日本船厂绝处求生
2012.05.01
一:本期头条
贸易凤周刊 04月18日 日本造船厂因价格无法跟韩国和中国竞争而濒临破产, 现在根据一项12亿美元之合作贷款日本造船厂将采取激烈方法变形成为船东, 自已造船和业务经营. 这个方法中国造船厂经巳开始进行但是否能成功仍然是个疑问.
Do or die in Japan
Yards will turn into owners under a new fund but it could all backfire.
Japan’s shipbuilders will turn into shipowners under a new collective-financing scheme that aims to drum up $1.2bn-worth of fresh orders.
The move will likely be viewed as a sign of desperation from the country’s yards, which are less cost-competitive than their South Korean and Chinese rivals and have been hit hardest by the collapse in contracting.
As earlier reported in TradeWinds, similar schemes are emerging in China, where the orders drought has forced yards to contract ships on their own accounts and search for charter deals.
The Japanese scheme involves the leading 20 Japanese yards, financing and trading houses. But the main cash will be supplied by state-backed export bank, Japan Bank for International Co-operation (JBIC).
According to information from Japan’s Ministry of Land, Infrastructure and Transport (MLIT), on 23 April the consortium will establish a company called Japan Ship Investment Facilitation Co (JSIFC) and headed by former Sojitz Marine & Engineering chief Shinobu Kawado.
The MLIT says JSIFC will act as a facilitator of deals for yards.
Under the financing model, Japan’s shipbuilders will set up a special-purpose company (SPC) to order vessels at their own yards backed by long-term time-charter contracts from foreign operators. A maximum of 80% of financing will then be acquired from the JBIC in co-operation with Japan’s commercial banks. The remaining 20% of the equity will have to be raised by the yard involved.
Mizuho group-related private-equity company Anchor Ship Finance, Japan’s leading private ship-investment fund, is also lending its expertise to the initiative.
Explaining the process the MLIT said: “These ships will be chartered under long-term arrangements with a sale option at the end of the agreement. The charter fee and the proceeds of the sale of the vessel will be used to make the financing payments and repay the equity.”
The MLIT adds that JSIFC-arranged deals will help yards expand in the offshore business and develop the next generation of super-fuel-efficient ships.
It is understood deals are already under negotiation. The initial target is to complete deals worth around ¥100bn ($1.2bn) in the first few years.
The project has its roots in a government and industry think tank set up last year to come up with ideas for the future of Japanese shipbuilding.
Export finance from JBIC is playing an increasingly significant role in funding deals at domestic yards. Last year, funding from the bank reached a 27-year high. In 2011, the JBIC, formerly known as Export Import Bank of Japan, financed ¥62.7bn ($771m)-worth of deals and is working on prestige contracts such as Carnival Corp’s Aida cruiseship order at Mitsubishi Heavy Industries.
During the credit crunch, OECD-regulated export finance become more competitive. The Japanese government is lobbying the Paris-based organisation for softer terms as an incentive to promote the development of super-fuel-efficient ships.
But the new Japanese initiative does not come without risks. One broker said: “Shipbuilders in Japan have enough trouble without having to take on the additional risks of owners. The success of the scheme will be based on market and asset prices improving but the irony is that the more ships come into the market through this type of funding, the less the likelihood there is of a recovery.”
Yards fight back 日本造船界以环保和省油方法反击.
The Japanese government says focussing on green technologies and consolidation is the only way to go.
The world’s third-ranked shipbuilding nation is being battered by an expensive domestic currency and high operating costs but it is not throwing in the towel just yet.
Hideaki Saito of Japan’s Ministry of Land, Infrastructure, Transport and Tourism (MLIT) says the shipbuilding industry is here to stay and continues to make a significant contribution to the national economy.
Japan was the global shipbuilding leader a little over a decade ago but lost the top slot to South Korea and China as it could not compete with their fast delivery and low production costs.
Many have said shipbuilding will be a “sunset” industry for the land of the rising sun as Japan’s younger generation have been put off seeking employment in the sector due to its reputation as a “3D” industry — dirty, dangerous and difficult.
According to London broker Clarksons, Japanese yards produced 19.3 million gt of newbuildings last year, as compared with Korea’s 35.5 million gt and China on 39.3 million gt.
“The ministry will not encourage the closure of shipyards,” said Saito. “If a yard closes down, more than 1,000 people will lose their jobs.”
