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Maersk heads group to invest US$22m in Loadsmart

PostTime:2018-10-19 11:29:57 View:17

NEW York-headquartered digital freight broker, Loadsmart, has raised US$21.6 million in series A funding led by Maersk Growth, Connor Capital SB and Chromo Invest. This brings the total investment in Loadsmart to date to $34.7 million following previous seed investment and a convertible notes round. The current investment will be used to scale Loadsmart's operations team while doubling down on product and engineering. The investment by Maersk Growth paves the way for AP Moller-Maersk to expand its over-the-road trucking operations. Loadsmart said it leverages artificial intelligence to automate the truckload booking flow in the US. It provides instant prices to shippers with capacity guaranteed on all US lanes, the company said, adding that through its automated platform, shippers can book a truck in seconds manually or integrate via an API to have a server-to-server booking with no human intervention. In its announcement, Maersk Growth was described as "the launchpad for new ventures at AP Moller- Maersk." "We see huge potential with Loadsmart. Forward integrations between ocean shipping and over-the-road services can create incredible synergies and eventually provide a full service to shippers," said head of Maersk Growth, Sune Stilling. Maersk's investment in Loadsmart reportedly is the first-of-its-kind partnership between a container shipping company and technology logistics company, reports American Shipper. Loadsmart also signed a strategic partnership with funds managed by Oaktree Capital Management LP, with a "broad goal of collaborating in ways that are mutually beneficial to both organisations," the announcement said. Emmett McCann, managing director and co-portfolio manager for Oaktree, said Loadsmart has "advanced technology that can be deployed alongside our investment portfolio to digitise and accelerate supply chain and transportation logistics execution." Co-founder and chief product officer for Loadsmart Felipe Capella said, "We are at our core a data company. With the highest ratio of engineers in the industry, we were the first to introduce truckload instant pricing and booking and the market's first server-to-server autonomous truckload booking via our API. This tech-first approach has allowed us to set in place a fully scalable and automated distribution model."  

MSC to install TRAXENS tracking devices on containers to boost visibility

PostTime:2018-10-19 11:22:06 View:15

MEDITERRANEAN Shipping Company (MSC) plans to equip 50,000 dry cargo containers in the coming months with "smart" technology created by TRAXENS to track the boxes in real-time in response to growing demand from shippers. According to MSC Group president Diego Aponte the "smart containers are a perfect example of where we can cooperate according to industry standards to make our services truly comprehensive and TRAXENS is the top innovator in this area." Other major users of TRAXENS equipment include CMA CGM and SNCF, France's state-owned railway. The company expects to have 100,000 "smart" containers deployed by the end of 2019, reported America Shipping. MSC said use of the TRAXENS equipment will enhance supply chain management for shippers by providing better visibility cargo from door to door, adding efficiency, safety and predictability. TRAXENS said it "provides shippers with an internet-connected device to permanently fix on dry cargo containers. This transforms the container into a smart, connected object which collects and communicates real-time data on its position and movements throughout its journey." Other factors which help to keep cargo secure include temperature, humidity level, shocks and vibrations, door opening and closing.

CMA CGM, Panalpina Ink Sustainability Pact

PostTime:2018-10-19 11:13:53 View:16

French container shipping giant CMA CGM and Swiss ocean freight forwarder Panalpina have signed a sustainability agreement aimed at reducing their respective carbon emissions by 2025. CMA CGM aims to reduce carbon emissions per standard container (TEU) transported by 30 percent by 2025 (baseline 2015). “We are determined to reach that goal by investing in highly fuel-efficient vessels, making constant technical improvements, and retrofitting our fleet,” Julien Topenot, head of environment and sustainability at CMA CGM, said. “Partnering with strategic partners such as CMA CGM that are technology driven and share a similar vision of sustainability, and using them to transport our customers’ cargo will help us achieve our ambitious sustainability goals,” Lindsay Zingg, Panalpina’s global head of quality, health, safety and environment (QHSE), commented. Panalpina is one of 140 companies globally with approved Science Based Targets where the company – amongst other targets – commits to reduce CO2 emissions from subcontracted transportation by 22 percent by 2025 (baseline 2013). As of 2020, newbuild LNG-powered mega-vessels with a capacity of 22,000 twenty-foot containers (TEUs) will help achieve the environmental goals, according to the companies. CMA CGM has nine LNG-powered mega-vessels or ultra large container vessels (ULCVs) on order, which are scheduled for delivery in 2020. “Compared to current fuel-powered vessels, our new LNG vessels will enable a reduction of up to 25 percent in CO2. They will also generate 99% less sulphur emissions, 99% less fine particles and 85% less nitrogen oxides emissions,” Topenot explained. “We are already using CMA CGM’s most efficient and environmentally-friendly services. With this new agreement, both Panalpina and CMA CGM reinforce their commitment to sustainability,” Zingg added. The scope of the sustainability agreement between CMA CGM and Panalpina goes beyond the reduction of the environmental impact via eco-friendly transport solutions. The companies have committed to collaborate, innovate and improve in four key areas: the environment, ethics and compliance, social responsibility, and community. Initiatives where CMA GGM and Panalpina intend to work more closely together include occupational health and safety programs, local sourcing as well as emergency relief and support

