意大利游轮沉没
2012.02.01
本期头条应是意大利游轮 “Costa Concordia” (2006) 114,000g/t载有乘客和船员共 4,200名,1月13日从罗马开出后于意大利西岸之Giglio 岛搁浅,倾侧和进水后下沉. 该轮出事消息瞬即传遍全球,某媒体竟称它为 “铁坦尼”号笫二.( 图1 and 2).
据初步调查出事原因是船长为提供乘客对 Giglio岛有更好的视觉而偏离航线, 但船长却说是执行公司命令而作出所谓之 “Tourist navigation”.
‘Costa Concordia’ a landmark event
Few people would have believed quite what they were hearing last Friday night as news started to break that a modern cruiseship with 4,200 passengers and crew on board had grounded and capsized just yards from an Italian island in calm seas.
On seeing the first pictures it was hard to comprehend just how such a vessel could have been flipped and wrecked in a manner a car-driving boy racer could only aspire to.
Possible causes of the accident, which claimed as many as 24 lives, have already been well picked over. We hope the Italian authorities will complete an accurate, reliable and transparent investigation that all sectors of the shipping industry can digest and learn important lessons from.
While each death was a tragedy, that not more people lost their lives has to be regarded as a triumph of individual survival and the skills of the Italian coastguard.
Already the blame has been firmly laid at the door of the ship’s master, Francesco Schettino, who is under house arrest. However much responsibility the Italian legal system eventually pins on him should not allow the broader industry to avoid facing up to a fundamental issue it has been evading for too long.
So-called human error is too often used as a fig leaf to avoid corporate and industry-wide responsibility for the failure of systems — both technical and regulatory.
Published: 20:15 GMT, 18 Jan 12 | updated: 20:39 GMT, 18 Jan 12
如重建 “Costa Concordia”需要 5.7亿美元,欧洲各大保险公司将负起这笔巨款.
$570m bill to replace ‘Costa Concordia’
It would cost around $570m to replace the 114,000-gt Costa Concordia (built 2006), similar to the original figure for the vessel, says UBS Investment Research.
UBS analyst Robin Farley’s estimate is based on EUR 150,000 ($192,400) per berth, a figure in line with parent Carnival Corp’s most recent order for its Italian brand.
The Costa Concordia was delivered in July 2006 but newbuilding prices have been under pressure since then.
The vast majority of the cost in building a cruiseship is accounted for by equipment and outfitting.
UBS says there have been few comparable incidents over the past 15 years, the one exception being in 2007, when the Louis-operated, 1,000-berth Sea Diamond ran aground near Santorini, leaving two passengers missing, presumed dead.
Wide range of insurers braced to take big hit
Copies of the Costa Concordia’s hull-insurance slip circulating in the London insurance market show a huge range in the exposure of underwriters to the loss of the ship. Gard has the top share of more than 12% of the hull and increased-value risk that could cost them more than $49m if there was a full total-loss payout. At the other end of the scale is Atrium Underwriting at Lloyd’s with a $1.4m line on only the increased value.
The Aon-brokered slip shows the hull as being insured for EUR 271m ($347m) with an EUR 134m increased value or owners’ interest cover on top to lift the total sum insured to EUR 405m.
Although Gard has the biggest single line, RSA — formerly Royal Sun Alliance — is the claims lead with a more than 11% line.
The Lancashire and XL insurance groups each take 10% shares, so the top four underwriters have more than 40% of the total risk.
Other underwriters on the slip in order of dollar exposure are: Ascot, Axa, Allianz, Arch, QBE/Colin O’Farrell, Generali, Talbot, Navigators, Chaucer, Hiscox, Travellers, Chubb, Mitsui, Aspen, Catlin, American Hull Insurance Syndicate, National Union/Chartis, Starr, Antares, Marketform, Amlin, Korean Re, Ace and Atrium. The deductible on the Costa Concordia is declared at $5m, although Carnival Corp also has an annual aggregate deductible that limits its total exposure to hull losses to $30m.
There are a total of 28 underwriting groups on the slip with all the big-name participants one might expect on a large hull placing.
