage. Handy values have remained stable this week. The Ephesus III (31,800 DWT, Oct 2004, Hakodate Dock) sold to Manta Shipping Transport for USD 6.75 mil, VV value USD 5.83 million”, VV concluded.
The containership orderbook has diminished by 30% in capacity terms since the start of 2016. Ordering during this period has remained very limited, with capacity contracted in 2016 at 0.29m TEU, representing the lowest level since 2009, and contracting in the first half of 2017 totalling less than 40,000 TEU. Despite this, however, there are several important aspects of the containership orderbook to consider.
The first of these concerns the change in the overall size of the orderbook, with the volume of capacity on order shrinking considerably over recent years. At the start of July 2017, the orderbook stood at 396 units of 2.78m TEU, a marked drop from 515 units of 3.97m TEU at the start of 2016. While the volume of capacity on order is still not insignificant, as a percentage of fleet capacity, it is the lowest it has been on record, standing at 14% at the start of July. As a result, boxship fleet growth in the next few years is expected to be relatively moderate, and significantly lower than 8.1% in 2015. In full year 2017, the containership fleet is projected to expand by 3.0% y-o-y in TEU terms, and by 3.7% y-o-y in 2018.
Checking The Schedule
The second interesting aspect is the shape of the orderbook schedule, which is a result of the pattern of ordering, as well as delays to deliveries to owners throughout challenging market conditions. With the vast majority of boxship capacity currently on order scheduled for delivery either in the remainder of this year or next year, the containership orderbook looks very thin after 2018 (see inset graph). Basis start July, just 22 boxships of over 12,000 TEU (including ‘mega boxships’) are scheduled for delivery from 2019 onwards (out of a total 108 vessels in this size range currently on order). In reality, some vessels currently expected to be delivered in 2017-18 may slip into 2019-20. Moreover, new orders for containerships of very large capacity could yet still emerge for delivery in that period, although appetite for boxship ordering in general currently remains very subdued.
Thirdly, the orderbook tells a very different story across the boxship sectors, remaining heavily weighted towards the larger sizes (see graph). Ships of 15,000+ TEU account for c.40% of capacity on order, and represent the equivalent of 73% of 15,000+ TEU fleet capacity. Meanwhile, sub-3,000 TEU there are currently 213 ships of 0.39m TEU on order, equivalent to 10% of fleet capacity in this size range, and expectations of limited deliveries mean that the sub-3,000 TEU fleet is expected to shrink in the short-term. Moreover, the orderbook in the 3-7,999 TEU size range is extremely limited, just 2% of fleet capacity.
So, the boxship orderbook has dwindled significantly, and against the current backdrop of a diminished appetite for contracting, it looks likely that it will continue to shrink. The shape and size of the orderbook does vary significantly across different vessel sizes but overall the schedule looks pretty thin after 2018. Peering through the orderbook ‘looking glass’, clearly there’s still a lot to see.
Greek ship owners have more than doubled their newbuilding orders during the first half of 2017. According to exclusive data provided to Hellenic Shipping News (www.hellenicshippingnews.com), from ship valuations’ specialist VesselsValue, ship owners from Greece have so far placed orders for 58 ships, versus 28 in the same period of 2016 and 72 in 2015. As such, Greek owners have returned atop of the global newbuilding activity and by some margin, given that the next highest ordering nation was China with 40 orders. Japanese owners ordered just 13 ships, versus 105 ships over the first half of 2015 and 36 ships in 2016.
Globally, newbuilding orders amounted to 245 ships over the first half of 2017, a slight decrease versus the same period of last year, when a total of 254 units were ordered. However, these number pale in front of the 2015 ordering activity, when 594 newbuildings were contracted during the first six months of that year.
Orders By Companies
Lou Kollakis’ Chartworld Shipping has been the most aggressive in terms of its newbuilding ordering activity, having contracted a total of 14 ships so far. However, it’s worth noting that the company was absent from such activity during the past couple of years. The Angelikoussis-controlled Maran Tankers has also been very active with three newbuilding oredrs this year, on top of an additional six in 2015 and 4 in 2016 (13 in total). TMS Tankers has ordered four more vessels this year, while Enesel has invested in four newbuildings this year.
Orders by Ship Types
What’s also striking is that all of the 58 newbuilding orders this year have been for the mainstream ship types, i.e. tankers (42 orders) and dry bulk carriers (16). It’s worth adding that out of the 151 orders that Greek shipping companies have placed over the course of the past three years (first halves), 104 are for tankers, i.e. two thirds are for the wet segment. By contrast, the once favored and less capital intensive dry bulk segment attracted orders of just 29 ships over the same three-year period.
Although newbuilding orders for tanker and bulkers increased during the first half of 2017, the overall number of orders placed has more than halved when compared to the same period in 2015, according to data provided by VesselsValue.