Study: ‘Just-In-Time’ Ship Operations Can Slash CO2 Emissions

PostTime:2018-10-19 11:06:58 View:14

Reducing the amount of time ships spend waiting outside port and at anchor could significantly reduce ship emissions, according to studies carried out by members of the IMO GloMEEP Global Industry Alliance (GIA). Ships can spend hours or days waiting at anchor outside ports, but providing ships with regular updates about the availability of berths, especially in the last twelve hours prior to port arrival, can support significant reductions in ship and port emissions, the study recently commissioned by the Port of Rotterdam Authority and research institute TNO says. Implementing “Just-In-Time” ship operations means ships receive information in advance so they can time their arrival at the berth. This can also allow ships to slow down, providing further reduction in the carbon footprint of shipping as well as saving fuel costs. The results of the study were presented this week at the head office of the International Maritime Organisation (IMO) in London during a meeting of the IMO Intersessional working group on the reduction of Greenhouse Gas emissions from ships. “In percentage terms, we’re talking about modest amounts,” says Astrid Dispert, Technical Adviser of the Global Maritime Energy Efficiency Partnerships. “But it’s exactly these types of measures that can make a huge difference in the short term and help reduce the carbon footprint of marine shipping. Added to that, they’d also have a beneficial effect on the wallets of the shipping companies.” 5% adjustment in sailing time TNO and the Port of Rotterdam Authority, which is a member of the ‘Global Industry Alliance to support low carbon shipping’, analysed all the movements of container ships sailing to Rotterdam port in 2017. “By supplying more accurate information to ships, 4 percent – or 134,000 tonnes – of CO2 emissions can be saved every year,” explains Jan Hulskotte, Senior Researcher at TNO. “To do this, containerships would have to adjust their sailing speed by an average of 5 percent, and still arrive at the planned arrival time.” And even more savings could be made if ships were better informed more than twelve hours before arrival, the port authority said. The study also examined the impact of shorter waiting times in anchorage areas for all ships sailing to Rotterdam. In the bulk transport sector, ships sometimes have to wait at anchor for hours or even days; this is mainly due to contractual obligations.   “If this waiting time was an average of 12 hours shorter, that would really make a difference in percentage terms, with an annual reduction of 35 percent in emissions. So we’re talking about 188,000 tonnes of CO2 and 1,000 tonnes of nitrous oxides,” Hulskotte added.  “Last year we asked the Wuppertal Institute to look into how the transport and logistical sectors could operate virtually CO2 emission-free by 2050. They said that our first step should be to take efficiency measures. This study shows that those measures are within reach,” Allard Castelein, CEO of the Port of Rotterdam Authority, pointed out. Port call optimisation Earlier this year, the Port of Rotterdam Authority launched ‘Pronto’. The port call optimisation platform combines a variety of data sources so that a port call by a vessel can be planned as accurately as possible. This way, activities that must take place during the port call can be seamlessly coordinated with each other, the port authority said. As disclosed, shipping companies can see what the sailing speed was, what the ideal speed would have been and how much fuel and CO2 could have been saved. “It’s a great idea, and we hope that other ports will also start doing it,” continues Castelein. “Only by working together intensively and taking action, we can reduce CO2 emissions.” The GIA is a public-private partnership initiative of the IMO under the framework of the GEF-UNDP IMO GloMEEP Project. The GIA is looking into the operational and contractual barriers to implementing Just-In-Time operations in order to identify measures that could be taken by all stakeholders, including ships, port authorities, terminal operators, and others, to make Just-In-Time ship operations a global reality.

