Category / International Shipping

by Mike Poverello

Freight Forwarders and 3PL’s to bear the burden of IMO Box Weighing Rules

Container weighingThe responsibility for verifying the gross weight of loaded containers under next year’s new box-weighing rules will in many cases rest with freight forwarders, logistics operators or NVOCCs, according to freight transport insurance specialist TT Club.

Welcoming the initiative of the World Shipping Council (WSC) in its recent publication of guidelines to the industry in relation to implementing the SOLAS requirements that become mandatory on 1 July 2016, TT Club noted that unlike the CTU Code, which forensically seeks to identify the chain of responsibility for everyone involved in the movement of freight, the amendment to the Safety of Life at Sea Convention (SOLAS) mandating the verification of gross mass of container overtly only names the ‘shipper’, the ‘master’ and the ‘terminal representative’, and – by implication – the competent authorities.

TT Club said the complex nature of logistics means that the term ‘shipper’ may encompass a range of people involved in the contracting, packing and transporting of cargo. However, as stated in the WSC guidance, it said the key commercial relationship in question is with the person whose name is placed on the ocean carrier’s bill of lading.

“Thus, in many cases, the responsibility for actual ‘verified’ declaration will rest with a freight forwarder, logistics operator or NVOC. This means that often reliance will have to be placed on others to have adequate certified methods to provide verified gross mass – particularly for consolidation business,” TT Club said.

It noted that of course many suppliers of homogenous shipments will already have advanced systems, which merely require some form of national certification, adding: “Apart from having a sustainable method by which the gross mass is verified, the shipper also needs to communicate it (‘signed’ meaning that there is an accountable person) in advance of the vessel’s stow plan being prepared.

“The information will be sent by the shipper to the carrier, but with joint service arrangements there may be a number of carriers involved, with one taking responsibility to consolidate the manifest information, in addition to communication with the terminal.”
It said the ‘master’ comprises a number of functions within the carrier’s organisation.

“Implicit in the SOLAS amendment is that the carrier sets in place processes that ensure that verified gross mass is available and used in planning the ship stow,” TT Club said. “Arguably, each carrier will need to amend systems and processes to capture ‘verified’ information.

“However, the simplest might be to amend the booking process, so that the gross mass information is left blank in the system until ‘verified’ data are available. This will be effective if it is clearly understood by all partner lines and terminals with whom the line communicates.”

TT Club said the explicit obligation of the master was simply that he shall not load a container for which a verified gross mass is not available. “This does not mean that one with a verified gross mass is guaranteed to be loaded, since that would derogate from the traditional rights of a master,” the insurance specialist added.

Recognising the pivotal nature of the port interface, it noted that the ‘terminal representative’ has been drawn into the new regulation as a key recipient of information for ship stow planning “and, critically, in a joint and several responsibility not to load on board a ship if a verified gross mass is not available”.

It added: “There has been considerable debate as to whether terminals need to position themselves to be able to weigh containers, not least because of the cost of creating appropriate infrastructure, and amending systems and procedures, with uncertain return on investment. In addition there are commonly incidences of containers packed at the port, in which case the terminal activities could include assisting the shipper in producing the verified gross mass.

“The SOLAS amendment places responsibility on national administrations to implement appropriate standards for calibration and ways of certifying. The overtly named parties rely on this to work smoothly and, preferably, consistently on a global basis.”
TT Club said clarity of such processes needed to be matched by consistency in enforcement. “Talk of ‘tolerances’ is disingenuous,” it said. “SOLAS calls for accuracy. Everyone appreciates that some cargo and packing material may be hygroscopic, thereby potentially increasing mass during the journey, but that need not mask fraudulent activity, nor entice over-zealous enforcement.”

It said the UK Marine Guidance Note may be instructive here, stating that enforcement action will only be volunteered where the difference between documented and actual weight exceeds a threshold. TT Club concluded: “It is suggested that key measures of success of the revised SOLAS regulation will include not only safety of containerised movements, but also free movement of boxes through all modes of surface transport, and a shift in behaviour and culture throughout the unit load industry.”