Saito believes Japan can fight its Korean and Chinese rivals if its yards consolidate and make the most of their merits.
“The cost of a ship is not the only factor one should consider,” said Saito. “We should also look at the technology. The way to go for Japanese yards is to build green ships and they have to be more advanced than their competitors.”
Japanese yards are certainly banking on their advanced technologies and ship designs to fend off their rivals, in the belief that escalating bunker costs and the low charter market, together with increasing environmental pressure to reduce carbon emissions, is pushing shipping companies towards eco-friendly vessels.
A sales drive for more energy-efficient ships is already underway and is generating widespread interest. The designs are claimed to have a significant competitive edge.
US player Archer Daniels Midland (ADM) is one owner that believes in owning fuel-efficient ships. It signed up for three 95,000-dwt bulkers at Oshima Shipbuilding last October for delivery in 2013. They will be classed by ClassNK and will boast various green-technology features provided by Mitsubishi Heavy Industries that Oshima says will help achieve a 25% reduction in carbon emissions.
Meanwhile, Saito says Japanese shipbuilders should also consolidate to achieve economies of scale.
“The government has been proposing mergers so that yards can optimise their capabilities. There are many yards in Japan that are small, with limited capacity.
“The government was happy to see the recent merger between IHI Marine United [IHIMU] and Universal Shipbuilding.”
The union between the two giants will see Universal — itself formed by the merger of NKK Corp and Hitachi Zosen — bring two modern facilities in Ariake and its Tsu yard, while IHIMU, with its naval-shipbuilding capabilities, has the possibility of winning lucrative government contracts, which is a major asset.
“Look at Korea’s Hyundai Heavy Industries,” said Saito. “It has 10 dry docks and it is able to diversify and pursue economies of scale. Therefore, we hope that more Japanese yards will merge so they can be more flexible and be able to offer wider options to shipowners.”
As for the supply of shipyard workers, Saito agrees that many young people in Japan are not attracted to such a labour-intensive industry.
“We should use more machines to replace manual work. The government is also thinking of how to it can make the maritime industry more attractive,” said Saito. “One area that it can focus on is research and development.”
Saito also believes yard workers should be given more professional job titles to boost their self-esteem. “One example is a yard welder. He should not be called just a worker but should be addressed as an artist.”
In another move to support the industry, the government-backed Japan Bank for International Co-operation (JBIC), formerly the Export-Import Bank of Japan, is also expanding its credit facilities for export contracts to developed nations.
“Before 2011, JBIC never financed newbuilding contracts for developed nations. But that has changed,” said Saito.
JBIC provided up to 80% of the cash for two 125,000-gt cruiseships totalling $1.2bn ordered at Mitsubishi Heavy Industries by Carnival Corp’s Aida Cruises.
贸易凤周刊 04月18日
Singapore Strives to reach greater heights 新加坡作为远东海运中心虽然已具备所有条件但仍然继续努力以便更上一层楼.
Continual fine-tuning of its maritime sector keeps Singapore in pole position.
Singapore can no longer be considered just a contender for the title of Asia’s top maritime centre. It has won that position fair and square.
Ever since the opening of the Suez Canal in 1869, Singapore has been one of the world’s busiest ports. The growth of the country’s maritime sector has continued since then but has never been as active as over the past decade.
The statistics speak for themselves. Take 2011, for example. The number of inbound vessels reached a new record of 2.12 billion tonnes. Container throughput hit 29.94 million teu and record bunker sales totalled 43.15 million tonnes. One would hardly believe there was a shipping crisis on the go when reading these figures.
However, creating a maritime centre is more than just port statistics. Shipping is a service industry that runs the gamut from owners and operators to all the ancillary services they need to thrive.
A check of the Singapore Shipowners’ Association (SSA) membership list shows 78 owners or operators of oceangoing ships, 65 shipmanagers, 28 banks, 38 shipbrokers, 22 protection-and-indemnity (P&I)/insurance brokers, 10 classification societies and 21 legal companies that practice maritime law doing business out of the city state. There are quite a number more in each category that are not SSA members and together they employ in the region of 200,000 people.
Singapore has its own large number of significant shipowners (see table below) and the foreign ones continue to flock to its shores. Suffice it to say, almost every major shipowner, banker or broker who does business in Asia has a presence in Singapore. The scope of that presence varies from small representative offices with a handful of people to major operations including the Asian headquarters or fully autonomous business units within a larger global organisation.