A total of 245 new orders were placed so far this year, against 594 new ships ordered in the first half of 2015. When compared to the same period in 2016, the new contracts slightly decreased from the 254 new ships ordered a year ago.
Owners’ appetite for tankers was apparent as this type of vessel was in the lead with 145 orders out of the 245 newbuilding deals. Tankers were followed with 70 bulker orders, while LPG ships took the third place with a mere 16 orders. The containership market saw 10 new orders, while only four vessel orders were added to the LNG sector.
In comparison, bulkers were in the lead during the first half of 2015 with 229 orders, followed by 181 new tankers deals. Containerships took the third place with 90 new orders. The LNG sector was more active in 2015, with 26 new ship orders placed during the first half, followed by the LNG sector with 18 new ships.
The plunge in shipbuilding orders was also noticeable in the offshore sector. There were 50 offshore vessels ordered in the first half of 2015 compared to a complete lack of offshore orders during the first six months of this year.
In what can only be seen as a worrying sign of things to come, shipbroker Gibson reports that VLCC orders this year have more than tripled, compared to those of the whole of 2016. The London-based shipbroker said in its latest weekly report that “back at the beginning of May, our weekly report focused on the accelerating pace of orders, in particular demand for VLCC tonnage. Two months later we are reporting 20 more fresh VLCC orders, in addition to those placed between January and April. The total count of VLCC orders placed in the first six months of this year reached 38 compared to just 13 in the whole of 2016. We are also aware of several owners circling around the issue, either to order speculative tonnage or direct replacements for their elder units which will certainly add to the recent melee. The pace of VLCC ordering prompted Bimco last week to warn of a potential “fundamental imbalance that would take years to overcome”. Furthermore, we have seen 16 Suezmaxes ordered this year compared to 18 in the whole of last year”.
According to Gibson, “orders for Aframaxes which are at 35 so far this year (6 in 2016) and LR2s at 12 (2 in 2016) indicate that ordering activity has heated up quickly. Similarly, orders for MRs have already overhauled last year’s total of 30. Almost half of all orders this year have been placed in June alone. Delivery dates for these orders indicate that only a few slots are available for late 2018 delivery, suggesting that shipbuilders are rapidly filling their forward orderbook. Price is still a driver, but the influx of new orders appears to have applied the brakes to the downward spiral of newbuild prices of recent times. Owners may also be betting on the potential recovery of the tanker market by placing orders for 2019/20 delivery in anticipation of a rising freight market. The latest deliberations at the IMO on ballast water is unlikely to have any real impact on newbuilding orders unless you require tonnage for US trade. With the US regulators operating a different regime outside of the IMO coupled with the Tier III requirements, some owners will be paying a higher newbuild price to comply. It appears that the US authorities are beginning to toughen up ballast water waivers since they started approving systems. The IMO has agreed to extend the deadline, this potentially could lead to slower pace of tanker scrapping in years ahead”.
Gibson added that “however, perhaps the most interesting development in June was the announcement by Trafigura to order up to 32 crude and product tankers, with a potential value in excess of $1.35 billion. Contracts were reported to have been placed by China’s Bank of Communications Financial Leasing against bareboat charters to Trafigura who are believed to have purchase options. Official confirmation of the initial 22 (Suezmaxes, Aframaxes & MRs) split between Hyundai and New Times remains sketchy and some of the finer details relating to this order remain unreported. Cido Shipping also seem to favour the products market, having recently announced changing an order for two car carriers in to MR tankers. The two vessels involved were originally ordered in September 2015 and as such are not recorded as fresh orders, adding to a swelling tanker orderbook”.
The shipbroker concluded that “most recent orders placed are for ‘blue chip companies’ who appear to have access to huge lines of credit or have been very creative with their funding. Lack of ‘easy money’ is something which has kept a lid on ordering in the recent past. Referring back to our May report “only those with strong financial muscle are likely to be in a position to capitalise”. There appear to be quite a few out there”.
Meanwhile, in the crude tanker market this week, Gibson said that there was “steady VLCC fixing through the week, but no pinch points in availability to allow Owners to lever the market higher than their previous low ws 50 East, mid ws 20’s West marks. The final phase of the July programme is now being played out and the end month does sometimes provide opportunity, but the odds of anything noticeable developing look poor as things currently stand. Suezmaxes moved through a reasonably active phase and premiums for Kharg loading did stretch to over 10 ws points, though the bulk of enquiry was quite easily satisfied by supply and rates bumped against at ceiling of ws 70 to the East and mid ws 20’s to the West. Aframaxes couldn’t find any relief from downward pressure, but did continue to make a stand at around 80,000mt by ws 90 to Singapore nonetheless. more resistance will be required next week too”, it concluded.