by Mike Poverello

Customs Non-Intrusive Inspection affects trade costs

DBN Relocatable ScannerThe following article suggests the need for greater consultation and collaboration between all supply chain parties. While the associated costs relating to supply chain movements is not the purview of SARS, these should be considered as part of the overall impact assessment in the lead up to such an implementation. For all intents and purposes this is an unintended consequence. Stakeholders should also note that the SA government has not imposed any fee for the scanning of cargoes to re-coup costs. Non-intrusive inspection (NII) capability is a tenet of international customs control intended to mitigate security threats and incidents of cargo misdeclaration, even legitimate cargo that can be used to mask harmful products stowed in vehicles/containers. The issue of increased cost of compliance has unfortunately been a trait of many international customs developments ever since the advent of ‘heightened security’ – post 9/11 and seems destined to remain a ‘challenge’ as we supposedly move into an era of increased trade facilitation.Joint collaboration between all parties not only assists in better understanding of the broader supply chain landscape but can also contribute to positive measures on the ‘ease of doing business’.

Freight & Trade Weekly (issue no. 2158, 10 July 2015) reports that Industry has called on customs to look into processes around its cargo scanners which they say are currently driving up costs.

Two state-of-the art scanners are currently operational at the Port of Durban and Cape Town and are part of South African Revenue Service’s (Sars) countrywide approach to risk management that aims for less intrusive inspections at ports and border entries.

The scanners were introduced in order to improve efficiency, with stopped containers being released more speedily than has been the case to date.

“It has however in some cases increased costs because it has resulted in double handling of containers,” said Dave Watts, a maritime consultant for the SA Association of Freight Forwarders (Saaff).

Before the introduction of the scanners all stopped containers were moved by shipping lines to licensed depots for examination by Sars. Once the inspection was concluded and the container released the importer or his agent could collect it using their own transport.

The new process however sees the stopped container transported by the shipping line to the scanner where it is either released or has to be moved for a physical inspection to a depot.

If released at the scanner the container is however still on the shipping line’s appointed truck and not that of the importer or its agent’s nominated haulier.

There are no facilities to move it from one truck to the other at the scanners which means carrier haulage moves it to a depot anyway.

“The extra cost comes in simply because of the double handling,” explained Watts.

In Durban, where the new technology scanner was introduced just over a year ago, several importers maintain it is cheaper to just have their stopped containers taken to the depot for unpacks rather than going through the scanner and not unpacking.

According to Mike Walwyn, chairman of the Port Liaison Forum, the issue of carrier choice also comes into play as the importer now has to use carrier haulage for delivery as opposed to his or her own transport.

Whilst the Cape Town scanner has only been operational for a week, some very real challenges are foreseen and increased cost is one of them.

“The issue is not necessarily around the scanner,” says Watts, “but the rules and regulations around the customs act that stipulates all containers remain the liability of the shipping line until released by customs. In other words it has to be taken to the scanner by the carrier.”

It has been suggested that instead of doubling the handling of containers the carrier should just make the final delivery of the container, but it is generally accepted that carrier cartage rates are much higher than contracted cartage rates. In some cases the cost is said to be four times higher.” Source: FTW

by Mike Poverello

Port of Singapore – Best Seaport in Asia for 27th time

Port of Singapore [Picture credit - singaporevisablog.wordpress.com]

Port of Singapore [Picture credit – singaporevisablog.wordpress.com]

The Port of Singapore has been named the best seaport in Asia for the 27th time – beating fierce rivals Hong Kong and Shanghai.

The honour was given out at the 2015 Asia Freight, Logistics and Supply Chain Awards (AFLAS) held in Hong Kong here the other day.

The AFLAS awards, organised by freight and logistics publication Asia Cargo News, honour organisations for demonstrating leadership as well as consistency in service quality, innovation, customer relationship management and reliability.

Determined by votes cast by readers of Asia Cargo News, the Port of Singapore clinched the award for its leading performance on a range of criteria, including cost competitiveness, container shipping-friendly fee regime, provision of suitable container shipping-related infrastructure, timely and adequate investment in new infrastructure to meet future demand and the facilitation of ancillary services.

The other finalists in the Asia category this year were the Port of Hong Kong and Port of Shanghai.

Said Mr Andrew Tan, chief executive of Maritime and Port Authority of Singapore (MPA): “We will continue to work closely with all our stakeholders to strengthen our competitiveness as a premier global hub port and international maritime centre.

“Singapore will also continue to plan and invest ahead, such as our commissioning of Pasir Panjang Terminal Phases 3 and 4 this week which will increase the overall capacity of Singapore’s port to 50 million TEUs (Twenty-Foot Equivalent Units) when fully operational.”

