马士基称霸亚欧航线
2011.10.01
一：头条新闻 (Headline news)
贸易风周刊 09月16日 马士基公司新闻发布-从10月24日开始该公司从亚洲之宁波,上海,盐田和Tanjung Pelepas 四个港口到欧洲之 Felixstowe, 鹿特丹和 Bremenhaven 三个港口之定期航线所装之货箱将从七天截止改为每天一次. 此举将带来亚欧航线前所未有之班期密度和可靠性. 公司并保证货箱准时到达否则每箱赔偿百元美金等等…...
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Daily Maersk, Maersk Line’s new service on the Asia–North Europe trade lane, will dramatically change the way shipping is done. It offers a daily cut-off at the same time every day, seven days a week, and always with the exact same transportation time. Containerised cargo will now be delivered with unprecedented frequency and reliability. A daily service between Asia and North Europe with reliable on-time delivery will change liner shipping forever. Up until now, customers have had to adjust their production schedules and supply chains to accommodate shipping lines’ unreliability,as they have never been able to trust that their cargo would be on time. Not anymore. The engine behind Daily Maersk is 70 vessels operating a daily service between four ports in Asia (Ningbo, Shanghai, Yantian and Tanjung Pelepas) and three ports in Europe (Felixstowe, Rotterdam and Bremerhaven) in what amounts to a giant ocean conveyor belt for the world’s busiest trade lane. Regardless of which of the four Asian ports the cargo is loaded at, the transportation time – from cut-off to cargo availability – is fixed. Daily cut-offs mean that cargo can be shipped immediately after production without the need for storage. Maersk Line promises that cargo at the other end will be available for pick-up on the agreed date. To underline that Maersk Line means business and how firmly the company believes in Daily Maersk, the promise is backed up with monetary compensation, should customers’ containers not arrive on time. This promise is a first in the shipping industry. Today, shipping creates anxiety, not boredom. As a general rule, shipping lines serving the Asia–North Europe trade are unreliable, in effect providing customers with an uncontrollable conveyor belt. 44% of all containers are late. 11% are more than two days late – and even as much as 8% are more than eight days late. Before Daily Maersk, Maersk Line was already best-in-class with 75% of its vessels on the Asia–North Europe trade arriving on time. But this was still not reliable enough for customers to plan their supply chains in an optimal manner. Head of logistics at the electronics giant Pegatron, Andy Tron, explains: With Daily Maersk:· Cut-off every day · Transportation time, counting from cut-off to cargo availability · Every container arriving on time · If cargo availability is delayed by 1-3 days, Maersk Line will pay USD 100 per container. If delayed by four days or more, Maersk Line will pay back USD 300 per container Without Daily Maersk: Cut-off once every week · Transit time, counting from vessels’ departure to arrival at destination · Approximately every second container arriving on time · No compensation if shipment arrives late The first cut-off in the Daily Maersk set-up will be on 24 October 2011. |
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贸易风周刊 09月16日 马士基公司制定新亚欧航线班期- 该公司将调派70条大型货箱船负责每天一班船之新航线, 并挑战其他公司如无法照办即可退出. 该公司每年从亚洲装运 140万 feu箱位到欧洲, 公司希望新班胡期开始之后业绩可再上一层楼. 业者认为此举将带来极大的挑战. 等等... |
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Maersk sets the pace on Asia-Europe The Danes say ‘match us or drop it’ on the world’s busiest route. Maersk Line has challenged its competitors to match its new Asia-to-Europe service or abandon the trade completely. The Danish line is deploying one-quarter of its capacity — 70 post-panamax containerships — on a single daily service from Asia to Northern Europe. It believes that no other line can deploy enough capacity or has the operational systems needed for such a network, and that competitors will be forced to focus on other trades or differentiate their product on price alone. It takes at least 70 big ships to run this product, so that would require some Consolidation in the industry before we see anyone follow us in this trade” stated Maersk chief executive Eiving Kolding. The so-called “Daily Maersk” bundles together 65 containerships of between 7000 teu and 15000 teu on the new service, which starts on 24 October. |
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These already operate in Asia-to-Europe services (Maersk AE 1, 2, 6, 7, 9 and 10), while another five ships of 13,000 teu operate in the same trades as part of the AE 8 service co-operation with CMA CGM.
The marketing sleight of hand enables Maersk to move from a weekly to a daily service between four ports in Asia (Ningbo, Shanghai, Yantian and Tanjung Pelepas) and three ports in Europe (Felixstowe, Rotterdam and Bremerhaven) “in what amounts to a giant ocean conveyor belt for the world’s busiest trade”. From 2013, the service will be bolstered with the addition of its Triple E class of ships of 18,000 teu.The move to amalgamate the several strings has been done with no alliance partners.