Shipping in Singapore falls under the auspices of the Maritime & Port Authority (MPA) and together with organisations such as the Singapore Maritime Foundation (SMF) and the SSA it continues to fine-tune the systems and infrastructure that help make it one of the world’s business-friendly locations for shipping companies.
Problems are quickly recognised and dealt with expeditiously.
The rampant growth has also seen local tertiary-education facilities rapidly expand their maritime-business course offerings, with much promotion taking place across the island to encourage participation in the industry from the local populace. Large amounts of money have been set aside to fund the development of these courses, as well as for grants.
Further funding has also been given to maritime-technology research, with a particular emphasis on green solutions.
The most recent effort to keep Singapore’s name on the shipping map is the drafting of the Singapore Ship Sales Form.
Growth beyond government incentives continues as well. Most of this is organic in nature as shipping companies continue to expand their operations. Ancillary service providers follow suit offering a more diverse and comprehensive array of services.
But as with any location in the world, there are problems. Singapore is becoming an increasingly expensive place to do business. Office and residential rentals are high and continue to soar, as does the general cost of living. Senior management, therefore, look forward to annual employee wage reviews with a great deal of trepidation. Stories of having to fork out wage increases in excess of 10% are quite common.
Finding the right employees has also become difficult as the supply of qualified shipping professionals is thin on the ground. The global shipping slump means that expatriates are relatively easy to entice but most companies confirm they are working full out to develop a larger Singaporean employee base.
Like anywhere else, Singapore’s shipping industry has felt the effects of the global shipping crisis but the fundamentals of its shipping cluster remain strong. It is therefore poised to hit even greater heights once shipping eventually hits the up-cycle.
贸易凤周刊 04月18日 新加坡海运学院获得英国 Kelvin Hughes公司船级社批准之电子海图培训课程.
Singapore Maritime Academy meets class-approved status with Kelvin Hughes ECDIS training systems
Singapore Maritime Academy always meet the exacting standards of IMO and industry,” says Captain Gopala Krishnan, SMA’s Senior Manager, SMART Center and Maritime Simulation Division. Kelvin Hughes has supplied Singapore’s largest maritime training institution, the Singapore Maritime Academy (SMA), with 25 new ECDIS training systems in combination with Chartco’s Passage Manager in a breakthrough contract.
Kelvin Hughes has supplied 25 MantaDigital ECDIS Training Systems with Chartco’s Passage Manager to the Singapore Maritime Academy (SMA), the country’s main maritime training institution and one of only three training centres approved for generic ECDIS training by the Singapore Maritime Port Authority.
SMA recently updated its facilities, opening a new training laboratory at the end of August last year. “We are committed to ensuring that our simulators are always updated, so that our graduates
Kelvin Hughes has provided the SMA with a competitively priced and flexible system that meets all the academy’s requirements,” says Lawrence Lai, Kelvin Hughes Area Sales Manager, Singapore. “This is a prestigious order for Kelvin Hughes, as it is the first time that the company has supplied systems to Singapore’s key maritime academy."He added that the SMA wanted a ‘student-proof’ ECDIS that wouldn’t allow access to the main operating system or changes of parameters. It also needed to be able to connect to a vessel simulator, and Kelvin Hughes has upgraded SMA’s existing ECDIS master station with simulation software to output vessel movements to the individual ECDIS workstations
“With ECDIS regulations effective on a rolling timetable from July this year, owners and operators need to assess the implications for their fleets and make plans to integrate digital navigation into bridge procedures,” Mr Lai says. “Maritime schools have to equip their labs with ECDIS in anticipation of the demand for ECDIS training that is a central part of the regulatory requirement for all owners and operators. Kelvin Hughes ECDIS training programmes provide exactly the kind of navigation skills training that shipboard personnel need in the marine industry today. Our easily upgradable classroom-based training systems are a fraction of the cost of other manufacturers’ products.”
贸易凤周刊 04月17-30日
1. -大新华母公司海南航空注资2亿美元以便偿还欠款.
2. -新加坡海事仲裁成立于2004年数年来几经修改,现状已可追上英国.
3. -新加坡现有30家海事律师所在竞争.
4. -鉴于航运业之亏损中国政府考虑降低船务公司之税金.