Prime Minister Lee Hsien Loong on Tuesday officially opened the terminals. When the expansion is fully operational by the end of 2017, Singapore will be able to handle a total of 50 million TEUs of containers annually.

MPA said the Port of Singapore continued to achieve good growth in 2014. Its annual vessel arrival tonnage reached 2.37 billion gross tonnes (GT). Its container throughput hit 33.9 million TEUs, while total cargo tonnage handled reached 580.8 million tonnes.

Its total volume of bunkers remained the highest in the world, at 42.4 million tonnes. The total tonnage of ships under the Singapore Registry of Ships was 82.2 million GT, putting Singapore among the top 10 ship registries in the world.

by Mike Poverello

Namport container terminal takes shape

namport-expansionConstruction of the N$3 billion container terminal at Walvis Bay is taking shape with over 1.5 million cubic metres of land reclaimed from the Atlantic Ocean. China Harbour Engineering Company (CHEC), which is constructing the terminal, says the work is on schedule for completion in 2017.

“We understand the importance of the project not only for Namibia but for Africa as a continent and therefore we are fully committed to deliver a state-of-the-art project at the end,” said CHEC’s acting project manager, Feng Yuan Fei.

The expansion includes the construction of a modern container terminal, adding 600m of quay length to the existing 1500m and 650 000 TEU (twenty-foot equivalent unit) per annum capacity to the existing 350 000 TEU. The Namibia Port Authority (Namport) port engineer, Elzevir Gelderbloem, said Namport is happy with the progress made so far.

“It took us nine years to get to the construction phase of the project. Such projects take time to implement and we hope our next projects will be much quicker. However, we have no dry land to expand as the harbour is completely boxed in by the town, but with the current project we are creating more land in water. This type of expansion is unique and feasible for a container terminal.

“It’s the kind of construction that has never been used in the country but will improve our port services at least until 2020 when we will have to undergo the same process again,” he said.

Reclamation of the land is scheduled for completion in February next year, after which the next phase is to complete the quay walls by April and then the construction of revetment by August in the same year. Erection of revetment involves the layering of different rock such as armour core rock, mixed filter layer, geotextile, and crushed stone layers to create a wall around the reclaimed land. More than 400 000 cubic metres of rock will be needed for revetment.

Feng said he was confident they would comfortably meet the deadline to complete the revetment in August next year. “We also created a sandbag cofferdam, which prevents the dredged material and muddy water from overflowing during the process of reclamation,” he said. Source: New Era newspaper

by Mike Poverello

New Singapore Mega Port Will Have 20 Deep Water Berths

TArtist's Illustration -DEME Grouphe Maritime and Port Authority of Singapore (MPA) has signed a milestone contract for the construction of the first phase of a new $1.82 billion mega port in Singapore.

The contract was awarded to a joint venture between the Dredging International Asia Pacific Ltd., a subsidiary of Belgium’s DEME Group, and South Korea’s Daelim.

The project, formally known as the Tuas Terminal Phase 1 Reclamation, Wharf Construction and Dredging Project, entails the construction of a new port terminal with 20 deep-water berths having a total capacity of 20 million twenty-foot equivalent units (TEUs) per annum. The Joint Venture will be responsible for the construction of an 8.6-kilometer quay wall and its foundation, the dredging of the fairway and basins, as well as the reclamation of 294 hectares of new land.

This major project is expected to complete within six years, and has been awarded to the Joint Venture for a Contract value of SGD 2.42 billion (or approximately US $1.82 billion).

Beginning in 2030, the Government of Singapore will start to consolidate its container port facilities at Tuas. New technology will be introduced at the greenfield site to create a hypermodern, innovative and largely automated logistics hub. The consolidation will also free up existing port land near the city centre for future urban redevelopment.

The Tuas Terminal Project is anticipated to ensure that Singapore’s leading global hub port continues to have sufficient capacity in the long term to meet industry demand.

Singapore ranks as the world’s second busiest container port handling 33.9 million 20-foot containers in 2014, according to the MPA. The Port of Shanghai ranks as number 1 with 35.2 million TEU in 2014. Source: Gcaptain.com

by Mike Poverello

Illegal Cargo – Colombia Seizes China-flagged Ship

Image - Wikimedia.org

Image – Wikimedia.org

Colombian authorities detained a vessel operated by China’s largest shipping group for illegally transporting thousands of cannon shells, around 100 tons of gunpowder and other materials used to make explosives, the attorney general’s office said.

