6天3个台风夾击
2010.09.15
一：头条新闻
1. 从8月28日到9月3日西太平洋中台韩海面共受到3个台风的袭击,从 “狮子山-Lion Rock”, “南川-Namtheum” 到 “园规-Kompasu”, 其中尤以 ” 南川” 从北向西南西并合 “狮子山” 的走向是多年罕見的現象. 在这段日子中经过东海和台湾海峡船只的船长们真的辛苦了.( 图1,2,3,4,5 & 6).
Three Named Storms in the Western Pacific Ocean By Accuweather.com Aug 31, 2010; 9:16 AM
Three named tropical cyclones churned the western Pacific Ocean basin on Tuesday. Strongest of the three was Typhoon Kompasu, which struck the main island of Okinawa head-on early Tuesday.Kompasu blasted Naha along with the military bases at Kadena and Futenma with gale-force gusts and slashing rain.
The center of the compact storm, and with it the highest winds, crossed the northeastern half of the 65-mile-long island.
Now Kompasu is headed for the East China Sea and, later, Yellow Sea east of mainland China. A likely landfall upon western Korea, as a typhoon or tropical storm, is forecast for early Thursday, EDT.
Damaging winds and flooding rain would accompany such a landfall, which seems to be favored in North Korea rather than the South.
Another significant tropical cyclone is Tropical Storm Lionrock, which drifted rather erratically over the northern South China Sea southeast of Hong Kong as of early Tuesday, EDT.
Lionrock will hook towards the north and the northwest during the next two days with landfall as a tropical storm on the southeast mainland of China possible by early Thursday, EDT. Such a track would threaten flooding rain with damaging winds near landfall.
A third tropical storm, dubbed Namtheun, barely clung to tropical storm status over the northern Taiwan Strait early on Tuesday. This ragged storm was buffeted by unfavorable shearing winds.
Namtheun will dissipate without being a major adverse weather factor to either mainland China or Taiwan.
By Jim Andrews, Senior Meteorologist
台风白色预警信号下的深圳，没有大风大雨，阳光还很灿烂，一片平静。然而在海面上，今年第６、７、８号热带风暴已经相继形成并呈现“三足鼎立”之势。
“３个热带气旋同时在海上活动，相距较近，三者间相互作用复杂。”我市气象部门昨天１０时３０分起启动气象灾害台风三级应急内部响应，相关气象专家进行气象会商时说，“未来天气形势变得扑朔迷离，相关单位和市民绝不可掉以轻心”。
三个热带风暴相继生成
根据气象部门的监测，继２９日２时第６号热带风暴“狮子山”在南海生成后，２９日夜间西太平洋上又生成了今年第７号热带风暴“圆规”. 来源自日本，意为圆规星座）。
昨天１７时，“狮子山”已加强成为强热带风暴，位于我市东南偏南方约３２０公里的南海海面上，中心附近最大风力９级（２８米／秒），移动缓慢（时速约５公里），逐渐靠近粤东沿海，而“圆规”更为强劲，已加强成为台风，位于我市偏东方约1800公里的西太平洋洋面上，中心附近最大风力１２级（３３米／秒），以约２０公里的时速快速向偏西北方向移动。
除了这两个强热带风暴外，原本位于台湾附近海域的热带低压，昨日傍晚加强成为今年第８号热带风暴，距离我市约１０００公里，中心附近最大风力８级（１８米／秒）。
“三足鼎立”天气变数大
根据市气象局预报处有关专家介绍，３个热带风暴同时在海面上形成“三足鼎立”的情况较为少见。
“热带气旋距离一般在１０００公里以内就会产生明显相互作用，而此次形成的３个热带风暴之间的距离在７００至８００公里范围内。”市气象局有关专家特别提醒说，今年海面上“三足鼎立”的热带风暴距离很近，“未来天气变数大”。
９月１日西太平洋上的强热带风暴“圆规”会削弱甚至是吞并台湾附近的第８号热带风暴，然后趋向江浙附近沿海，而强热带风暴“狮子山”则在１日与第８号热带风暴形成双台风作用，向偏东偏南方向移动，到达台湾附近海域，待“圆规”靠近江浙沿海后，９月２日前后再次靠近广东到福建一带沿海地区，并有可能登陆。
2. 越南造船厂美梦不再 - 因扩充的速度太快, 投资方向的错误和高层的贪污, 该造船厂数年來己负债45亿美元, 政府被迫将其改组和拆散成为多个小型企业, 于此同时该厂总经理和4名高级职员经己被扣押.
