Where technical depth
meets financial clarity.
Not a broker opinion. Not a yard estimate. An independent reading of what a vessel is actually worth — and what the numbers behind it mean for the people carrying the risk.
Ship Financiers & Lenders
Independent collateral opinion before credit approval. PSC and survey analysis that supplements — and sometimes corrects — broker valuations submitted by borrowers.
Buyers & Owners
Technical clarity before acquisition, and ongoing financial visibility after. Understanding what your fleet actually costs, earns, and is worth in today's market.
Doitmarine Advisory was built around a gap in the market: most maritime advisory is either broker-driven (conflicted) or surveyor-driven (physical only). What financiers and owners often need is something different — a structured technical and financial reading of a vessel that doesn't require a physical visit and isn't tied to a transaction fee.
The focus is on the variables that genuinely move value: build origin, PSC detention history, SS/DD cycle timing, crane and hold configuration, trading area — and increasingly, regulatory cost exposure as CII and EU MRV obligations enter the ownership calculus.
No broker affiliation. No yard connections. The assessment is yours.
Maritime has been the only constant since 1999 — starting on deck, progressing through the ranks and eventually holding command, before moving into vessel operations, commercial management, sale and purchase, ship repair supervision and newbuilding follow-up, and eventually into the financial side of asset transactions.
That path is not typical for an advisor. Most come from one direction: the sea, the desk, or the market. The crossover between all three — understanding what a vessel costs to run, what it takes to keep her in class, what she is worth to a buyer, and what she looks like as collateral — is where the work here sits.
This is not a second career. It is the only one.
Dual Chokepoint Pressure and the Tonnage It Hides
Two of the world's critical maritime chokepoints are under simultaneous pressure. Red Sea transits have already declined sharply, pushing a significant share of container and dry cargo tonnage onto the Cape of Good Hope routing — adding 10 to 14 days per round voyage depending on origin. If Hormuz disruptions extend beyond a short-term spike, the Gulf of Oman corridor faces a similar dynamic, with Gulf-origin cargo forced toward alternative routing through Suez or around the Cape entirely.
The tonnage availability effect is worth isolating. A vessel completing a round voyage through these corridors in 20 days under normal conditions may now require 40 or more — not because of port delays, but simply because the distance has doubled on both legs. That vessel is effectively removed from available supply for an additional 20 days per rotation. Multiplied across a fleet, this creates a silent reduction in effective tonnage capacity without a single ship being taken out of service.
Historically, this kind of supply compression — where physical fleet size stays constant but available supply contracts — has been one of the more reliable supports for freight rates in the short to medium term. Owners with modern, unrestricted tonnage positioned outside the affected corridors may find themselves in a structurally stronger commercial position than the headline geopolitical noise suggests.
For vessel owners, longer routes mean higher bunker exposure and tighter scheduling. The more structural question is what a sustained dual-disruption scenario means for trading certificates and insurance terms: unrestricted traders gain optionality, regionally limited vessels lose it. From a financing standpoint, the collateral behind a vessel with a restricted trading profile looks different today than it did twelve months ago.
For a vessel review, a second opinion, or an initial conversation about a file — reach out directly.
chart@doitmarine.com +90 532 620 6176