Panamax vessel rates surge to 5-year high

PostTime:2018-10-19 10:54:57 View:6

Panamax dry bulk vessel rates have surged 18% over the past month to near five-year highs amid strong Pacific coal transportation demand and a lingering Chinese appetite for Brazilian soybeans, participants said on Wednesday. The Baltic Panamax Index was last assessed at 1,793 points, a level not breached since December 2013. “Coal activity in the Pacific continues to be very high, particularly for shipments to China and India,” said an analyst with a large European shipbroking firm. “Southern Chinese consumers are still relying on imports, as there have been stricter government inspections on domestic production [quality] than on imported coal,” he said. China and India have been sourcing much of their coal from Indonesia and Australia, but also from South Africa and the US, he said, noting this related to both thermal and coking coal supplies. Peter Lindstrom, head of research for shipowner Torvald Klaveness, said the outlook for freight rates in 2019 was largely positive. “India and emerging Asian [economies] coal imports will continue to grow,” he said this week at the Coaltrans conference in Barcelona. He also pointed to the prospect of low fleet growth and a “positive outlook on grains”. Soybean support The first analyst also pointed to the bullish impact on freight of ongoing Chinese demand for Brazilian soybeans, particularly in light of restrictions to purchases of US output. China placed a 25% import tariff on US soybeans, in retaliation to president Donald Trump’s tariff hikes on Chinese goods. Panamax vessels are generally 60,000-80,000 deadweight tonnes, and employed for the transportation of various dry bulk goods, such as coal and grains.

With few buyers, Iranian oil armada heads to China ahead of U.S. Sanctions

PostTime:2018-10-19 10:49:33 View:8

An unprecedented volume of Iranian crude oil is set to arrive at China’s northeast Dalian port this month and in early November before U.S. sanctions on Iran take effect, data on Refinitiv Eikon showed on Thursday. A total of 22 million barrels of Iranian crude oil loaded on supertankers owned by the National Iranian Tanker Co (NITC) are headed for Dalian, the data showed. Dalian typically receives between 1 million and 3 million barrels of Iranian oil each month, according to the data that dates back to January 2015. Iran, the third-largest producer in the Organisation of the Petroleum Exporting Countries (OPEC), is finding fewer takers for its crude ahead of U.S. sanctions on its oil exports that will take effect on Nov. 4. The Islamic country previously stored oil at Dalian during the last round of sanctions in 2014 that was later sold to buyers in South Korea and India. Some of the biggest refineries and commercial oil storage facilities in China are located in Dalian. One of 11 Very Large Crude Carriers (VLCCs) – Dune – discharged oil into a bonded storage tank at the Xingang section of the Dalian port on Oct. 8, Reuters reported last week, while a second VLCC Dino I switched off its transponder on Oct. 13 near the port. Dino I reappeared earlier this week near Taiwan and has discharged its cargo onboard. The Xingang area is home to several tank farms including commercial and strategic reserves. China National Petroleum Corp (CNPC) and Dalian Port PDA Co Ltd both operate commercial storage in the area, according to information on the companies’ websites. CNPC is not expecting any Iranian oil to arrive at Dalian, a source familiar with the matter said, adding that buyers are unlikely to lift Iranian oil from bonded tanks in Dalian due to the U.S. sanctions. Keeping oil in bonded storage gives the cargo’s owner the option of selling the oil into China or to other buyers in the region. NITC tankers have now switched off their tracking devices when loading or discharging oil to evade U.S. authorities as the United States will re-impose sanctions on Iran in early November, according to Refinitiv Eikon shipping data. Three of the tankers, set to arrive in China in November, are heading to Changxing Island, the data showed. Reuters reached out to NITC for comment but officials were not immediately available as it is a weekend in Iran. An official with the media department at the Dalian port could not immediately comment. Below are the VLCCs carrying Iranian crude, heading to China’s Dalian port: VLCC Loading Discharge date date Dune Sept. 12 Oct. 6 Dino I Sept. 10 Oct. 9 Sea Cliff Sept. 9 Oct. 18 Dore Sept. 20 Oct. 19 Happiness I Sept. 1 Oct. 19 Halti Sept. 6 Oct. 25 Serena Oct. 6 Oct. 29 Hero II Oct. 8 Nov. 1 Derya Oct. 10 Nov. 2 Devon Oct. 9 Nov. 4 Deep Sea Oct. 15 Nov. 9 Source: Refinitiv Eikon