Vinashin is paying the price for overly fast expansion and wayward managers.
The crisis at Vinashin looks to be as much about Vietnam’s national shipbuilding strategy as the individual failings of various yard managers.
Five senior staff are now languishing in custody, accused of driving the state-owned company into a state of near bankruptcy.
Banks and shipowners around the world are exposed to the threat posed by Vinashin, which once looked like a bright new star and is now estimated to have debts of over $4.5bn.
But surely the root of the problem lies in the belief at the heart of the political establishment that Vietnam could run before it could walk.
Hanoi earmarked shipbuilding as a growth sector and wanted the country to become the fourth-biggest shipbuilder in the world in double-quick time.
This was unrealistic. The structures of corporate governance were not put in place to ensure that its managers could oversee a move from a small locally focused shipbuilder into a large international conglomerate.
What was the company doing diversifying into all sorts of other enterprises such as tourism, animal-feed production and insurance?
And the headlong expansion did not take into account a credit crunch and downturn in world trade that also helped leave Vinashin high and dry.
What one can praise the ruling Communist Party for now is they have acted decisively — albeit belatedly — to change the management and promise it will stand behind a refinancing.
The government can also be applauded for publicly admitting that Vinashin is in a serious mess and not trying to cover it up.
But cynics say the issue is being taken ultra seriously because it threatens the career of prime minister Nguyen Tan Dung. He hopes to obtain the country’s top job as general secretary of the Communist Party next year.
And yet Dung has been one of those who most enthusiastically championed the likes of Vinashin becoming a communist version of the South Korean chaebols.
The government said at the time that Vinashin’s strategy plans up to 2020 had been “exhaustively checked”, according to Bloomberg.
But earlier this year, amid speculation that money was not being spent wisely inside the group, there was an investigation. By August, the company’s chairman and chief executive, Pham Thanh Binh, was hauled in by the police and by the end of last week another two former board members and two executive directors of key subsidiaries were detained.
Now the deputy prime minister is heading a government commission to restructure Vinashin and he has promised to end the losses by 2012. The group has already seen 5,000 people lose their jobs.
Kongsberg Maritime was one of many Western companies that forged links with Vinashin and was happy to laud it as a “rising giant”.
The monster at one stage employed 18,000 skilled workers at 28 yards and intended to construct 10 new facilities. But it is now being chopped down to size.
It is not the first company in the maritime field to have tried to expand too quickly but when governments create corporate dreams, the result can truly be a nightmare.
By Terry Macalister’s Wavelength -Tradewinds
3. 印度造船业前途不乐观 - 近年来印度造船业初露头角成为新造船势力, 但受到种种关系,外国专家纷纷离开. 印度造船现仅排名世界笫五位, 无法跟中韩国相比, 如想突进世界市场似嫌过早.
India on the up but not as fast as hoped- Talk of a ‘major breakthrough into the global market’ is premature. India has emerged as a shipbuilding force in recent years and now occupies fifth position in the world rankings.
Talk of a ‘major breakthrough into the global market’ is premature.
Substantial sums are being invested in either modernising or building new yards, with various European owners having ordered ships, especially bulkers and offshore vessels.
According to London shipbroker Clarksons, Indian yards in August had almost 200 vessels on order totalling two million compensated gross tons (cgt).
But one man who has had experience there as chief executive of Pipavav Shipyard, Ray Stewart, says the lack of joined-up thinking and delivery delays continue to dog the industry.
Stewart, who has been involved in a war of words with Pipavav since building up a substantial orderbook there for panamax bulkers and then departing, claims it could be at least two years late in delivering its first ship — something Pipavav disputes.
