新货箱安全法将带来纷乱
2010.09.30
一：头条新闻 (Headline news)
贸易风周刊 9月24日
1. 货箱安全法将带来纷乱-欧盟政府由2011年1月开始要求船方在船抵达码头之前提早24小时申报船上货箱内容.
Cargo- security chaos threat
Some European nations and owners are said to be unprepared for new security regulations concerning cargo contents.
Cargo operations in Europe could be thrown into confusion as member states and shipping companies remain unprepared for new security regulations set to come into play at the turn of the year.
As part of a security drive in the transport chain, from 1 January ship operators rather than shippers will be required to pre-notify cargo contents to the customs of the first port of call in Europe.
A risk assessment will then be made and states have the power to reject cargoes if they consider them a potential threat.
The rules are most strict for containership operators loading outside Europe who must make the so-called Entry Summary Declaration (ENS) some 24 hours ahead of loading.
The port of destination can insist the cargo is not to be loaded if it has security concerns or if the data is incorrectly presented.
Rather than developing a single system to process the information, the European Union (EU) has left it to individual member states to develop their own and this had led to delays. The introduction of the rules has already been put off for years because some coastal states did not have the electronic systems in place to process the new information.
Many coastal states are still developing electronic systems to accept the cargo declarations even with the new extended deadlines.
The European Community Shipowners’ Association (ECSA) is concerned about the potential confusion.
“Regrettably, the EU did not have the competence to establish one single EU-wide computer system that would apply to all 27 member states. Instead, the computer systems that will apply to all 27 will be different in each individual member state,” said the ECSA’s Christophe Tytgat in a note to members.
He tells TradeWinds that although member states may be able to get the systems ready by the deadline, that might not leave enough time for shipping lines to adapt their own reporting systems.
And while shipping giants like Maersk Line have the in-house competency to adapt late in the day, that might not be the case for smaller coastal and feeder operators.
Carsten Amtrup, who heads KSD Software, has been working on a single reporting format for industry players that accounts for all the varying systems around Europe.
He has managed to come up with a single package that could provide a solution to the numerous systems that will operate around Europe, covering the 27 systems of EU members and additional signatories Norway and Switzerland.
However, Amtrup says the continued delays have made the job difficult and nearly half the countries involved have yet to finalise their plans.
“There is a very big difference between member states and in some cases there are few specifications at all,” he said,
But he says the problem is not just on the receiver’s end. Although most of the major liner companies have been working on the software, many smaller feeder companies have not begun to tackle the issues.
“The big carriers are OK and we are working with many of them but there are many who are not taking this seriously at all yet,” he added.
The ECSA’s Tytgat has been involved in a number of initiatives to raise awareness in smaller companies of the upcoming regulation and what it involves.
There have already been discussions with the World Shippers Council and the EU over introducing a “grace period”, whereby financial penalties for non-compliance would be withheld in countries that are late in developing their electronic systems.
Tanker and bulker operators will also have to take on the new requirement, although not to the same degree as containership operators. Tanker and bulker owners must declare the nature of their cargo four hours before arrival and coastal operators two hours.
The problems in developing a system to cope with the new security requirement has led the EU to reduce the potential penalties to ship operators. It initially said it would turn away ships from port that did not meet the declaration requirements, although more recently this has been reduced to simply applying financial penalties on an operator.
The North of England Protecting & Indemnity Association has already warned its members that they should be acting “well in advance of the new regulation” to avoid potential penalties.
2. 中银进军国际船贷业务-正当德国银行和基金淡出船贷市场之际, 中国银行 (Bank of China) 准备贷款12亿美元给欧洲著名船东于中国订造12艘 9000箱位的大型货箱船.
China bank steps up to order table
The involvement of Bank of China in a big newbuilding order for European owners looks to be ‘part of a trend’.
A Chinese bank has notched up a first on the European boxship scene.
Bank of China (BOC) is expected to finance an order for up to a dozen post-panamax containerships for German owner Bernhard Schulte and Greek owner Costamare.
Its involvement is described as part of a trend where orders booked at Chinese yards are expected to be increasingly financed by domestic banks, according to financial sources.
The move comes as Geneva-based Mediterranean Shipping Co (MSC) emerged as the favourite to take the clutch of 9,000-teu vessels on long-term charter.