5. -河北远洋公司之 “Hebei Ambitious” (1990) 280,923-dwt 被卖给拆船厂.
6. -Maersk Line 上星期重新接受亚-欧航线之货箱订位 (booking),
希腊船务日报 04月17-30日
1. -中国今年一月份共进口矿砂石 6287万吨
二月份共进口矿砂石 6498万吨
三月份共进口矿砂石 5948万吨
目前存货量为 9500万吨
2. -淡水河谷公司继 FMG和 Rio Tinto之后加入中国铁矿砂石交易所为会员, 这意味着中国矿砂石价格话语杈有所提高.
3. -印尼政府即将提高25%之煤炭出口税,这对印度将带来巨大冲击因该国之用煤 70% 来自印尼.
4. -鉴于目前在非洲共有 200多个矿正在开发中专家预测矿砂石价格将在2014年开始下降, 到2019年价格将会从今天的每吨150元美金跌到80块.
5. -因被西方杯葛伊朗只好把 VLCC 当作浮动油库来存油.
6. -日本船级社于 2012.4.19日发表新的造船和验船规则.
7. -Cargotech接到中国某造船厂一份供应20台 120吨吊杆订单, 交货期为 2012/2013年.
8. -前英国牛津市公安局长 Mr.Jim Trotman辞职改行为船只护航保安. Mr.Trotman 年轻时任职于英国海军陆战队.
9. -欧盟国家已允许他们的军舰轰炸索马里海盗之老巢.
10. -新加坡 NOL 公司以公债融资 3.19亿美元.
11. -Moody’s Investor Services 预测今后10年因世界货物流通的增加, 航运界将需1300条之海岬型船队.
劳氏船务日报4月17-30日
1. -世界三大矿砂石公司预测今年第一季矿砂石出口量将减少2000万吨.
2. -丹麦 Moller公司创办人 Mr.Maersk McKinney Moller日前逝世享年98岁.
3. -中远去年亏损16亿美元传闻意欲向中国政府申请 10亿美元之援助.
4. -CMA CGM公司正与韩国造船厂合作研发 LNG和 F/O二用之主机以减低成本.
5. -英国劳氏船级社 (LR) 受美国压力退出伊朗.
6. -德国劳氏船级社 (GL) 正在争取长荣10条 13,500-teu新船 Class之生意.
7. -新加坡被选为世界最佳之航运中心.
二：造船 (Shipbuilding)
1. -韩国发展艮行助现代造船厂建造10条 14,000-teu新船然后以每天 49,350元美金和5+5年租期租给长荣.10年后长荣有优先杈购买这船队.
2. -RongSheng造船厂今年将交给 Vale 公司10条 40万吨之 VLOC.
3. -Vale公司预测市场可容纳 100条 40万吨之 VLOC而引起业界一片哗然.
4. -孟加拉国营船务公司将向中国订造6条新船, 计为35,000-dwt feeder,35,000-dwt 成品油轮和 1,200-teu货箱船各 2 条.
5. -中远与中国船级社合作研发如何减低船只燃油量.
6. -新加波上市之扬子江造船厂今年第一季盈利增加 7%.
7. -中国之CMD (CSSC-MES Diesel Co.,Ltd) 开始制造第一台慢速之 MAN-B&W Green series 7G80ME-C9.2主机, 该型主机将安装于 319,000-dwt ABS class 之 VLCC.
8. -以色列 Zim Line决定把所订之 9条 12,500-teu 新船推延到 2018年.
三：港口 (Terminals)
1. -美国洛彬矾和长堤港进口量将提高10%,意味着亚洲-美西业务好转.
2. -印度西岸新港口 Angre Port本月27日开始运作, 该港位于 Goa和孟买之间为私人所投资, 水深10米, 码头泊位仅有700米.
四：海难 (Casualty)
1. -上月于日本外海沉没之香港货轮 “New Lucky VII” (2011) 6,400-dwt, 11名失踪之海员被发现于Oshima岛海面一只救生艇上并已获救.
2. -“Gerd Maersk” (2006) 9,074-teu 4/26 于葡萄牙外海主机失灵飘流一天.
3. -“Pacific Sea” (2004) 54,000-dwt 4/29 于加州外海主机失灵飘流一天.
