香港成立ECA区
2013.02.01
一：本期头条
China’s first ECA on the cards 中国第一个排废控制区经己立案
Friday, 18 January 2013 | 00:00
News yesterday that the Hong Kong chief executive C Y Leung plans to introduce mandatory emission controls on ships and has been in touch with his counterparts in Guangdong over the possible formation of a Pearl river delta emissions control area (ECA) has been greeted favourably in Guangzhou. The ECA would be the first in Asia and comes as pollution in China is very much back in the headlines.
“We are stepping up our efforts with the Guangdong Provincial Government in exploring the feasibility of requiring ocean-going vessels to switch to low-sulphur diesel while berthing in Pearl River Delta ports,” Leung revealed yesterday in his maiden policy address in Hong Kong.
"We have not got any notices from the government yet,” an official from Guangzhou Port told SinoShip News, “but this is a good thing for both sides, and building a green port is also our goal, and we have the responsibility and obligation to respond to the government's call to build a green port, and the development of a low-carbon economy."
An official from neighbouring Shenzhen Port commented: “We have been making efforts in energy conservation and emissions reduction. We have updated some port facilities into more eco-friendly ones. The ECA would require a joint effort, and we are looking forward to it.”
Arthur Bowring, managing director of the Hong Kong Shipowners Association welcomed the move. “We are pleased the chief executive is following up the regulations as we requested,” he told SinoShip News. “We would like the ECA to be set up and it would be viable if Beijing and Guangdong province will come online. It is certainly something we are aiming for.”
Source: Sino Ship News
Hong Kong chief calls for green transport 香港特首呼吁绿色运输
Thursday, 17 January 2013 | 11:00
The chief executive of Hong Kong, C Y Leung has pledged to introduce “green transport” in the city on his maiden policy address this morning by introducing a number of environmental protection measures.
“For the well-being of future generations, the Government and the community must commit to improving the environment. To tackle key issues such as waste management and air quality requires us to make choices. The community and the Government must both take responsibility for making the decisions. To this end, we will engage the public in our discussion and foster co-operation among policy bureau in introducing various environmental protection initiatives step by step,” Leung said.
Leung stressed the importance of improving air quality through both roadside and ocean shipping. “The emissions of ocean-going vessels at berth accounted for about 40% of their total emissions within Hong Kong waters,” Leung warns.
Leung revealed that the government is considering bringing in new legislation to enforce the requirement of fuel switching at berth. “We plan to submit our proposal to this Council in the next legislative session following the completion of consultation with the maritime sector. Meanwhile, we are stepping up our efforts with the Guangdong Provincial Government in exploring the feasibility of requiring ocean-going vessels to switch to low-sulphur diesel while berthing in Pearl River Delta ports.”
Speaking of Kai Tak Cruise Terminal, which will be commissioned in the middle of this year, Leung said the government now plans to install on-shore power supply facilities for use by cruise vessels with such capability and enable cruise vessels to switch to electric power while berthing and hence minimize their impact on air quality.
Leung also proposes injecting HK$5bn into the Environment and Conservation Fund (ECF) so that investment returns of the fund can provide long-term and sustained support for green actions.
Source: Sino Ship News
HK government official confident of Pearl River ECA 香港政府官员对珠江排废控制区的成立有信心
Wednesday, 23 January 2013 | 11:00
Mandatory emission controls on ships not just in Hong Kong but across the Pearl river delta forming Asia’s first emissions control area (ECA) is deemed very likely to happen by one of the movement’s strongest champions, Christine Loh Kung-wai, Under Secretary for the Environment.
A mandatory switch would build on a voluntary effort by 18 carriers currently in force. A group of 17 leading container lines voluntarily signed up to the Fair Winds Charter, which required them to switch to cleaner fuel when berthing in Hong Kong. The charter was drawn up by the Hong Kong Liner Shipping Association and kicked off in January 2011.
Liners and shipowners have said they would like to see actual regulations to create a level playing field. Liners that have not signed up to the charter can dock in Hong Kong while still powered by high-sulphur bunker oil instead of more expensive 0.5% sulphur diesel, which gives them a cost advantage.
“This is the only voluntary scheme in the world in which the industry pays for its own cost of fuel switching,” said Loh at a press conference attended by SinoShip News yesterday. “These people are doing it, essentially, at their own cost.”
“One of the most important things that we are doing is mandating fuel switching at berth,” said Loh. “Hopefully we can pass the legislation relatively soon.”