The Da Dan Xia, operated by Cosco Shipping Co, was headed for Cuba when it was stopped on Saturday in the northern port of Cartagena, on the Caribbean coast, after the materials were detected during an inspection. The cargo was listed in the records of the 28,451dwt ship as grain products. The captain of the Hong Kong-flagged vessel had been arrested, the attorney general’s office said. China’s Foreign Ministry spokeswoman Hua Chunying said the ship was carrying ordinary military supplies to Cuba and was not in violation of any international obligations.

“It is completely normal military trade cooperation. At present, China is communicating with the parties on this matter,” Hua said.

A Cosco Shipping official in the firm’s Guangzhou head office said the ship was operated by the company but added she was unaware of the incident. Cargo documentation the captain presented did not match the load the ship was found to be carrying, Luis Gonzalez, national director of the Colombian attorney general’s office, told reporters.

“Around 100 tons of powder, 2.6 million detonators, 99 projectiles and around 3,000 cannon shells were found,” Gonzalez added.

Photographs from the prosecutor’s office showed wooden cases inside a shipping container with labels stating Chinese defense manufacturer China North Industries Group Corporation as the supplier. The company, known as Norinco, is China’s biggest arms maker. It did not immediately respond to a request for comment.

The recipient was stated as importer Tecnoimport in the Cuban capital Havana. The Cuban company could not immediately be reached for comment. A man who identified himself as the Da Dan Xia’s first officer confirmed the ship had been detained in Colombia when Reuters called the vessel’s phone number on Wednesday. Source: Maritime Executive/Reuters

by Mike Poverello

Smart Containers – making headway

loginno3Technology once again demonstrates that it not only ‘enables’ but can also provide companies a ‘differentiator’ to get ahead of the competition – at least for a while. This is the second such innovation in recent weeks which addresses the needs of international shippers and logistics operators in meeting stringent security requirements while at the same time offering a compelling solution for supply chain auditability and the management of their assets. Furthermore, with more and more countries offering authorised economic operator (AEO) programs these same shippers and logistics operators will in the longer term enjoy a certain comfort from such technology investments through swifter customs clearance or green-lane treatment.

Two leading intra-Asia box lines are switching their entire container fleet to smart containers as they attempt to differentiate themselves from competitors. Hong Kong-based SITC Shipping Group and SIPG container shipping arm Hai Hua have both announced they will upgrade their entire container fleet to smart containers using products from Loginno. SITC, which has a fleet of 66 vessels with a total capacity approaching 2m teu, said it had decided to use smart containers to try to offer customers a different service to other carriers.

SITC Shipping Group Xue MingYuan said: “In a market with more and more homogeneous services, we have to think about why our customers would choose us over others.

“Being among the first to offer, as a standard service on all of our containers, full insight into their cargo movements and security, for a very low additional cost, we differentiate ourselves instantly, and hopefully save our customers a lot of logistic costs in their supply chain.”

This view was echoed by Hai Hua general manager JP Wang: “We have been looking for an affordable means to convert our fleet to smart containers. Shippers and Cargo owners have been long waiting for this service.”

Smart container technology has been around for a few years, but the cost of the technology and fears of damage and theft of the equipment has been enough to discourage its widespread take up. There have also been concerns from shipping lines about how to monetize the technology.

But the industry is gradually increasing its use of the technology. CMA CGM just recently announced a major initiative to introduce smart container technology to its fleet. Loginno chief technology officer Amit Aflalo said its device, which is slightly larger than a mobile phone, was inexpensive and easy to install. The device offers GPS, temperature monitoring, intrusion detection and a movement detector and can provide updates to mobile phones. Source: Lloyds Loading / Loginno

by Mike Poverello

Forbes – Top 10 Container Ports

Forbes compiled the following list of the world’s top 10 container terminals. For more information visit this link!

by Mike Poverello

CMA CGM – to introduce ‘smart’ containers to its box fleet

TraxensFrench shipping giant CMA CGM will start phasing in ‘smart’ containers this year, allowing the line and its customers to keep track of each box equipped with new sensors at all times. In an industry first, technology being developed with a start-up company, Traxens, would enable data on the location and condition of the container to be monitored at all times throughout a delivery.

