>> 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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In the ports sector the consultancy works for port authorities, terminal operators, the owners of private sector port facilities, government at all levels, trade associations and financial institutions, providing the following main services:

  • Market and feasibility studies for port and terminal infrastructure
  • Commercial due diligence services for buyers or vendors of ports and terminals
  • Business cases and business plans for port or terminal infrastructure
  • Port traffic forecasts at a national, regional, port and terminal level, taking into account the key economic drivers of port traffic by cargo type and the level of international or inter-port competition
  • Port master planning, with a focus on demand-side analysis and estimating space requirements to accommodate the forecast traffic, as well as working with consulting engineers on detailed port layout plans
  • Analysis of port hinterlands and road, rail and inland waterway hinterland connections including analysis of available capacity
  • Analysing the case for the development of port-centric distribution at individual ports
  • Advice on developing rail, feeder and inland waterway services between ports and their hinterlands
  • Grant applications for port and terminal infrastructure and equipment

As well as having extensive experience of using official and industry statistics and being able to draw on its consultants’ knowledge of the relevant markets, MDS Transmodal is able to produce analyses from its own unique set of databases and transport models:

  • The World Cargo Database: a harmonised global database of trade flows at a detailed commodity level
  • The Containership Databank:  tracks the deployment of the world’s containership fleet
  • The Ferry Databank: tracks the deployment of the world’s RORO vessels and ferries
  • The Great Britain Freight Model (GBFM):  a demand simulation model that can be used to test the impact of changes in the policy and market environment on the flows of short sea unitload freight traffic through ports at a corridor and port level and the impact on road and rail flows inland
  • The European Container Port Demand Model (ECPDM):  a demand simulation model that can be used to  test the impact of changes in the policy and market environment on the flows of deep sea container traffic through the top 40 European container ports on the continental mainland.
  • The Container Business Model (CBM) models the economics of the global container shipping industry and combines data from the Containership Databank (which tracks the deployment of the world’s container shipping fleet) with the consultancy’s trade database (the World Cargo Database) to allocate world trade in maritime TEU to container ships, synthesising transhipment as required, and therefore utilisation. The model, which is calibrated against the financial results of the more transparent global shipping lines, provides estimates of revenue, costs (ship costs, bunker costs, terminal handling costs etc.) and profit by trade lane and has been used by several global shippers to help them understand shipping line costs.
  • The End to End Model (E2E) models the economics of door-to-door container shipping services between a given set of origins/destinations in Great Britain and a given set of origins and destinations overseas, based on a given volume of containerised trade on the relevant trade lane.  It allows the complete door-to-door transport costs to be modelled and so includes not only the costs of operating the shipping services on a quay-to-quay basis via a particular port, but also considers the inland distribution costs by road or rail.   It can be used, in particular, to compare the average cost of container transport between different British ports for a specific trade lane, such as Europe-Far East and Transatlantic.
  • Databases of global container port TEU throughput 

To learn more about our work in this sector, request our Ports & Shipping Capability Statement here.