If it introduces some kind of legislation over the next few months, a move Loh described as “quite aggressive”, Hong Kong would be the first port in the region to do so. What’s more, it could be part of a regional push.
Both in the policy speech and elsewhere, the Hong Kong government has outlined a plan to introduce mandatory emission controls for ships as part of a wider emissions control area (ECA) with other territories in the Pearl River Delta. Other ECAs are already being enforced in California, US, and the Baltic region.
Expanding this policy to the whole Pearl River Delta “would be good for the people of the whole region,” said Loh. “The vision is a low emission area for the whole water of the region.”
Source: Sino Ship News
The Capesize Challenge: Dealing with a Delivery Deluge 因今年新船进入市场的减少海岬型干散船船东可以看到希望.
Monday, 28 January 2013 | 00:00
Capesize owners were probably glad to see the back of 2012, a year in which average Capesize earnings remained below operating expenses for much of the time. The surge in deliveries since 2008 created immense supply-side pressure on the market that made its force felt most heavily last year. However, 2012 may also have marked a turning point for the sector, with the delivery peak likely to have now passed and fleet growth expected to slow in the coming years.
A Difficult Year
While there was a short-lived improvement in Capesize rates during the fourth quarter of the year, overall 2012 was still the worst year for Capesize owners since 2002. Estimated average voyage earnings fell 41% y-o-y to $8,356/day, while in August earnings were less than $3,000/day. There were some demand-side difficulties during the year, including the slowest growth in global iron ore tonne-mile demand since 2008, and a period of weaker Chinese seaborne iron ore imports mid-year.
Under Pressure
These factors are likely to have had some impact in 2012. However, the major pressure on the market was further supply growth. At 41.8m dwt, deliveries into the Capesize fleet in 2012 were marginally lower than in 2011, but still caused rapid fleet growth of 12%. While this is down from 18% growth in 2011, four consecutive years of double-digit fleet growth have nonetheless caused the Capesize fleet to double since the start of 2009.
This surge in deliveries, combined with lower contracting, has caused a sharp fall in the Capesize orderbook. At the start of 2013, there was 49.6m dwt on order (equal to 18% of the fleet), 70% less in dwt terms than at the start of 2009 when the orderbook was 113% of the fleet. Now that the orderbook is smaller, deliveries should now slow. After accounting for projected non-delivery, deliveries in 2013 are expected to drop 33% to 28m dwt, with y-o-y fleet growth slowing to 7%.
Shifting Fundamentals
Since growth in the iron ore trade is expected to reach 6% this year, the gap between Capesize supply and demand growth in 2013 is likely to be the smallest for several years. Existing fleet oversupply means that the market is unlikely to improve immediately or significantly as a result of this, but the narrowing of the gap is in itself a notable milestone. Once deliveries have slowed down, it becomes possible for existing oversupply to be gradually absorbed, rather than added to on a monthly basis.
So, as Capesize supply growth is likely to slow further going forwards, the long process of absorbing overcapacity can soon begin. In the short-term, a sustained improvement in demand can still support rates slightly, as in Q4 2012. Thus much depends on the strength of Chinese iron ore imports this year. But in the longer-term, the further shrinking of the orderbook is likely to be of some relief to Capesize owners, who will be hoping that the worst part of the market cycle may soon pass.
Source: Clarkson Research Services
其他新闻:
1. -中国石化子公司 Unipec超越蚬标公司成为2012年最大之现市租家. 一年内共有707张合同或1.59亿万吨成交, 其中包括527宗 VLCC.
2. -2012年旧船市场交易共806宗或 95亿美元.
3. -NYK 将向 OOCL 租用4艘 13,200-teu新船.
4. -HOSCO 总裁呼吁中国政府加速旧船之退休年龄.
5. -因货箱船冷冻箱位之增加, 传统冷冻船己逐渐被淘汰.
6. -由中国船级社颁发证书之船队已增加到12,123艘或8,000万总吨.
7. -虽然航运业不景气但中国进出口艮行之船贷于去年达30亿美元. 该艮行船贷总额为120亿美元, 客户来自国外70家公司, 按揭船只共400艘.
8. -香港华光船务公司第三代掌门人已由赵世曾先生之女赵式芝女士接任.
9. -MOL 将向 Seaspan 租用4艘 10,000-teu 新船.
10.-到澳大利亚装运矿砂石之船 25%为 20万吨以上.
11. -越多的中国船东要求以人民币结帐.