He says Bharati Shipyard’s prospects have improved with the recruitment of Japan’s Mikito Shirai as head of production.Shirai, formerly with IHI Marine United, Tsuneishi Shipbuilding and Samsung Heavy Industries, is said to have resigned from Pipavav at the end of last year.
Stewart says that while the domestic market for commercial, offshore and navy vessels will offer opportunities for Indian yards, he is less convinced than he was a few years ago of a “major breakthrough into the global market”.
He argues that as Chinese production capability has increased hugely in recent years it will dampen Indian hopes of successfully penetrating the international market.
“With prices likely to stay low for several years because of the excess supply of ships and output capacity, new investment will be curtailed,” claimed Stewart.
Denmark’s Clipper Group made favourable remarks about Cochin Shipyard’s building of a series of 30,000-dwt bulkers for the company, some of which were delivered early.
Since then, Pipavav appointed state-owned Cochin’s former boss, Commodore M Jitendran, as its chief executive in a move seen by some as aimed at winning back the trust of its customers.
Experts on the Indian market say some states such as Gujarat have made a big effort to promote shipbuilding but it needs central government to make the industry a priority.
ABG Shipyard and Bharati are the biggest yards but are small compared with South Korean and Chinese rivals, they say.
Stewart adds that many of the plans that surfaced during the global shipbuilding boom to build new yards in India have been scaled back or shelved, with the focus now on offshore given state-owned exploration company ONGC’s investment plans.
By Geoff Garfield London – Tradewinds
其他新闻
贸易风周刊9月15日
1. -大新华物流将拥有一个強大 200条船的船队而成为我国第三大船公司. 该公司第一批60条新船,包括25条 Capesize, 21条 Panamax 和 6条 VLCC, 其中第一条 Capesize “Bulk Peace” (2101) 176000-dwt 经己交船.
2. -中国船舶基金买进12条 90500-dwt bulker 然后以每天租金23000 美元租给毕润,租期10年.
3. -德国劳氏船级社 (GL) 说因市场开始复苏己有欧洲公司询问有关 18000到 20000箱位船的可能性.
4. -因中国进口矿沙石速度和数量的减少, 矿沙石的现价有所下降.
5. -俄罗斯大旱世界笫一大小麦糧食进口国埃及转向法国购买.
希腊船务日报9月15 日
1. -巴拿马运河于2014年扩展启用之后将可容纳8-9000 teu 货箱船 (140尺宽, 吃水 49.5尺)之通过,这意味着超大型货箱船将可畅行全世界各大港口.
2. -针对研发中海集团开始全球招聘人才.
勞氏船务日报9日15日
1. -劳氏船级社 (Lloyd’s Register-LR) 于1760年开始船只登记业务后转型为船级社, 近年来在中国建立良好客户关系今年9月7日在上海获得英政府所颁之 “2010年英国最佳公司” 奖状.
二：造船 (Shipbuilding)
1. -福州南洋船务公司向大连造船厂訂造 3条 82000-dwt Kamsarmax 型干散船.
2. -South Far Ocean 集团向厦门造船厂订造 3条 82000-dwt Kamsarmax 型干散船, 造价每条 3450万美元, 同样的船韩国船厂开价 3900万美光.
3. -因政府政策于2015年之后40%之进口原油必需由国轮负责装运,多家公司己开始行动订造新船,如 南京油轮公司向广州龙穴訂造2条VLCC, 每条 1亿美元2012年交船和香港毕光与台湾裕民合资向外高桥订造2条 VLCC造价为每条约 9800万美元等等.
4. -中国银和中国出入口银贷款 10亿美元给巴西淡水谷公司向鎔盛订造 12条 40万吨之 VLOC.
5. -德国之 Bernhard Schulte 和希腊之 Costamare 公司向江南长兴造船厂订造 12条 9000箱位货箱船, 造价为每条 1亿美元, 交船期 2012/2013年.
6. -因日币对美元升到15年来最高价位, 对该国之各造船厂来说是雪上加霜, 有一半国外订单恐被取消.
三：码头 (Cargo terminal)
1. -中国港口重工将为委瑞利亚国扩建 Puerto Cabello 成为大港.
2. -巴西強暴雨七个装糖码头工作被阻, 等候装货船队已达 107条之多.
