VFB #180 - 集美学校百年校广 2013.11.02

2013-11-04 20:59  浏览次数 16

  

 2013.11.02

一:本期头条 新加坡爱国华侨陈嘉庚先生所创办之集美学校十月廾一日迎来百年校庆, 数千嘉宾和校友欢聚于集美学村嘉庚万人体育馆共襄胜举赴会校友们当天下午也参加集美校友总会所举办之第三届全球校友联欢会.

其他新闻:

China: Calmer seas              中国航运风平浪静: 经过5年之不景气国内航运己见曙光.

中运集团在全球干散货运疲乏之际已2年连续亏损达200亿人民币. 但数月来该公司股价己见上升,避开如三年连续亏损被股票市场除名之风险…………

Friday, 25 October 2013 | 16:30

After nearly five years of continuous downturn, a glimmer of hope has returned for the domestic shipping industry.

Amid slumping global demand for dry bulk cargo shipping, China COSCO Holdings Co, the country's largest shipping company by fleet size, has reported losses for two consecutive years, amounting to nearly 20 billion yuan ($3.26 billion).

The company risks being delisted from the A-share market if it records a loss for a third consecutive year, according to the country's securities regulations.

But the Shanghai-listed company has seen its share price climb 15.14 percent in the last three months, reaching 3.27 yuan on Wednesday.

The rise reflects investors' confidence in a potential recovery for the domestic shipping industry, analysts said.

Industry watchers believe the sector hit rock bottom in 2012 and will now start to recover gradually, even if the path ahead remains difficult.

Better indicators

A report released on October 9 by the Shanghai International Shipping Institute (SISI) said that the third-quarter prosperity index for China's shipping market rose to 101.7 points, up from 86.7 in the second quarter.

A reading below 100 indicates weak performance while a reading above 100 indicates an upturn. It was the first time since the third quarter of 2011 that the reading had been above 100.

Experts said that the rise was mainly because of an improvement in dry bulk shipping, the cost of which is measured by the Baltic Dry Index (BDI).

Early this year, the BDI was comparatively low, lingering around 700 for months, but it rose steadily during the third quarter, passing 2,000 at the end of September and even reaching a two-year high of 2,146 on October 8.

The BDI is still fluctuating, however, and fell to 1,847 Tuesday. But the rise in recent months has made many analysts, investors and companies in the sector believe that a recovery is coming.

The industry's break-even point in terms of BDI is around 1,500, Wu Minghua, who has been involved in the shipping industry for more than 20 years, told the Global Times in an earlier interview.

Xu Zunwu, general manager of COSCO Bulk Carrier Co, a subsidiary of COSCO Holdings, said in August that the BDI had reached 1,136, which represented a potentially profitable situation for the company, according to a report by the Beijing News on October 16.

Orders for shipbuilders have also seen an improvement. Statistics from the Ministry of Industry and Information Technology showed that in the first nine months, new shipbuilding orders increased by 147.1 percent year-on-year to 38.06 million deadweight tons.
Source: Globes 

二:港口 (Terminal)                  印度与西班牙2007年签署合同在西岸孟买港建造货箱码头之工程再次受到致命打击. 问题是负责挖深舶位之公司在三年内仅做到 15, 无法达到设计之16米而破产. 数年来舶位水深又淤回到11, 该工程迄今己花掉  4,670万美元, 要达到设计之16米仍然遥遥无期, 因工程担搁带来巨大损失印度法庭已准备开庭调查 ……

Another body blow to Mumbai Port’s Container Terminal Project

by Joseph Fonseca

Oct 18, 2013, 5:07AM EST

Committee to be set up, as directed by the Bombay High Court, will consider the feasibility of maintaining 16 meter draft at Mumbai Port’s Offshore Container Terminal

Mumbai port’s first container terminal, Indira Container Terminal (ICTPL- the offshore terminal), a joint venture between Gammon India and Dragados of Spain which has been delayed by more than six years after the agreement was first signed in 2007 has received another body blow. Following a public interest litigation filed by D.M. Sukthankar, retired as Chief Secretary to the Government of Maharashtra and Vice Admiral I. C. Rao PVSM, AVSM, (Retd), the spokesman of Mumbai Docklands Regeneration Forum, the Bombay High Court took into consideration the contention of petitioners that it is technically not feasible to achieve and maintain the required draft of 16 meter in the berth pocket, in the absence of which the Offshore Container Terminal will not see the light of day.

After due diligence and following an undertaking given by the Mumbai Port Trust (one of the respondent whose obligation it is to complete the capital dredging) the Court issued an order of 8th October, 2013 directing the port to form a committee to consider carefully the views expressed by the petitioners and come to a decision within two months.

The issues which had been raised in the petition are essentially of a technical nature. Having due regard to the limitation on the jurisdiction of the Court under Article 226 of the Constitution of India while exercising judicial review in such matters, the Port Trust was asked by the Court if it was ready and willing to constitute the committee to consider the view point of the petitioners.

Accordingly, the Court was informed that the Port Trust will constitute the committee which would consist of:

(i) The Chairman or, Dy. Chairman of Mumbai Port Trust;

(ii) A technical representative; and

(iii) A representative of the Central Water and Power Research Station (CWPRS).

The petitioners agreed to this course of action. It has been left open to the committee to fix its own modalities including if need be and if so felt, to consult other appropriate stake holders or bodies, including the Ministry of Shipping, government of India. The Court has been assured that the views of the petitioners would be carefully borne in mind and a final decision arrived at.

According to Vice Admiral I. C. Rao (Retd), Jaisu Shipping, the dredging contractor could not complete even the first phase of the dredging scheduled to be done in 6 months, despite several attempts over 3 years, and has been forced to file for bankruptcy. No dredging has been undertaken since Feb 2013. The new tender has had no bidders between 5 Sep and 3 Oct despite postponements. The next bidding date is 18 October 2013. The fate of the tender is uncertain. The dredged areas have re-silted by about 4 meters and the depth at the berth is 11 m from the 15 m achieved partially by Jaisu Shipping in Apr 2012. The depth at the approach channel is between 8 m and 11 m instead of minimum of 13.5 m. So no navigable channel has been created despite expenditure of $ 46.7 million.

If it is decided that the Container Terminal is not viable, Mumbai will have a god sent opportunity to have a cruise ship terminal, passenger ferries, commuter ferries, a marina as well as berths and repair facilities for coastal vessels and the Coast Guard - all more profitable than a flawed container terminal.

Over the years the port has lost a major portion of the dry cargo it handled to other ports in the region especially the private ports that have been springing up steadily. The number of containers it handles presently which is around 40,000 TEU per annum is just about one-third of what it handled a decade ago. Shipping companies prefer Mundra, Pipavav and JNPT, which have much better drafts. The performance figures released recently by the port paint a gloomy picture for liquid cargo as well, for the city’s refineries.

2013/11/1船用燃油价格(每吨/usd)

来源: Bunkerworld

                                IFO 380           __IFO 180            MDO           MGO   

新加坡                       610                     621                   908              918

鹿特丹                       580                     610                   -----              907

            休士顿                        590                     650                   -----              975

*****************************************************************************************************         

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

:     编者旅行在外,文章从简,尚希见谅.

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