IBIA: Fuel Contamination Unrelated to Low Sulphur Fuel Oil Blending

PostTime:2018-10-18 10:19:23 View:16

Fuel contamination cases that have affected a number of ships this year are completely unrelated to low sulphur fuel oil (LSFO) blending, the International Bunker Industry Association (IBIA) said in the autumn 2018 edition of World Bunkering.  However, challenges that will occur when suppliers need to find new blend recipes to produce fuels to comply with the 0.5% sulphur limit are not to be underestimated. As explained, today’s bunker fuels both high sulphur fuel oil (HSFOs) and distillates are also by and large blends. Blending has been going on for decades to ensure bunkers meet the relevant ISO 8217 specifications. Traditionally, the blend target would be to bring viscosity, density and metals within the relevant specifications. In recent years, due to environmental regulations, sulphur has also become a blend target. In this regard, nothing is changing in 2020 — low sulphur fuels will still be blends and the blend components need to be permissible under the scope of the ISO 8217 standard, according to IBIA. What will change is the blend composition as refinery residual that make up the biggest share of bunkers today are typically too high in sulphur. This may cause some teething problems before bunker fuel producers have identified the “recipes” that work best, but it should not open the door to including cutter stocks with contaminants, IBIA said. An epidemic of ships experiencing fuel-related problems with seemingly on-spec fuels this year, starting in the US Gulf, has led to speculation about the root causes. More than 100 vessels have allegedly experienced broadly similar operational problems which have been attributed to bunker fuels. The first reports of severe operational problems came after ships started to use fuels lifted in the US Gulf area, chiefly Houston, mainly lifted during March, April and May this year. Later, in June and July, similar issues were reported by ships lifting bunkers in Panama and Singapore and possibly other locations. The issues associated with problem fuels have manifested in the form of sticking of fuel injection systems components, excessive sludge formation, or both. In some cases, these issues have been so severe as to cause a loss of main engine power. For the most part, fuel testing agencies have indicated that the fuels met ISO 8217 specifications during routine testing against the standard. It was only when vessels began encountering problems that they commenced forensic-level investigative fuel analysis. Reports from testing agencies have identified certain commonalities between these fuels indicating they contain chemical contaminants from non-petroleum sources. The most commonly reported findings include phenols, fatty acids, and markers typically associated with Tall Oil.

‘Global shipping looks better next year’

PostTime:2018-10-18 10:16:51 View:12

The international shipping industry may be still reeling from the major economic downturn a decade ago, but prospects will look better starting next year, according to a maritime school official. Dr. Neopol Salvador, director of the School of Graduate Studies at the Asian Institute of Maritime Studies (AIMS), said the shipping market was still suffering from the impact of the global economic crisis of 2008 after experiencing its golden years five years before that. According to him, the crisis besetting the global shipping was mainly due to the oversupply of tonnages ordered in the pre-crisis years; the widespread mistrust among banks; and the subsequent withdrawal from the financial letter of credit, where the cargo flow came to an abrupt halt that had an immediate impact on shipping. The slowdown of the world economy, particularly China’s, aggravated the crisis. “The global shipping industry is quite dim at present, but this third quarter the freight rate is getting better now,” Salvador told The Manila Times. “I think in every cycle, when you go down to the lowest, there’s no way to go but up. I think it will be better soon.” He said the industry had faced challenges, such as surging crude and bunker prices, environmental regulations and maritime piracy that impacted its income. Revenues would still be lower because of the sluggish market and the many regulatory requirements that ship owners need to comply, so they need to spend more, he added. “Revenues were in the low level for some time now. From a scale of one to 10, the margin will be lower than half, around four,” Salvador said. As ship manager, he saw revenues decrease about 50 percent for all global shipping companies.Those affected were cargo vessel, tanker and container ships. On the other hand, cruise shipping is having a good time, as people love to travel. “People are financially better now and it’s becoming a trend that people travel,” the AIMS official said. He also said international shipyards were not fully booked because of the economic downturn. “Ship owners categorically told us there’s no ship order this year. If there were shipbuilding going on, that is still very low,” he added. “Next year, it’s quite optimistic. Freight rates and charter hire are getting a bit higher now. Better than what happened in the past few years, although it’s not enough to recover the losses that ship owners had in the past years.” Asia is driving the world economy, according to Salvador. “The future of shipping is notoriously hard to predict, and a straight answer is far from easy to give. But shipping will continue to play an important part of the world economy for decades to come. But the industry itself—the vessels, the infrastructure and the systems that connect them— could change substantially,” he said. “We can, of course, not ignore the current market situation and the structural effect this might have. But today is not [a time] for fear and pessimism, [but] for curiosity, innovation and opportunity,” he added. Third-party ship managers handle a third of the world’s ships, mostly concentrated in Singapore, Hong Kong and Europe. Only a few are in the Philippines. The country’s ship-managing industry has grown slowly, but steadily. In 2003, there were only 12 to 15 reputable ship-management companies in the Philippines that manage international vessels. This year, the number rose to between 35 and 40. In terms of cost, it is reportedly more affordable to get ship managers in the Philippines than in Hong Kong and Singapore. But one of the biggest challenges in employing Filipino superintendents is visa applications. “Filipinos have visa restrictions. We can go to Asean for a limited time. If you go to Europe or Japan, you need visa. Visas cannot be given immediately,” he said.

