Advancelog Ltd.

Advancelog Ltd. Advancelog Ltd. is an logistics and freight forwarding company locate at Hong Kong with our network in China.

We provide logistics service on both import, export and transshipment cargo by sea and by air. We are international freight forwarder company at Hong Kong with our service cover all main ports at China and worldwide. We provide service of FCL, AIR, LCL consolidation, Buyer console, Project cargo, Customs clearance and local delivery service under ex work / DAP / DDP etc. Hong Kong is one of the ma

in port , transshipment hub and window at Far East to China for both import and export to worldwide that you cannot miss for shipping business.

31/10/2017
We provide weekly LCL consolidation service to Manila, Philippines.😀😀😀
26/07/2017

We provide weekly LCL consolidation service to Manila, Philippines.😀😀😀

Weekly LCL console ex Hong Kong
18/07/2017

Weekly LCL console ex Hong Kong

Shenzhen JYD Warehouse for LCL console and buyer console shipments.
16/07/2017

Shenzhen JYD Warehouse for LCL console and buyer console shipments.

Thinking outside of the box: An overview of break-bulk shipping in 2013AFTER more than 50 years of containerisation, the...
24/04/2013

Thinking outside of the box: An overview of break-bulk shipping in 2013

AFTER more than 50 years of containerisation, the containership today is responsible for the transportation of more than 90 per cent of world trade, taking over the role previously played by general cargo ships, or break-bulk carriers.

Yet despite the advances that have come as a result of containerisation there is still a substantial break-bulk sector today. Simply put, not all cargo can fit into a 20 or 40 foot container, as in the case of project shipments and other out-of-gauge cargoes.

The sector continues to flourish in parts of the world that are not equipped with the necessary technology to handle containerships and other specialised vessels like tanker ships...

AFTER more than 50 years of containerisation, the containership today is responsible for the transportation of more than 90 per cent of world trade, taking over the role previously played by general cargo ships, or break-bulk carriers.

Yet despite the advances that have come as a result of containerisation there is still a substantial break-bulk sector today. Simply put, not all cargo can fit into a 20 or 40 foot container, as in the case of project shipments and other out-of-gauge cargoes.

The sector continues to flourish in parts of the world that are not equipped with the necessary technology to handle containerships and other specialised vessels like tanker ships...

Break-bulk shipping is said to be a notoriously non-transparent sector when compared with the container shipping industry, but this is something that Netherlands-based maritime consultancy group Dynamar BV has attempted to reverse, at least to some degree.

In its recently published Breakbulk III – Operators, Fleets and Markets, which flings open the doors on this sector of the shipping industry, the group takes an in-depth look at this mysterious sector, providing key insight on the facts and figures, including who the leading players are in the market, what they are operating with and what the general outlook for break-bulk shipping is going forward.

We are all too well aware of the painful time that container shipping lines have had in recent years, but break-bulk carriers have certainly had their fair share of tough times as well.

Like the container shipping lines, break-bulk carriers enjoyed a very profitable period of time, followed by a rush on newbuilding orders, which resulted in significant overcapacity and financial losses.

Dynamar reports that the break-bulk market experienced something of a “heyday” between 2007 and 2008, just prior to the global financial crisis.

This heyday led break-bulk carriers to order vessel en masse. Thanks to two very solid years these companies ordered a total of 210 multipurpose vessels during this time. A further seven vessels were added to the order in 2009, and then the market collapsed.

Break-bulk shipping is said to be a notoriously non-transparent sector when compared with the container shipping industry, but this is something that Netherlands-based maritime consultancy group Dynamar BV has attempted to reverse, at least to some degree.

In its recently published Breakbulk III – Operators, Fleets and Markets, which flings open the doors on this sector of the shipping industry, the group takes an in-depth look at this mysterious sector, providing key insight on the facts and figures, including who the leading players are in the market, what they are operating with and what the general outlook for break-bulk shipping is going forward.

We are all too well aware of the painful time that container shipping lines have had in recent years, but break-bulk carriers have certainly had their fair share of tough times as well.

Like the container shipping lines, break-bulk carriers enjoyed a very profitable period of time, followed by a rush on newbuilding orders, which resulted in significant overcapacity and financial losses.

Dynamar reports that the break-bulk market experienced something of a “heyday” between 2007 and 2008, just prior to the global financial crisis.

This heyday led break-bulk carriers to order vessel en masse. Thanks to two very solid years these companies ordered a total of 210 multipurpose vessels during this time. A further seven vessels were added to the order in 2009, and then the market collapsed.