The world’s third-largest container line and Ocean Three member said it had contributed to the capital increase of French firm Traxens that will enable CMA CGM to have access to an unprecedented amount of information on each container and offer clients what it describes as unique tracking solutions and real-time data collecting from all over the world.

Elie Zeenny, CMA CGM senior vice-president, Group IT Systems, said the technology would bring the shipping industry into a new era. This year, Traxens plans to equip the first CMA CGM containers with the patented technology so it will be possible to know in real-time not only a container’s position, but also its temperature, the vibrations it will be subjected to, any attempted burglary, the presence of traces of specific substances in the air or even the regulatory status of the cargo.

With its “4Trax” solution, Traxens offers the tracking of containers from cargo loading to their final destination, and the forwarding of data in real time to all actors in the multimodal transport chain. Traxens has also worked closely with French Customs in the development of its solution. In this regard the solution aims to record the legal status of the container (customs clearance) with the view to eradicate false declarations and counterfeits and to facilitate controls. Sources: Lloyds loading, CMA CGM and Traxens

by Mike Poverello

WSC raises concern over New EU shipper rules – ‘could reveal confidential data’

Buyer-sellerCurrent plans to identify ‘buyer’ and ‘seller’ before vessel loading could lead to disclosure of sensitive business information, claim carrier, forwarder and cargo-owner representatives, according to the World Shipping Council (WSC).

Latest European Commission amendments to the EU advance cargo data reporting requirements scheduled for adoption later this year need further clarification. The WSC along with shipper and forwarder representatives is opposing the Commission’s proposals in their current form.

The Commission is now in the final stages of completing its proposals for advance cargo data reporting requirements as part of the implementation of the new Union Customs Code which is scheduled to be adopted in May and could then take effect as early as May 1, 2016. But the WSC claims that the Commission’s efforts to find a short-cut way of obtaining the identity of the ‘buyer’ and ‘seller’ of the imported goods before vessel loading could lead to the disclosure of sensitive business information.

Instead of getting it from the importer, like the US does, the Commission has proposed regulation that would require this information be provided to the carrier or NVOCC, or in the alternative, to the ‘consignee’, to be filed in an ENS (entry summary declaration) as a condition of vessel loading.

Based on their understanding and experience with shippers, the WSC has advised the Commission that ‘buyer’ and ‘seller’ data may be business-confidential information, and that it is not appropriate to require its disclosure to ocean carriers/NVOCCs or to these parties’ consignees, who may not be parties to the goods’ sales contract.

The WSC also noted that carriers’ current documentation systems had no data fields to capture this information. The Council has been joined by the European Shippers’ Council, the European freight forwarders’ association (CLECAT) and the European Community Shipowners Association (ECSA) in opposing the Commission’s proposals.

If the regulation is implemented as proposed, exporters to the EU should recognize that they will be required to provide the identity of the buyers of their goods to their carrier or NVOCC or to their consignees prior to vessel loading, so that this information could be provided by the carrier or NVOCC in its required advance ENS filing. Source: LloydsLoading

For more detailed information in this regard refer to the World Shipping Council’s website – Advance Cargo Shipment Data

by Mike Poverello

Port of Shanghai – extends its lead as world’s busiest container port

Port of Shanghai, China [Picture: DaliyMail.co.uk]

Port of Shanghai, China [Picture: DaliyMail.co.uk]

Shanghai retained its title as the world’s busiest container port for a fifth consecutive year after widening the gap with its closest rival Singapore.

Singapore handled 33.9 million 20-foot containers last year, according to a statement posted on the Maritime & Port Authority of Singapore’s website dated Jan. 16. Last month, Shanghai said it expects to process about 35.2 million boxes in 2014. A year before, the gap between the two ports was about 1 million boxes.

Shanghai, Shenzhen and other ports in China are dominating the global container-shipping market while the facility in Ningbo overtook South Korea’s Busan last year as the world’s fifth-busiest harbor. Seven of the world’s 10 top container ports were in China in 2013, with Hong Kong coming in fourth.

Shipping companies are adding larger container ships to meet demand as economic growth helped consumers to spend more money on clothes and food. Global trade last year probably grew 3.8 percent, according to the International Monetary Fund.

Global containerized trade reached 124 million boxes in the first 11 months of 2014, an increase of 4.3 percent from 118.9 million a year ago, according to Container Trade Statistics Ltd.