One of the more lucrative opportunities in global commodities markets is about to get a little bit trickier.

PostTime:2018-10-18 10:12:10 View:13

One of the more lucrative opportunities in global commodities markets is about to get a little bit trickier. What might best be described as detour trades — ships switching destinations to profit from higher cargo prices — will become more challenging to execute in 15 months’ time because of changes to the kinds of fuel vessels must burn, according to several industry analysts and a former engineer for A.P. Moller-Maersk A/S. The deviations — often delivering outsize profits to traders — will become tougher for two reasons. The first is that fuel for the shipments currently looks like it will cost a lot more than what owners pay today; the second is that fuels may be incompatible from one supplier to the next, making topping up a more complicated task. Some shipping groups have even said the lack of a uniform product could cause their carriers to break down. “It’s not like buying petrol at the petrol station where you can buy petrol from BP, Shell, Q8, whoever, mix it all up and it doesn’t matter,” said Martin Verle, who serves on a U.S. committee to help define fuels for the International Organization for Standardization. “From the supply side, nobody will guarantee that ‘my fuel’ is compatible with someone else’s.” The trading hindrance is the result of a switch from a widely used shipping fuel today to a range of cleaner options post-2020, when International Maritime Organization rules to lower sulfur emissions will start. Deviations might not be possible if a vessel needed to sail to a location where compatible fuel was unavailable, according to Verle, who also previously worked as an engineer for Moller-Maersk. Switch Hits “It could impact on where you trade if you know that fuels are incompatible,” he said, adding that using mismatched fuels might result in blocked filters, potentially leading to engine blackout. “Companies are going to really have to be on the ball with their fuel management procedures.” Detour trades happen intermittently, often helping to avoid localized shortages of a commodity when there’s an unexpected disruption in the supply chain. A batch of gasoline tankers heading toward New York switched away last month because of market conditions and the arrival of Hurricane Florence. Gas carriers, crop carriers and crude tankers deviated over the past year for various reasons. “Traders make a margin on responding to events,” said Alan Gelder, vice president for refining, chemicals and oil markets at consulting firm Wood Mackenzie. “They do best when they’re major, unforeseen events…It’s an important part of their income. It’s probably disproportionate in terms of profitability versus volume.” Cost Hike Even without the compatibility issue, the price of ship fuel looks likely to affect trading. Cleaner, compliant fuels for purchase in 2020 are already trading at large premiums to today’s dirty bunkers. Since fuel is an owner’s single biggest cost, this would make shipping more expensive. Transactions involving lower-priced commodities like iron ore, where freight is a larger part of the delivered cargo cost, stand to be hardest hit, said Gelder. In today’s market, fuel compatibility isn’t such a big issue. Shippers generally only have to match a couple of specifications to mix fuels. From 2020, they will have to choose between different marine fuels which won’t necessarily be interchangeable. “It’s fair to say that it will make trades involving cargo diversions harder, but there are many variables,” said Peter Sand, chief shipping analyst at industry association Bimco, adding that he expects ship owners to be prepared and take precautions. Dangerous Mix The two main clean marine fuels from 2020 will be an existing 0.1 percent sulfur product and a new batch of so-called bunkers with maximum 0.5 percent sulfur. Shippers also have the option of continuing to burn today’s dirtier fuel, but must first install scrubbing equipment. Following the transition, availability at smaller ports not used to stocking different products could be challenging. “If you’re mixing 0.5s and less-than 0.5s, and there’s carbon residue in the fuel, the risk will be worth considering,” said Rudolph Kassinger, who has more than half a century of experience of refining and petroleum quality testing. Shippers looking to dodge the problems by sticking with one fuel or the other face a number of snags. The 0.1 percent product has been available for years, Kassinger says, but it’s less commonly used because it’s more expensive. At the same time, the new 0.5 percent fuels could be made through different refining processes, or from different crudes. Some will likely contain asphaltenes, others won’t. If they’re mixed together, the asphaltenes could drop out to form a sludge that could damage the ship’s engine. For owners and traders, those fuel challenges will compete against the commercial imperatives to move cargoes profitably. “Owners will be stuck between a rock and a hard place,” said Sand. “After all, they make money when they sail, not when they say no to a fixture.”