20/03/2013

Early Asian export growth in 2013 could be bad sign for the market
ASIAN exports reportedly rose 6.24 per cent year on year in January to 6.24 million TEU, according to Container Trade Statistics (CTS).

However, the increase in Asian outbound container volumes for the month is hardly a cause for celebration.

In fact, it could be argued that it is a potentially negative sign, given that Asian-outbound trade figures are indicative of the overall health of the global container trades.

Anthony Tsang / Advnacelog Ltd., Hong Kong

Reducing the stress of overbookingONE of the most stressful issues for lines and shippers alike, year after year, is the...
02/03/2013

Reducing the stress of overbooking

ONE of the most stressful issues for lines and shippers alike, year after year, is the overbooking of space on vessels.

Shippers often feel short-changed by carriers because they feel they can’t get the space they need at times deemed crucial for their business.

Carriers, meanwhile, remark they can’t accurately forecast ship loads, which leads to problems with equipment and space. This further aggravates a difficult situation.

Figuring out a way to handle booking shortfalls would benefit both shippers and carriers. Lines would be better able to respond to the bookings of customers that really want to ship goods on a particular voyage.

Overbooking is especially rampant for shipments out of China - which accounts for over a third of containers carried in global transport - during the increasingly longer peak season on the major trunk routes to Europe and the US.

But the effects of overbooking are felt everywhere as shortages or surpluses of space on vessels to and from China are felt on services that are linked to them all over the world.

This puts an impossible burden on carriers because if they accept all these extra bookings they don’t know which ones are real and which ones are fake.

A managing director of a large forwarder recently told us that the way the industry currently deals with overbooking creates tension for all. It’s an inefficiency that exists and, according to him, until now nobody has wanted to, or was able to, tackle it.

An executive at a major carrier said that a 30 per cent shortfall on a ship would not be considered extraordinary

Sector analysis: Who are the leading 3PLs in the market today? (overview)1320LAST week we began to look at the structure...
01/03/2013

Sector analysis: Who are the leading 3PLs in the market today? (overview)

1320
LAST week we began to look at the structure of the global 3PL market and the potential for its expansion.

We found that despite a total of roughly US$7.9 trillion spent on logistics operations in a given year, 3PLs only receive a small portion of those revenues—less than 10 per cent. This spells enormous potential for growth in this sector.

Today in The Container Shipping Manager we will continue our examination of the 3PL market and look also at some of the key players, their strategies and their performance in recent years…

As we can see in the below chart, the 3PL sector today is very much a fragmented market with the 10 largest companies controlling just 24 per cent of the market’s revenue, or $148 billion. While this is a significant figure, it is still well below what we see in the liner sector.

If we look at the top 50 companies the market share is just 44 per cent, or $271 billion. This is very different from the liner sector where the top 20 companies today control more than 80 per cent of the global business.

For the 3PL sector this means that 56 per cent of global revenue is controlled by companies outside of the top 50, which is quite remarkable. This would imply that competition is far more intense than in the liner sector, yet the shipping lines suffer financial losses on a more frequent basis than the 3PLs.

In the chart below we find that despite the significant market fragmentation in the logistics industry, there is a glaring gap between the gross revenues of the top four 3PLs and the rest of the industry.

DHL stands head and shoulders above the rest of the market with revenue in excess of $32 billion.

Global container volume grows at the slowest pace since 2009ANY hopes for an early pickup in shipping demand in 2013 wil...
26/02/2013

Global container volume grows at the slowest pace since 2009

ANY hopes for an early pickup in shipping demand in 2013 will likely prove unfulfilled as the slow pace of growth in recent years is expected to continue this year as well.

The latest data from maritime analyst Alphaliner shows that the world’s top 25 container ports posted their lowest growth rates since 2009 last year.

These top 25 ports, which comprise 11 Chinese ports (including Hong Kong), seven elsewhere in the Far East, four in Europe, two in the US and one in the Middle East, saw their total volumes increase just four per cent in 2012, compared with 8.7 per cent in 2011 and 15.5 per cent in 2010.

The weak container volume growth is largely a result of a 4.4 per cent fall in Asia-Europe traffic last year and a reported 0.4 per cent contraction in transpacific traffic...

This soft demand environment is projected to continue on the Asia-Europe trade this year due to the fragile state of economies of the Euro zone.