Geneva-based Mediterranean Shipping Co., the world’s second-largest container shipping company, currently operates the biggest vessel that can carry 19,224 boxes between Asia and Europe. Last year, China Shipping Container Lines Co. launched a ship that could carry about 19,100 containers. Source: Bloomberg/GCaptain

by Mike Poverello

Vietnam Tightens Container-Weighing Rules

High quality 3D render shipping container during transportIn a bid to tackle overweight containers at its ports, Vietnam is seeking to address this issue with domestic legislation on container weighing practices. This is in contrast to the International Maritime Organisation, which had agreed on an amended rule that would see shipping containers being weighed before they are loaded onto ships – a rule which will come into effect in 2016.

Weighbridges have since been installed at Vietnamese ports, container yards and even highways to monitor weights of containers for both importing and exporting. A new law was endorsed in 2014 by the Vietnamese government that limited the total weight of 20 and 40ft containers to a maximum of 20 tonnes, including the weight of the container itself.

Containers found to violate the weight limits are likely to incur a fine. Source: Port Technology International

by Mike Poverello

China’s Second Continent – the new colonisation of Africa

chinas-second-continent-howard-frenchFormer US Diplomat Brooks Spector takes a look at this important book (Daily Maverick) that should be on every economic policy maker’s reading list. Howard French’s China’s Second Continent, offers a very different – and provocative – perspective on China’s economic future, with special attention on Africa. Building on years of experience in both China and Africa, and following months of personal inquiry across the continent to search for answers to the questions of what China really wants in Africa, and how it is going to get there, French has effectively turned these questions on their head.

Instead of writing about China’s international economic policies in the language of the think tanks, of Wall Street and The City, or government councils in Whitehall or Washington, French has focused instead on what a million individual Chinese have done – or are now doing – throughout Africa, almost without regard to what the Chinese government may have planned or been thinking. In tackling the topic through this optic, French has given this vast Chinese movement into and across Africa crucial human dimensions. For the full review please visit this hyperlink. China’s Second Continent is available in hardcopy and electronic publication from online book stores. Source: Daily Maverick

by Mike Poverello

Port of Felixstowe hosts Worlds Biggest Container Ship

CSCL GlobeThe world’s largest container ship has arrived in the UK for the first time at the Port of Felixstowe. The Hong Kong-registered CSCL Globe, measuring more than 400m (1,313ft) in length is longer than four football fields placed end-to-end.

The record-breaking aspect of the Globe, owned by Shanghai-based China Shipping Container Lines and built-in South Korea, is its capacity. It can carry 19,100 standard 20ft containers. That’s estimated to be enough space for 156 million pairs of shoes, 300 million tablet computers or 900 million standard tins of baked beans.

Laid end-to-end, the maximum number of containers on board would stretch for 72 miles, the distance between Felixstowe and London, or Birmingham and Manchester.

The Globe’s period as the world’s biggest cargo ship is due to end later this month, however. The Oscar, owned by the Mediterranean Shipping Company and built by Daewoo in South Korea, is scheduled for its official launch on Thursday. Named after company president Diego Aponte’s son Oscar, it will be able to carry 19,224 20ft containers. Source: BBC News

by Mike Poverello

CSCL Globe – the World’s New Largest Containership (for now)

Worlds Largest Container ship 2Hyundai Heavy Industries Co. in Ulsan, South Korea has just named the new title-holder for the world’s largest container ship; a 19,000 TEU giant for China Shipping Container Lines (CSCL) named CSCL Globe. CSCL Globe measures 400.0 m in length, 58.6 m in width and 30.5 m in-depth, and will be deployed on the Asia-Europe trade loop after being handed over to the owner later this month. The ship was ordered by CSCL back in May 2013 along with four other 19,000 TEU capacity ships for a total cost of $700 million.

The series was originally planned to carry 18,400 TEUs, but were later updated by 600 TEU. For comparison, Maersk’s Triple-E’s have a TEU capacity of 18,000 and measure 400 meters long by 59 meters wide. Maersk Line has ordered a total of 20 of the ships from Daewoo Shipbuilding and Marine Engineering, also in South Korea, to be delivered by 2016.

Upon delivery, CSCL Globe will take over the title of world’s largest container ship from MV Maersk Maersk McKinney Moller and her Triple-E sister vessels, first delivered in July 2013. Before that, the title of was held briefly by MV CMA CMG Marco, a 16,020 TEU capacity container ship delivered to CMA CGM Group in November 2012. Source: gCaptain.com