“We have the scale and the operational capability to do this on Asia-Northern Europe, so we will go it alone,” said Kolding.
The service distinguishes itself by offering daily cut-offs for cargo delivery — rather than the usual twice or thrice weekly cut-offs. This means cargo can be shipped without being stored. Maersk moves one million 40-foot containers (feu) on the Asia-to-Europe trade each year. It is attempting to win over large shippers that complain about lack of reliability for shipments that leads to cargo being “rolled” onto later sailings.
But Maersk’s biggest pitch is to offer “absolute reliability” on the world’s busiest route, which accounts for more than seven million feu each year. Less than half of this arrives at the scheduled time.
SeaIntel Maritime Analysis suggests the most reliable carrier in July and August was Germany’s Hamburg Sud with an 85% score, with Maersk the second most reliable with 75%. These figues compare to an industry norm of 56% reliability.
In an unusual move, the Danish line also says it will compensate customers by paying between $100 to $300 per container if they are not delivered as promised.
In return it will introduce a no-show penalty on shippers who book space on vessels but fail to provide the cargo. The charge will be introduced first on the Asia-to-Europe trades.
贸易风周刊 09月16-30日
1. -意大利船级社 RINA日前于上海举行招待会宴请航运界人士意在扩大中国之业务.
2. -韩国船级社于上海设立办事处并广祝成立50周年.
3. -欧洲保险公司对船只经过索马里时所买之海盗保险之保费 (约船身价值之 0.03到 0.10%)和赔偿相比之下觉得无利可图而有意退出.
4. -熔盛造船厂从中国发展艮行得到55亿美元之贷款.
5. -美国 USCG 检查单位 九月份共扣留六条安全设施不合格之货船其中包括:
“Santa Clara” (1985) 7285 cbm 原因为救生艇无能马上放到水面.
“Ikoma” (1997) 1613-teu 原因为紧急发电机之电瓶无能起动.
“Sea Mom” (2009) 57000-dwt 原因是 Oil record 填报不详.
6. -天津 Guodian 船务公司最近购进:
“Nikkei Eagle” (1995) 45000-dwt 价值 1900万美元
“Sea Hope” (1998) 48000-dwt 价值 1600万美元
7. -广东 Brightway 集团之 “Sea Master 1” (1985) 23700-dwt 船上 17名俄罗斯籍船员因船继续前往索马里港口而要求遣回.
8. -今年截止到8月份已有 62条旧的海岬型干散船被拆.
9. -马士基于2013年开始使用 18000箱位船, 该型巨轮如发生海难将给保险公司带来无限难处.
10. -OOCL 已开始出售 1996年所造之4条5300-teu旧船给希腊之 Technomar 船公司,售价每条3200万美元. “OOCL Singapore, “OOCL Netherland”, “OOCL Japan” and “OOCL Britain”
希腊船务日报 09月16-30日
1. -欧盟国家对菲律宾政府所发之高员合格证书水准表示疑问.
2. -COSCO, PIL, HANJIN 和万海暂停中亚到美西航线.
3. -NYK 在新加坡所办之电子海图训练班得到 NK船级社之认可.
4. -各业者催促 IMO尽快推出一套可行之北极航线的 Polar Codes.
5. -马士基即将宣布谁是该公司价值17亿美元的8条 LNG船队的买者.
6. -淡水河谷第三条40万吨VLOC因未得到中国同意面改往意大利之 Taranto港.
劳氏船务 09月16-30日
1. -欧盟国家认为0.1% SOx 实施日子是否过早.
2. -业者预计在 2025年中印两国将耗掉世界上三分之一能源.
3. -因耶诞货运峰期巳过美国进口将下降 4%.
4. -印度 GVK 公司以 13亿美元购进沃洲 Hancock Prosperating 煤矿, 该矿年产为 8400万砘.
5. -挪威著名中介行 RS Platou 将于明年上市.
6. -巴西国营油公司 Petrobras 以每天21000万租金租进4条 Suezmax 油轮, 租期3年.
7. -Moody 降低对 NYK 和 MOL 之评级.
8. -15岁船龄之 Capesize 和 VLCC 价值已跌到谷低, 引起贷款艮行之担忧.
二：造船 (Shipbuilding)
1. -新加坡 Penoil油公司向浙江 Chengzhou造船厂订造 2条 4800-dwt之燃油供应船.
2. -虽然世界造船业低迷但造船价仍然保持在 VLCC每条一亿美元, Capesize 5000万美元.
3. -加拿大之 Fednav 公司有意向韩国现代造船厂订造 4条 19万dwt之冰级货船.