But BOC is such a fresh face on the European boxship stage that few other established financing banks are prepared to team up with it in a consortium — which would be needed to finance the contract worth up to $1.2bn.
“At the moment, nobody is prepared to join a consortium with Chinese banks because nobody knows them or can say how they think,” commented one banker.
That means the Schulte/Costamare string will be financed on a vessel-by-vessel basis, banking sources believe.
The order for six firm ships plus six options has been described as a speculative move after Schulte confirmed that no charter deal could be done before the order had been placed.
However, talk in container-shipping circles is that MSC has started discussions to take the vessels for up to 10 years at rates of around $41,000 per day.
The ships are slated to be built at the Jiangan Changxin shipyard and will cost around $100m each.
The entrance of BOC comes at a time when traditional containership financiers such as Germany’s HSH Nordbank have been retrenching from shipping.
“Newbuildings are very difficult to finance, so the Chinese deals are seen as a way of financing the container fleet,” said one broker.
But Chinese financing is only suited to large, diversified groups such as Schulte, sources add. It is not seen as a fitting model for the KG (limited partnership) system, which has provided most of the cash for boxships to date.
其他新闻
贸易风周刊 9月30日
1. -中国将提早于2011年达到40%进口原油由中国船只自己运输的目标.
2. -中国 P& I Club 申请加入国际P & I 集团经已获得批准.将于2012年开始跟其他63个会员一起开会.
3. -日本 NYK 今年11月改名为 NYK Container Line.
希腊船务日报 9月30日
1. -希腊将于今年10月举行船务高峰会( Greek Shipping Summit 2010) 商谈有关 Finance, New building, S & P, Charter and环保事宜.
2. -中国船务高峰会 China Shippig Summit本月28日于北京举行.
3. -巴西国营油公司 (Petrobras) 大举扩充业务制造新油轮和海上钻油井. 该公司目前共运营180条大小油轮.
二：造船 (Shipbuilding)
1. -新加坡PIL Lines 向大连造船厂订造2条18万吨 Capesize, 造价每条6000万美元, 交船期为2011年8月. 该公司并有4条24000吨MPP 在大连造船厂建造中, 造价每条2990万美元, 交船期为2012年.
2. -台湾 TMT正在观察LNG市场才决定是否向韩国造船厂接收2条 171800立方米的LNG新船. 该公司目前拥有一条 145819立方米 LNG “Blue Sky” (2006).
3. -武汉CSC Phoenix集团 (Chang Jiang Shipping Group Phoenix) 将向渤海造船厂订造4条45000吨 bulker, 每条造3000万美元, 交船期为 2012年.
4. -印度国营 SCI (Shipping Corporation of India) 准备向Rongsheng 造船厂订造 4条 31.8万吨 VLCC 和 4条8万吨干散船, 总价值 5.57亿美金.
5. -印度政府预计将在2017年造船吨位达世界的5%.
三：液化天然气 (LNG)
1. -中石化 (SINOPEC) 获得政府批准于青岛附近兴造一座 3 mtpa LNG接收站. 货源将来自 ExxonMobil于 Papua New Guinea, 20年合约,每年 200万吨 (mtpa).
三：买卖/租贷 (S/P & Chartering)
1. Daily Summary of Baltic Exchange Dry Indices 2010.09.29
Baltic Exchange Dry Index BDI 2468 (down 36)
Baltic Exchange Capesize Index BCI 3393 (down 38)
Baltic Exchange Panamax Index BPI 2524 (down 83)
Baltic Exchange Supramax Index BSI 1846 (down 6)
Baltic Exchange Handysize Index BHSI 1049 (down 8)
2. ORE
”JOSCO Jiaxing” (2009) 160000/10 Port Hedland/Qingdao 10/20 Oct. $10.25 fio scale/30000sc
”Navios Melodia” (2010) 160000/10 Dampier/Qingdao 29/9 to 8/Oct. $10.25 fio scale/30000sc – Nobles
四：9月30日船用燃油价格(每吨/usd)
来源: Bunkerworld
IFO 380 __IFO 180 MDO MGO
新加坡 438 446 646 655
鹿特丹 432 450 ----- 685
休士顿 435 455 695 -----
***************************************************************************************************************************
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
注: 笔者现旅行在外, 本期内容从简, 尚希读者们见谅.
