>> Transpacific - port coverage from April 1st.more.

>> Are direct services becoming less attractive for shipping lines?. more.

>> What happens to the small ships post Panama Canal expansion?. more.

>> Maersk to acquire Hamburg-Sud and reinforce its presence on the Latin America routes. more.

>>£0.5 trillion of trade passes through UK ports. More.

>> The future of rail freight and private investment. More.

>> The Northern Freight and Logistics report. More. 

>> Oxford Cambridge Expressway Study. More.

>> The potential impact of Brexit on trade. More.

>> India - the impact of shipping lines’ consolidation and the cabotage rule change. More.

>> Iran – changes in maritime services post-sanctions. more.

>> 'India: The only way is up' say MDST in an article published by Lloyds List. More.

>> Hanjin’s collapse - A wake-up call to the industry? More.

>> Peak season 2016: could the seemingly more rational shipping lines restore stability to the market?. More.

>> Panama Canal Expansion: the major announcements so far have been made by the CKYHE Alliance and G6 Alliance: each have indicated the upsizing of some of their vessels on the services passing through the Panama Canal as shown in MDS Transmodal's analysis. More.

>> CMA-CGM’s acquisition of Neptune Orient Lines and Cosco’s merger with China Shipping Container Line (CSCL), prompted the need for a few changes in the current capacity-sharing agreements amongst the shipping lines. More.

>> MDST has been appointed by Transport for the North (TfN), in partnership with York Aviation and Regeneris Consulting, to carry out a review of international passenger connectivity in the North of England. More.

>> Chris Rowland, Managing Director of MDST, presented the draft conclusions from the Transport for the North (TfN) Freight & Logistics Strategy at the Freight in the City Conference in Manchester on 3 March 2016. More.

>> With 22 maritime services, Iran is expected to see an increase of around 250% in the capacity of container shipping passing through its ports in spring 2016, as shipping lines seek to benefit from the removal of sanctions. More.

>> MDST Chairman, Mike Garratt, wrote to the editor of RAIL magazine in March about the future of rail freight in Great Britain. More.

>> MDST has examined the evidence for Chinese ‘dumping’ of steel on the global and UK markets using its World Cargo Database, which allows it to monitor world trade by both volume and value and for detailed commodities. More.

>> East Asia export box trade sees growth of 1.7% in 2015, says MDST in an article published by Lloyds List. More.

>> The UK Department for Transport (DfT) has published road traffic forecasts which used MDST’s GB Freight Model (GBFM) to develop forecasts to 2040 for HGV traffic on the British road network. More.

>> Ports should be at the centre of distribution chains says MDST. More.

>> Based on its analysis of Eurostat port statistics and its own World Cargo Database, MDS Transmodal has concluded that ports handled 640 million tonnes in 2014, a market share of 40%. More.

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Iran's Maritime Services After The Sanctions

With 22 maritime services, Iran is expected to see an increase of around 250% in the capacity of container shipping passing through its ports in spring 2016, up from about 1 MTEU in April last year (see Figure 1). This level of capacity, achieved only a few months after the international sanctions were lifted, shows shipping lines’ tangible interest in serving the Iranian market, and its wider hinterland, more directly.

Figure 1: Deployed annual capacity (mTEU), all services passing through the Gulf


Source: MDS Transmodal, Containership Databank

With the international sanctions now removed and the presumption that Iran could reach the level of economic development currently experienced by similar countries, we estimate that Iran could achieve a level of 0.050 TEU per capita in 2040 (up from 0.017 TEU per head in 2014). This would imply that Iran’s long term growth rate for containerised imports could double from the 3% per annum that was seen while the sanctions were in place to some 6% per annum.

Shipping lines are expected to adjust their strategies in the region for the deepsea services as well as shortsea services. Calling directly at the Iranian ports instead of feedering the Iranian market through neighbouring countries’ ports could provide savings of about $200/TEU for a shipping line on the Far East-Gulf route.

Of the 22 maritime services scheduled to call at Iranian ports in April 2016, eleven are intra-Gulf services and four of these are new services. These new services have contributed to boosting the level of capacity deployed on the services operating within the intra-Gulf market by about 89% compared to last year – which is now about 740,000 TEU. Looking at the scheduled services for April 2016, Iranian container ports are expected to handle more traffic than competitor ports in Saudi Arabia and Pakistan (see Figure 2).

Figure 2: Deployed annual capacity (mTEU), intra-Gulf services


Source: MDS Transmodal, Containership Databank

With no sanctions to stop the Iranian ports competing with their neighbours in the Gulf, the coming months could see a change in the competitive landscape within the Gulf market.