12. -船东 Sammy Ofer旗下之 Zodiac Maritime Agency 和 Tanker Pacific 之办事处将由伦敦迁往星加坡. 两家公司经营之船队为 250艘, 计Zodiac 150艘, Tanker Pacific 100艘.
二：造船 (Shipbuilding)
1. -利用停工的造船厂中国政府准备建造船队增加国内运输能力.
2. -中海集团正在跟日本 MOL商谈合作向沪东订造10艘 174,000立方米之LNG, 造价为 15亿美元, 然后以长期合约租给中国石化.( 图 1).
3. -挪威之 Hoegh 运车公司向厦门造船厂订造3+3+2艘 8,500-ceu之运车船, 每艘造价为 6500-7000万美元. 此单具有二项世界最大 (数量和装货量) 纪录. 厦门造船厂曾为 Hoegh 公司造过 4艘 4,400-ceu 运车船, 此次报价每艘比韩国便宜500美元. ( 图 2).
3. -台湾阴明将向加拿大 Seaspan租用10艘14,000-teu货箱船, 租期10年租金每天 49,000美元. 其中5艘可能转租给日本 K Lines.
4. -瑞典 Stena Bulk 向广州造船厂订造之6艘 5万吨菜子油油轮巳追加到8艘, 每条造价为 4000万美元.
5. -中海运 向广州黄埔和澄西造船厂订造10艘 64,000-dwt Ultramax型干散船, 总造价为 2.5亿美元.
6. -2012年新船得奖者包括 “CMA CGM Marco Polo” 16,000-teu 和 “Glovis Challenge” 6,450 units Ro/Ro Car carrier. (图3 and 4).
7. -新加坡 PIL 公司向大连造船厂订造8艘 3,900-teu 新船, 每艘造价为 4,100万美元.
8. -香港招商局向江南造船厂订造3艘 300,000-dwt VLCC.
三：港口 (Terminal)
1. -马来西亚之MISC船务公司于Johore海峡Tanjung Bin新建之储油罐和码头经己开始运作.
四：买卖/租贷 (S/P & Chartering)
1. S & P
-“Meridian Lion” (1997 ) 300579-dwt usd 26.50M, European
-“Forward Pioneer” (2005 ) 107081-dwt usd 19.80M, European
-New resale (2013) 82000-dwt usd 21.50M, European
-“Granda M” (2012) 82000-dwt usd 20.00M, unknown
-“Baytur” (2001) 52261-dwt usd 13.60M, unknown
-“Yoma 6” (1995) 46641-dwt usd 6.50M, Greek
-“Shoku Maru” (1998) 30952-dwt usd 8.80M, Chinese
2. DEMO
-“Larch 1” (1998) 51256-dwt usd 442/ldt, China
-“Saudi Abna” (1982) 42309-dwt usd 454/ldt, India
-“Indepndence” (1986) 38624-dwt usd 480/ldt, India
-“Xin He” (1982) 34072-dwt usd 385/ldt, China
-“Asian Spirit” (1983) 21506-dwt usd 402/ldt, China
-“Cosmos Venture” (1986) 17750-dwt usd 468/ldt, India
3. PERIOD
-“Densa Cobra” (2011) 180000-dwt 12 months usd 10800/daily Louis Dreyfus
-“Pacific Glory” (2010) 180000-dwt 12 months usd 10000/daily Swiss Maritime
-“Beijing 2008” (2007) 82000-dwt 11-19 months usd 7500/daily Cargill
-“Inter Pride” (2000) 74000-dwt 9-14 months usd 7450/daily Norden
4. ORE
-Tbn 170000/10%, Port Hedland/青島 05/10 Feb usd 7.35 fio, sc/30000shinc -- BHP Billiton
5. COAL
-Tbn 150000/10%, Richards Bay/连云港 05/19 Feb usd 12.75 fio, 45000shinc/25000shinc -- KEPCO
6. 2013.01.30远东 2003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 Pmax Handy Fmax_
吨位(万) 31 16 11 18 7..5 5 3 4000 1400 750
升降(百分比) -1.1% -0.4% -0.6% -4.7% -4.8% -3.5% -3.3% 0.0% -1.0% 0.0%
五：2013/01/30 船用燃油价格(每吨/usd)
来源: Bunkerworld
IFO 380 __IFO 180 MDO MGO
新加坡 634 640 935 945
鹿特丹 620 645 ----- 975
休士顿 637 717 ----- 1018
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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