The transpacific trade, on the other hand, does offer a slightly more optimistic scenario, but even so growth is only expected to be modest in 2013 because of the slowly recovering US economy.

According to the latest data on the container shipping industry 2013 will be yet another year of strong capacity growth. If demand fails to overwhelmingly surprise on the positive side, the supply glut of today will continue.

Clarkson Research Services estimates that 47 mega ships of between 10,000 TEU and 18,000 TEU will be delivered in 2013. As usual, the majority of these new ultra large containerships will be deployed on the Asia-Europe route, which will exert more pressure on the freight rates.

Said Minneapolis-based research firm Zepol’s CEO Paul Rasmussen in a recent report: “We didn’t see a dramatic move from 2011 to 2012 [in the US market], and so far in January, the numbers aren’t surprising. I think modest increases can be expected this year as we continue the slow bounce-back from the recession.”

end...

Why 2013 Will See Faster, Stronger Global Growth Thursday, 03 January 2013 | 00:00 Barring major geopolitical shocks,the...
03/01/2013

Why 2013 Will See Faster, Stronger Global Growth
Thursday, 03 January 2013 | 00:00

Barring major geopolitical shocks,the world economy in 2013 should mark the beginning of sustainably faster growth with declining trade imbalances.

Expansionary monetary policies will continue to drive the cyclical upturn in the United States and in the euro area, despite significant headwinds from fiscal consolidation.

East Asia will remain the fastest growing segment - and the largest surplus unit - of the world economy. Unfortunately,a good part of that growth will be on the back of its trading partners. East Asia sells $270 billion more than it buys from the rest of the world. Its huge excess savings will continue to be a source of finance to deficit countries.

Economic activity in Latin America will strengthen. With an estimated current account deficit of nearly $80 billion, this area is making a net contribution to world economic growth.
Fed's Easy Money to Partly Offset Fiscal Tightening
Exacerbated by unusually strong political tensions, America's fiscal emergencies have overshadowed problems of relatively slow growth and high unemployment. Based on the economy's third quarter numbers, the U.S. public debt currently stands at 103.5 percent of gross domestic product (GDP), nearly double what it was during the most recent low of 54.4 percent in 2001. This year the public debt is expected to exceed 110 percent of GDP.
How can this worrying debt dynamic be stopped and reversed? The answer is: the U.S. would have to begin running a substantial surplus on its primary budget balances (that is budget before interest charges on public debt).

Here is an example of what happened the last time the U.S. set its public debt on a steep declining trend. The primary budget was balanced in 1994. Surpluses followed, culminating at 3.1 percent of GDP in the year 2000. Over that six-year period, the gross public debt declined from 71.1 percent to 54.5 percent of GDP.
Can that feat be repeated? Certainly,but the U.S. would now be starting with a primary budget deficit of about 5 percent of GDP, and the growth of public debt would only begin to stabilize and slow down once the primary budget reaches surpluses of 1-3 percent of GDP.

Given current political contingencies, it would not be very meaningful to speculate on how – and if –that will be done. But it is clear that something must be done to generate sustained revenue increases and government spending cuts. Obviously, properly calibrated measures of discretionary fiscal tightening would be better– and less damaging – than automatic tax hikes and reductions of public outlays.

The Fed's present and announced future policy stance is geared toward offsetting some of the depressive impact of higher taxes and lower public spending through direct support to interest-sensitive components of aggregate demand – household consumption,residential investments and business capital outlays, a total of 83 percent of the U.S. economy.

All these sectors are already responding to low credit costs. In the first three quarters of this year,residential investments have been growing at an annual rate of 11 percent. Over the same period, business investments and private consumption were increasing 9 percent and 1.8 percent, respectively.

This substantial forward momentum will be sustained by easy credit conditions, and I believe that a growth rate of the U.S. economy between 2.5 percent and 3 percent in 2013 is highly probable. Since that pace of advance is in the range of the economy's noninflationary growth potential, further gains in employment creation are certain to follow.

Euro Zone Will Exit Recession in the Second Half of the Year
The euro area is a complex system of 17 nation states sharing the same currency. Its evolving institutional infrastructure is being strengthened by crisis management mechanisms, strict budget agreements and the banking union. Markets are reacting positively to these developments; they have also taken a more favorable view of significant fiscal consolidations achieved by heavily indebted euro area countries.

The progress there is remarkable:the euro area's cyclically-adjusted budget deficit was nearly halved in 2012 to 1.7 percent of GDP, and is expected to be roughly balanced by the end of this year. Still, the gross public debt, currently estimated at slightly above 100 percent of GDP, is a far cry from the targeted 60 percent.