五：买卖/租贷 (S/P & Chartering)
1. S & P
-“Marcela Lady” (2004) 46683-dwt, Tanker usd 23.50M, Chilean
-“Gitta Oldendorff” (2005) 31603-dwt, Bulker usd 14.00M, Unknown
-“SH Bright” (2006) 29828-dwt, Bulker usd 15.70M, Unknown
-“Armstrong” (1995) 27900-dwt, Bulker usd 7.50M, Unknown
2. DEMO
-“Iris Frontier” (1987) 156326-dwt usd 440/ldt, China
-“Kamari” (1991) 149803-dwt usd 498/ldt, India
-“Rania ” (1984) 68450-dwt usd 445/ldt, China
-“Sea Pride” (1983) 66980-dwt usd 498/ldt, India
-“Steel Andronikos” (1982) 37415-dwt usd 471/ldt, Bangladesh
-“Ocean Lord” (1983) 25560-dwt usd 460/ldt, India
3. 本星期远东 2002年造二手船平均价值:
种类 油轮 干散货轮 集装箱轮 (teu)
船型 VLCC Suezmax Aframax Cape Pmax Supramax Handy ULCV Pmax Handy Fmax
吨位(万) 31 16 11 18 7..5 5 3 16000 4000 1400 750
价值(万美元) 3790 2750 870 2430 1780 1700 1350 --- 2370 1170 940
4. Daily Summary of Baltic Exchange Dry Indices 2012.05.01
Baltic Exchange Dry Index BDI 1152 (- 3)
Baltic Exchange Capesize Index BCI 1494 (- 2)
Baltic Exchange Panamax Index BPI 1713 (- 12)
Baltic Exchange Supramax Index BSI 1098 (- 3)
Baltic Exchange Handysize Index BHSI 600 (+ 4)
5. TIMECHARTER
-“Anangel Argonaut” (2006) 177835 dwt dely Sines spot trip via Colombia redel China $27000 daily – E.On
-“Alpha Era” (2000) 170387 dwt dely Dangjing spot trip via Dalrymple redel S.Korea $7500 daily – STX Pan Ocean
-“Maritime King” (2011) 97790 dwt dely Qingdao prompt trip via EC Australia redel S’pore-Jpn range $11000 daily – cnr
-“Fulvia” (2010) 93273 dwt dely Port Kelang 22/27 Apr trip via EC So.Am redel S’pore-Jpn range $11000 daily – Oldendorff
-“Barock” (2011) 82688 dwt dely Amsterdam 24/29 Apr trip via US Gulf redel China $20000 daily – ADM
-“North Friendship” (1999) 74732 dwt dely Ningbo spot trip via NoPac redel S’pore-Jpn range $10500 daily – Louis Dreyfus
-“Maple Grove” (2006) 53556 dwt dely HongKong end Apr trip via Indonesia redel China $12500 daily – cnr
-“Jin Fu” (2001) 50777 dwt dely Rizhao 21/25 Apr trip via Phillippines redel China, int. nickel ore.$16000 daily – cnr
-“Dubai Faith” (1996) 45681 dwt dely Caofedian end Apr trip via Indonesia redel India $9500 daily – cnr
-“Hui An” (1997) 45428 dwt dely Singapore 28/30 Apr trip via EC Australia redel China, int Alumina $12750 daily – Grandview
6. PERIOD
-“Beks Halil” (2011) 57381-dwt 3-5 months usd 10750/daily IVS Phoenix
7. ORE
-“Cape Leonidas” (2010) 170000/10%, Port Hedland/青島 6/12 May usd 7.75 fio, sc/30000sc -- BHP Billiton
-“Eugenia” (2011) 160000/10%, Tubarao/青島 1/30 May usd 21.75 fio. sc/30000sc -- Vale
-“Ocean Lay” (2009) 160000/10%, W.Australia/青島 8/17 May usd 7.65 fio, sc/30000sc -- STX Pan Ocean
-Tbn 160000/10%, Dam,pier/青島 10/15 May usd 7.70 fio, sc/30000sc -- Rio Tinto
8. COAL
-Tbn 150000/10%, Richards Bay/Zhoushan 1/15 May usd 13.50 fio, sc/12000shinc -- SSOE
六：2012/05/01 船用燃油价格(每吨/usd)
来源: Bunkerworld
IFO 380 __IFO 180 MDO MGO
新加坡 715 725 980 990
鹿特丹 692 718 ----- 1012
休士顿 700 730 ----- 1030
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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
