Since filing for bankruptcy protection
Han Jin has always been the focus of industry attention
I heard this article is quite lengthy, so you can take a look at the main points first
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Point 1: Han Jin Shipping will return 53 ships to the shipowner, and 8 ships will be seized
Key point 2: Singapore has introduced measures to assist stranded cargo owners affected by the Korean Import Incident
Key point three: Chinese ports allow Korean cargo ships to berth, and a large number of empty containers overseas become hot potato
Regardless of the process, I hope Hanjin Shipping will have a good result.
Han Jin Shipping will return 53 ships to the shipowner, and 8 ships will be seized
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Hanjin Shipping is slowly divesting its container ship capacity, and it is expected that more than 50 of the company's 97 container ship fleet will be returned to the shipowner.
According to Han Jin's data, on October 4th the company announced that approximately 53 container ships would be returned to the shipowners, while 14 container ships were stranded on the high seas and 21 container ships continued to operate or dock. Excluding the 8 detained container ships, these container ships are expected to be returned to the shipowners by the end of this year.
Seaspan President Wang Yougui also stated that he is gradually withdrawing his container ships from the Han Jin maritime fleet.
At present, it is not yet clear whether the eight detained container ships of Hanjin Shipping can be released in the next step. These container ships have a capacity of between 4250-13000TEU, of which 2 were seized at Chinese ports, 1 in Singapore, 1 in Sydney, 2 in North America, and 2 in Panama.
The problem of unloading container ships is currently being slowly resolved. Alphaliner data shows that some remaining container ships are seeking to unload at ports that can be docked. Previously, four ships prohibited from passing through the Suez Canal were allowed to pass through the canal. The other five container ships hope to sail through the Cape of Good Hope to avoid the situation of the first four ships. The agency stated that Hanjin has also dispatched three other 4250-8500TEU container ships to help these ships complete their final journey in the Hanjin fleet.
Singapore has introduced measures to assist stranded cargo owners affected by the Korean incident
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As of October 9th, more than ten Han Jin vessels have docked at Singapore ports for loading and unloading operations, and approximately 3000 containers have been successfully delivered to the consignee through the joint efforts of the port and various parties.
Since Han Jin filed for bankruptcy in August, more than 100 Han Jin ships have been forced to drift around the world. Preliminary estimates suggest that the total cargo carried by the ship is over 14 billion US dollars.
According to the official website of Singapore Port Group, "We have initiated necessary emergency measures and strengthened communication and cooperation with Han Jin and cargo owners to reduce the losses caused by container demurrage to all parties in the industry. At the same time, we have also added a temporary empty container yard (with a capacity of approximately 3500 boxes) to store temporarily delayed containers
If the affected cargo owner wants to extract containers for unloading from Korean ships from Singapore ports, there are currently three operating methods:
Method 1: Flipping and Transferring, which means that the goods are transported from the port to the Keppel Logistics Park and then flipped into another carrier's container for secondary transportation.
Keppel Logistics Park is located within the bonded area, allowing shippers to enjoy duty-free container flipping discounts.
Method 2: Subleasing, where the cargo owner can discuss with Han Jin and directly sublet the contract between Han Jin and the original container leasing company to their own name, while arranging for a second round ship for transshipment. For this operating mode, the shipper needs to prepay the container loading and unloading fees.
Method 3: Change the container owner Direct Interchange, and the cargo owner can sublease the existing Hanjin container to the name of the second carrier with the consent of the second carrier. This can save time and money from flipping the box.
For locally imported goods from Singapore, the shipper needs to pay a deposit of SGD 5000 to transport the container out of the port for pick-up. After the pickup is completed, the shipper needs to transport the empty container back to the port in exchange for a deposit of 5000 yuan.
As of last Wednesday, there were already 11 Han Jin vessels carrying out loading and unloading operations, while 4 Han Jin vessels were waiting to berth outside the port.
Chinese ports allow Korean cargo ships to berth, and a large number of empty containers overseas become hot potato
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After receiving financial support from major shareholders, ports around the world have gradually allowed ships from Hanjin Shipping to dock. On October 3rd and October 8th, the "Hanjin Oasis" and "Hanjin Czech" ships under Hanjin Shipping docked at Yangshan Port in Shanghai for unloading. This was the first batch of the company's cargo ships allowed to dock at Chinese ports since Hanjin Shipping declared bankruptcy protection on August 31st.
According to a report by the Wall Street Journal, although Han Jin's container ships have already unloaded their containers at ports in southern California, a new problem has emerged, which is that a large number of empty containers after unloading are not known how to handle them.
Since Han Jin Shipping filed for bankruptcy, approximately 15000 containers have been unloaded at the ports of Los Angeles and Long Beach, and they can usually be transported to their destinations in the United States within a few weeks.
After unloading, many empty containers are either placed in warehouse spaces or in container truck parking lots throughout Southern California, waiting for shipping companies to transport them back. But after the bankruptcy of Hanjin Shipping, these ships no longer engaged in cross Pacific shipping, and a large number of empty containers were no longer transported back to Asia. These unmanned empty containers have become a headache, but a bigger problem is that many empty containers are still placed on the chassis connected to container trailers.
Originally, container trailers unloaded empty containers at the port and then replaced them with containers containing goods to transport to the destination, so the number of chassis is the key to the smooth operation of the port. If we have to deal with thousands of empty containers on the chassis that have nowhere to go, it will inevitably delay the operations of all shipping companies.