四：海难 (Casualty)
1. -英国油轮 ”British Cormorant” (2005) 115000-dwt 本月12日于 Solent港操练救生艇时不慎导致救生艇翻掉6名船员跌进海中其中3人受伤.
2. -土耳其轮 “Belorus” (2005) 5500-dwt 本月5日于 Aliaga 港操练救生艇时发生意外导致船员一死一伤.
3. -加拿大油轮 “Nanny” (1993) 9215-dwt 本月2日于北极搁浅. 船上载有 6800吨柴油.
4. -“Baltic Panther” (2009) 51000-dwt 本月3日于德国 Bremerhaven 港搁浅.
5. -俄罗斯油轮 “Lapter Sea” (1998) 47300-dwt 本月3日被马来西亚货轮 “Papi” (1982) 撞穿一只油舱.
6. Baltic Exchange Dry Indexes 2010.09.15
Dry Index BDI 2840 (down 100)
Capesize Index BCI 3748 (down 185)
Panamax Index BPI 3151 (down 142)
Suprama Index BSI 2040 (down 2)
Handysize Index BHSI 1084 (up 1)
五：买卖/租贷 (S/P & Chartering)
1. -船舶买卖 (S & P)
-“Anastasia” (2004) 76000-dwt Bulker usd 3900万 Pakistan
- “Eleranta” (1995) 73000-dwt Bulker usd 2450万 Unknown
-“Capt.George 2”(1994) 52000-dwt Bulker usd 1700万 India
-“Basic Arrow” (2001) 48000-dwt Bulker usd 2650万 Greek
-“Alam Selamat” (1992) 38000-dwt Bulker usd 1590万 Europe
-“Aegan Glory” (1992) 45000-dwt Tanker usd 760万 Unknown
2. -Time charter
-“Lowland Phoenix” (2004) 177036-dwt del 高雄 12-14 Sept trip via W.Australia redel S.Korea $43000/daily.Stx Pan Ocean
-“Beijing” (2008) 82561-dwt del Xiamen 1-5/Oct. trip via Australia redel China, $23250/daily. Noble
-“Pu Tuo Hai” (2007) 53393-dwt del Muscat 6-8/Sept trip via WC India redel China, $15000/daily. Tongli
3. -Period charter
-“Tianjin Power” (2005) 75744-dwt del HongKong10-12/Sept 4-6 months trading redel Worldwide $25500/daily.cnr
-“Aetolia” (2010) 58106-dwt del Kohsichang 9-11/Sept. 5-8 months trading redel Worldwide $24250/daily. Grand China Dev.
-“Lucky Snug” (2010) 33301-dwt del Ravenna early Sept. 3-5 months trading redel Worldside $18500/daily.Ultrabulk.
4. -拆船.
“Govind Prasad” (1981) 129237-dwt Bulker usd407/ldt China
“Trakya” (1978) 31292-dwt Ro/Ro usd360/ldt Turkey
“Marlina XV” (1983) 29990-dwt Tanker usd450/ldt India
“Estere” (1989) 28610-dwt Tanker usd440/ldt India
5. -矿砂石
- “Sparta” (2010) 150000/10%,Itaquai/China 18/9 to 02/10. $32.50 fio, sc/30000sc. Pioneer Logistics
-“Chihiro” (1997) 160000/10%,Dampier/青岛, 9-18/Sept. $11.10, fio, sc/30000sc. Cargill
-Tbn 160000/10%, Tubarao/青岛, 5-18/Oct. $28.00, fio, sc/30000sc. Kleimar
-“Aquabella” (1995) 160000/10%, Tubarao/青岛, 24/Oct. $27.00, fio, sc/30000sc. Oldendorff
六：9月15日船用燃油价格(每吨/usd)
来源: Bunkerworld
IFO 380 __IFO 180 MDO MGO
新加坡 440 451 642 655
鹿特丹 435 452 ----- 674
休士顿 435 457 690 -----
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备注: tbn = to be named ldt = light d/weight ton
usd = u.s.dollar mtpa = million ton per annum
cbm =cubic meter tpa =million metric ton per annum