4. -扬子江造船厂替英国Carisbrooke 公司建造之4条8500-dwt环保绿色新船之第一条经已下水. 该船设有Groot cross-bow, 航行平隐并可节省30%之燃油.
三：海难 (Casualty)
1. -“Miner”(1966) 28000-dwt 于被拖往远东拆船厂时因拖缆断掉而搁浅于加拿大之 Scaterie 岛( 图 1).
2. -德国货轮 “K Wave” (2007) 706-teu 因高员在驾台举行酒会而搁浅于西班牙之 Malaga港.
3. -日本运车船 “Luminous Ace” (1995) 46000-gt因电源断掉而搁浅于美西哥伦比亚河河口.
4. -“MSC Luciana” (2009) 11660-teu上星期离开安特普(Antwerp) 时于港外搁浅, 后经10条拖船之助而脱险.( 图 2).
四：码头 (Terminal)
1. -DP World经营之苏彝士运河红海入口处之 Ain Al-Sokhna码头工人因要求加薪而罢工.
2. -法国Rouen港对北非洲小麦出口有所增长.
3. -俄罗斯黑海 Odessa 港今年铁矿砂出口同比增加6%.
4. -美西长景 (Longview) 港码头工人与非公会工人发生纠纷.
五：买卖/租贷 (S/P & Chartering)
1. S & P
-“C.Oasis” (1996) 165693-dwt, Bulker usd 17.00M, S. Korean
-“Maddelena” (2001) 74000-dwt, Bulker usd 17.50M, unknown
-“Trident Endeavor” (1990) 68798-dwt, Bulker usd 10.00M, European
-“Wiking” (2011) 57000-dwt, Bulker usd 27.50M, Chinese
-“Young Spirit” (2002) 53000-dwt, Bulker usd 22.50M, Indonesian
-“Sea Hope” (1998) 48500-dwt. Bulker usd 16.00M, Chinese
-New ship-resale (2011) 34000-dwt, Bulker usd 26.00M, unknown
2. 拆船
-“V.Australia” (1984) 166000-dwt usd 515/ldt, India
-“Shan Non 2” (1991) 152000-dwt usd 480/ldt, China
-“Mayon Spirit” (1992) 98000-dwt usd 515/ldt, Singapore
-“Prosperity” (1981) 64000-dwt usd 515/ldt, Bangladesh
3. TIMECHARTER
-“Azur” (2007) 82282 dwt dely Hoping prompt trip via Australia redel S’pore-Jpn range $12750 daily – Oldendorff -”Ataman” (2001) 72867 dwt dely Nanjing 26/28 Sept trip via No.Pac redel S’pore-Jpn range $10500 daily – Alfred C.Toepfer
-“Mandarin Phoenix” (2010) 57000 dwt dely Huangpu 25/29 Sept trip via Indonesia redel Thailand $14500 daily- D’Amico
4. PERIOD
-“Star Polaris” (2011) 180000-dwt 36 months usd 19500/daily Louis Dreyfus
-“Blue Manhattan” (2011) 81000-dwt, 12 months. usd 12350/daily Unknown
-“Samjohn Liberty” (1998) 74000-dwt 12 months usd 13500/daily Swiss Maritime
-“AS Varesia” (2011) 57000-dwt 3-4 months usd 22000/daily Crossbridge
-“New Spirit” (2001) 52000-dwt, 12 months. usd 13700/daily Louis Dreyfus
5. ORE
-“Lilac” (2009) 160000/10%, Dampier/ 青島, 05/15 Oct usd 10.40 fio, sc/30000sc -- STX Pan Ocean
-“Pacific Creation” (2010) 160000/10%, Dampier/ 青島, 01/10 Oct usd 10.30 fio, sc/30000sc -- Rio Tinto
-“ZOSCO Shanghai” (2011) 170000/10%, Port Hedland / 青島, 15/25 Oct usd 10.50 fio, sc/30000sc -- BHP Billiton
6. Daily Summary of Baltic Exchange Dry Indices 2011.09.30
Baltic Exchange Dry Index BDI 1899 (down 14)
Baltic Exchange Capesize Index BCI 3136 (down 71)
Baltic Exchange Panamax Index BPI 1726 (down 21)
Baltic Exchange Supramax Index BSI 1499 (up 2)
Baltic Exchange Handysize Index BHSI 740 (up 13)
六：2011/09/30 船用燃油价格(每吨/usd)
来源: Bunkerworld
IFO 380 __IFO 180 MDO MGO
新加坡 632 644 880 890
鹿特丹 604 630 ----- 895
休士顿 618 655 ----- 925
洛杉矶 640 670 ----- 960
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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 annu