Shares are generally proportionate to market presence, although Allianz with just over 5% and Generali at under 4% may be lower than one might expect. The big name missing from the Costa Concordia cover is the Norwegian Hull Club.
It may be that it has all the cruise-industry exposure it wants as claims leader for many Royal Caribbean vessels, or it is possible that its underwriters were not impressed with the premium Carnival pays.
Carnival Corp has a captive underwriting company, Trident Insurance, but the role it plays in covering its more-than- 100-vessel fleet is unclear.
By Jim Mulrenan London
Published: 20:20 GMT, 18 Jan 12 | updated: 20:20 GMT, 18 Jan 12
另一位专栏作家指出因世界游轮业务看好,游轮载客量一直在增大,从10年前的300名到明年的6000名,这对公司来说它将带来更好的赢利,但对6000名乘客在出事时纷乱之中能够安全的离船却是一个棘手难题.
When it comes to sinking cruise ships, size matters
By Creg Knowler
Jan 17, 2012, 10:14PM EST
Anger is mounting at the actions by the master of the Costa Concordia, but what if the growing passenger capacity of cruise liners is part of the problem? Making money in shipping is all about economies of scale. Once the rates have been secured, the profitable operating of a giant vessel is simply a result of reducing unit costs.
The passenger line business is expanding at an incredible rate, and unsurprisingly it is Asia where the big strides will be made in the next few years. At the first Asia Cruise Terminal Association meeting, held in Singapore this week, it was predicted that by 2015, the region’s cruise industry would carry seven million passengers a year.
This demand in Asia and across the industry has pushed out the orderbook to 2014 by which time 19 ocean going vessels will have floated into service. Most of the big ocean liners can only call at Laem Chabang in Thailand, in Singapore and at some Japanese ports, but that will change soon. Shanghai’s cruise terminal will be opened later this year, and China is expected to be the one of the main contributors to the cruise business. Hong Kong is also constructing a new cruise terminal that will accommodate the largest liners when it comes online next year.
This strong competition coupled with pressing demand is seeing cruise operators looking for economies of scale. That means they can carry more passengers, and more passengers mean more crew, which means more people to save if something goes wrong.
There were 4,200 passengers and crew on board the Costa Concordia when it went down.It is worth bearing in mind that passengers are not sailors and have no idea of safety at sea. The only way they can be saved is to have participated in safety drills and if they follow the orders of crew when the abandon ship signal is given. Left to figure it out on their own, passengers will panic and people will die.
So paying attention to the location of safety exits and participating in evacuation and lifeboat drills is important. But what if cruise ships are simply becoming too large? No matter how well drilled 6,000 people are, if a vessel is sinking rapidly a lot of them will probably go down with the ship.
Of course, the answer is for the ship not to hit anything and that responsibility falls on the captain. But accidents happen, captains do stupid things like change course close to a rocky shore so the headwaiter can wave to his relatives. Not to mention bad weather and rogue waves.
Ultimately, safety is all about mitigating risk. Training for the bridge staff and ship’s crew is the best preparation for disaster, but even so, there is still a huge helping of “cross fingers and hope for the best”.
Statistics may show that cruising is perfectly safe, but before clambering up the gangway of a multi-storey vessel, maybe you should ask yourself this: Would you want to be passenger number 6,001 when your giant liner springs a leak in mid-ocean?
劳氏船务 1月16-31日
1. -中国春节期间租船业务暂停波罗的海指数因此大跌.
2. -P&O公司之 “Pacific Sun” 游轮（1986）47,700 g/t已卖给中国公司. (图 3).
3. -台湾Wisdom海运公司多年来经营有方从一条船开始到今天的75条.
4. -2011年世界各货箱船公司共亏损50亿美元.
5. -大新华与租家之纠纷事件再新添二家希腊公家追还租金.
6. -智利之 CSAV公司于市场融资 3.47亿美元.
7. -OOCL去年第4季亚欧般线货运下滑 20.2%.
8. -中国船务发展公司投资 5300万美元建造 Aframax亚拉芙型油轮.
二：造船 (Shipbuilding)
1. -韩国造船业预测今年将有7% 新船订单会被取消.