It is possible, however, that the debt growth will stabilize and begin to reverse in the next year or two if, as presently expected, this year's primary budget surplus were to double to more than 2 percent of GDP. Further surpluses are likely to follow as a result of budget rules mandating total deficits between 0 percent and 3 percent of GDP.

Economic growth has been a major casualty of the fiscal crisis and efforts to restore market confidence with credible deficit cutting measures. The current recession will begin to ease up sometime next summer, but the recovery will be too slow to spur employment growth.

Easy credit conditions have yet to soften the blow of a manifestly excessive fiscal tightening. Loans taken up by the euro area's private sector in October were falling at an annual rate of 1.2 percent, but the growth of bank loans to governments accelerated to 9 percent. Clearly, the monetary policy is facing an uphill battle to spur domestic demand in an area where some 80 percent of household and business financing depends on bank loans.
But the external demand is helping. The euro area's trade surplus appears to have tripled last year to an estimated $170 billion. These sharply improving trade balances are expected to completely offset last year's decline in domestic demand. External trade is making a strong contribution to depressed economies in Portugal,Spain, Italy and France.

Predictably, most of this trade improvement is due to collapsing imports. It is still too early to talk about increased competitiveness because structural reforms in several euro area countries are just beginning to take hold.

East Asia Should Rely More on Domestic Demand
With so much to do to build and upgrade infrastructure and social welfare systems, countries in this region should export less of their excess savings and devote more resources to these two key pillars of steady and sustainable growth. That would be good for them and for the rest of the world.

Of the three largest economies in the area, only China maintains a significant growth momentum. Beijing seeks to stabilize the economy in the 7-8 percent growth range, mainly because that is thought to be compatible with long-term price stability. It also intends to gradually reduce the role of exports, and to generate most of the economic growth from household consumption and business investments.

Japan is trying to ride out the recession on the back of exports and its old-style pump priming. That is unfortunate because the country needs policies to address problems (declining family formation, low birthrates and new challenges presented by a rapidly aging population) that are holding back its large domestic spending aggregates (consumption and housing). Pushing the Bank of Japan to flood the economy with liquidity and to debase the currency is not going to help any of the problems affecting its structurally impaired private consumption and residential investments (more than 60 percent of GDP). And neither are the public works - the proverbial "bridges and highways to nowhere."

India is unlikely to come out quickly from its current slowdown. With an inflation rate of more than 7 percent, the central bank is correctly resisting demands for interest rate cuts. Real short-term interest rates of about 1 percent indicate that credit conditions are still easier than they should be. Obstacles to faster growth are elsewhere. Most of them are on the supply side, caused by transportation and energy bottlenecks. The resulting supply-demand imbalances are sustaining rising price pressures even at declining capacity utilization rates. Since there will be no immediate relief to acute infrastructure problems, and the ensuing supply shortcomings, the economy will remain this year in a slowing growth pattern.

Latin America's Recovery Driven by Domestic Demand
A sharp drop of Latin American exports was the main cause of its last year's growth slowdown to an estimated 3.1 percent. Slightly better growth prospects look likely this year as a result of large infrastructure investments and an expected improvement in farm output.

With the exception of Argentina,most major economies of this area have some room for policies to support growth, because they don't face crippling constraints from excessive external deficits, widening budget gaps or accelerating inflation.

Brazil's economy is poised for a rebound on the wave of large infrastructure investments, recovering commodity exports and efforts to reduce production costs.

Mexico will also get most of its economic growth from domestic demand. Strengthening recoveries in the U.S. and Canada could provide additional impetus to growth in the second half of this year.
Argentina is expected to have stronger economic growth this year owing to an anticipated increase in farm output. Beyond that, the country's growth outlook is difficult to assess. The reliability of Argentina's inflation and national accounts data is currently a matter of serious dispute with the IMF.

Investment Choices
A broad cyclical upturn underpinned by expansionary monetary policies favors equities and commodities. Bonds have had a good run, but that is largely over. Even though actual inflationary pressures in world's major bond markets will remain contained in the months ahead, improving growth prospects will rev up inflation expectations and drive prices down. Spain and Italy are probably the only two markets where bond yields are likely to decline from their current levels.

Assuming no military confrontations in the Middle East, Central Asia, the Korean Peninsula and Southeast Asia, gold does not look like an attractive asset to hold.
Source: CNBC

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