Singapore to set up on-site port equipment 3D printing plant

PostTime:2018-10-18 08:46:09 View:20

Singapore is to set up the first 3D printing production facility on-site at port to produce equipment parts. A Memorandum of Understand (MoU) was signed on Wednesday between PSA Corporation, the Maritime & Port Authority of Singapore (MPA), 3D MetalForge and the National Additive Manufacturing Innovation Cluster (NAMIC) to establish the production facility at Pasir Panjang Terminal in Singapore. The additive manufacturing (or 3D printing) production facility will feature printers capable of producing port equipment with an aim to reduce the number of spares that terminal operator PSA needs to hold and reducing the lead time from weeks to days for the availability of spare parts. The facility will also use a specialised maritime digital cloud supported by Blockchain technology for more secure file transfers. Sign up for the - Smart Ports & Smart Carriers - session at the Seatrade Maritime Middle East  Ong Kim Pong, Regional CEO Southeast Asia of PSA International, said, “In close collaboration with EDB, we have learnt that the era of Additive Manufacturing is showing pervasive importance in industry transformation. Within our maritime sector, we foresee widespread adoption within the immediate horizon.” The MPA also signed a MoU with NAMIC and the Singapore Shipping Association (SSA) to establish a Joint industry Programme for the 3D printing of marine parts. Andrew Tan, MPA Chief Executive, said, "As a leading maritime hub, Singapore firmly believes that the maritime industry should embrace new technologies such as additive manufacturing. The digitalisation of the maritime sector in all its aspects is not a matter of how but when.”  

Evergreen Marine acquires majority stake in Chile’s Green Andes Shipping Agency

PostTime:2018-10-18 08:44:28 View:12

Evergreen Marine has acquired a majority stake with 60% shareholding in Chilean Green Andes Shipping Agency (GASAC), the online publication Global Legal Chronicle reported. The Chilean company is a subsidiary of the Ultramar Group, a leader in the maritime activity in the South American country.  The Ultramar Group also operates several terminals in Chile: TPS in Valparaiso, Puerto Mejillones, Puerto Coronel, Angamos, TGN and TPA. The group owns a number of shipping companies transporting specialised cargo such as Ultratank, Ultragas, Ultrabulk and Transmares as well as logistics companies and tugs and towage companies.  Evergreen Marine, headquarted in Taiwan is a major, privately owned, container line.

APL extends guaranteed service to Asia-Middle East and India Sub-continent

PostTime:2018-10-18 08:43:48 View:5

APL has announced the expansion of Eagle GO Guaranteed for cargoes destined for the Middle East and India Subcontinent from all direct and non-direct loading ports in Asia, in addition to China, the company said. Eagle GO Guaranteed cargoes from non-direct loading ports will be assured of equipment at the origin and vessel space onboard the first leg, as they en-route to the transhipment hubs for priority shipping to the Middle East and India Subcontinent. Likewise, Eagle GO Guaranteed cargoes from the direct load ports will be assured of equipment and vessel space onboard seven Asia-Middle East and six India Subcontinent services by APL. The 13 APL services include the Gulf Asia Express 2 (GA2), Pendulum Gulf Express (PE2), West Asia Express 3 (WA3), West Asia Express 5 (WA5), West Asia Express (WAX), Red Sea Express 2 (RS2), Red Sea Express (RSX), Asia Subcontinent Express (AS1), Asia Subcontinent Express (AS3), Asia Subcontinent Express (AS5), North Asia Subcontinent Express (CI3), China India Express (CIX) and India East Coast Express (IEX). Sign up for the - Smart Ports & Smart Carriers - session at the Seatrade Maritime Middle East  Each week, the various services pick up cargoes from their rotational ports of China, Hong Kong, Taiwan, Korea, Japan, Malaysia, Singapore, Thailand, Indonesia, Vietnam, Cambodia, Myanmar. From these Asian origin ports, the respective services will head for their designated ports of call in United Arab Emirates, Bahrain, Qatar, Saudi Arabia, Oman, Djibouti, Egypt and Jordan in the Middle East; as well as India, Pakistan, Sri Lanka, Bangladesh in the India Subcontinent. Booking for this pay-on-demand offering that is expanded across APL’s Asia-Middle East and India subcontinent networks is now available.