三：海难 (Casualty)
1. -韩国油轮 “Doola #3” (2002) 6,500-dwt, 上月15日于仁川卸完货后洗舱时发生爆炸. 因爆炸力强大船身被炸为二段, 计有5名人员死亡, 6名失踪. (图 ).
2. -“Cosco Yokohama” 上月23日从香港前往洛杉矶途经阿拉斯加时遭遇恶劣天气导致29个货箱跌进海中.
四：码头 (Terminal)
1. -中国政府以安全理由正式通知淡水河谷公司禁止40万吨 VLOC进入中国港口.
2. -上海港2011年吞吐量达 3000万箱位成世界第一.
3. - 高雄港前天迎来最大货箱船 “Cosco Pride” (2011) 13,114-teu.
4. -马来西亚政府准备投资1.64亿美元于沙劳越西岸离Bintulu市60公里之 Samalaju兴建一个深水码头. 工程将于今年夏天开始.
5. -美西长堤港与 OOCL公司签署长期租约而投资46亿美元修建码头.
五：买卖/租贷 (S/P & Chartering)
1. S & P
-“Eastern Queens” (1994) 70196-dwt, Bulker usd 10.90M, Chinese
-“SD Victory” (1986) 69585-dwt, Bulker usd 5.00M, Chinese
-“Olympic Melody” (1984) 29640-dwt, Bulker usd 3.90M, European
-“Nautica Mist” (1992) 39768-dwt, Tanker usd 5.00M, Indonesian
-“Golden Wing” (2000) 12999-dwt, Tanker usd 12.40M, Singaporean
2. DEMO 拆船
-“GC Setsuyo Star” (1994) 170,808-dwt usd 480/ldt, India
-“MT Gold Wing” (1992) 154,970-dwt usd 510/ldt,Bangladesh
-“GC Dong-A Hermes” (1982) 145,806-dwt usd 447/ldt, China
-“MT Ionian Sea” (1992) 98,826-dwt usd 495/ldt, Pakistan
-“GC Fortune Carrier” (1982) 63,395-dwt usd 429/ldt, China
-“GC Sea Wave” (1984) 45,090-dwt usd 460/ldt, China
-“GC Mega Ace” (1982) 41,216-dwt usd 447/ldt, China
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3. Daily Summary of Baltic Exchange Dry Indices 2012.02.01 Baltic Exchange Dry Index BDI 662 (- 18) 4. TIMECHARTER
-“Fulvia” (2010) 93273 dwt dely Taiwan 1-15 Jan 2 laden trips, Indonesia redel S’pre-Jpn range $9000 daily – PCL -“Belelgueze” (2007) 77053 dwt dely Dameta 17-18 Jan trip via Black sea redel S’pre-Jpn range $28250 daily – PCL -“Jin Yang” (2010) 58000 dwt dely US Gulf end Jan trip redel China, int petcoke, $12400 daily – Oldendorff -“Thomas C.” (2011) 35000 dwt dely US Gulf 25/30 Jan trip redel EC Central Am $18000 daily - cnr 5. PERIOD -“KM Osaka” (2012) 180000-dwt 4-6 months usd 12500/daily Clear Lake -“Coral Sea” (2005) 74432-dwt 12 months usd 12000/daily Morgan Stanley -“Star Delta” (2000) 52434-dwt 3-5 months usd 11000/daily Louis Dreyfus 6. ORE -“C.Discovery” (2010) 170000/10%, Port Hedland/Baoshan 01/07 Feb usd 7.60 fio, sc/30000sc -- Hanjin -“ZOSCO Hzhou” (2010) 160000/10%, Dampier/ China 06/15 Feb usd 7.60 fio, sc/30000sc -- Solebay -“Berge Fjord” (1987) 200000/10%, Tubarao/ 青島, 05/15 Feb usd 18.50 fio, sc/30000sc – Classic Maritime -Tbn 160000/10%, West Australia/ China 11/20 Feb usd 7.65 fio, sc/30000sc – Louis Dreyfus |
六：2012/02/01 船用燃油价格(每吨/usd)
来源: Bunkerworld
IFO 380 __IFO 180 MDO MGO
新加坡 730 740 950 960
鹿特丹 668 689 ----- 953
休士顿 672 705 ----- 1000
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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
