VFB #139 - 承认安全有问题 2012.02.16

2012-02-18 00:07  浏览次数 28

承认安全有问题        

2012.02.16

:本期头条 贸易凤周刊  201日有篇报导题目是    “我们需要承认海上安全有问题之文章

如要重振船务的名誉必需辙底调查安全失败的原因       近日来世界媒体针对 “Costa  Concordia” 游轮沉设的大篇特别报导和解释并无减轻世人对船只不安全的看法.虽然 IMO和船级社对海上安全规则己作出极大修改但仍然无法避免客和货船舶撞上海岛,40万吨 VLOC船身发现烈缝, 油轮洗舱时爆炸和货物液化等各种海难的发生.鉴于上述海难之发生IMO已非常合适的命名2012年为铁坦尼克年”, 但我们对这些海难的发生所需的答案是 IMO的公约有所缺乏抑或船上执行不当?

We need to admit there is a problem

The true nature of safety failings must be thoroughly investigated if shipping is to salvage its reputation.

The intense, worldwide media focus on every facet of the Costa Concordia accident has done nothing to erase the public perception that shipping is inherently unsafe.

The Costa Concordia is just one of a run of recent casualties that is making a mockery of decades of regulatory work intended to make the industry safer and more professional.

The International Safety Management (ISM) code, the Standards of Training, Certification and Watchkeeping (STCW) code and its recent revision, as well as an improved understanding of the human element and the need for crew competency still could not prevent a cruiseship with 3,200 passengers from navigating onto rocks followed by a bungled evacuation process.

Nor could it stop the 75,000-dwt bulker Oliva (built 2009) from ploughing into Nightingale Island in the middle of the Atlantic Ocean in March last year, causing widespread pollution. Uncovering the reasons for that calamity still rests with the ship’s flag state, Malta, which, a year later, has yet to shed any light on the event. And then there is the issue of the liquefaction of cargoes such as iron-ore fines and nickel ore.

Cargo liquefaction is not new. The latest run of casualties actually started in India in 2009 and there have been two more recently.

But despite scores of dead seafarers, the recently revised International Maritime Solid Bulk Cargo (IMSBC) code still falls short of mandating a requirement for independent inspection and there are still issues with the categorisation of certain problem cargoes. Insurers have not yet come far enough in persuading shippers to be more co-operative about cargo testing, while owners move hazardous cargoes without taking proper safety measures.

Chemical tankers are another case in point. A series of explosions six years ago led to safety measures for new ships above 8,000 dwt. This year has seen two massive and fatal explosions on existing chemical tankers below that size.

In a warning of what might be in store if the trend continues, the 400,000-dwt Vale Beijing (built 2011), one of a series of 35 of the largest bulkers ever built, cracked during its first loading. Luckily this did not turn into a major disaster.

The natural fear is that, however owners and classification societies dress it up, safety margins will shrink as owners attempt to squeeze more dollars per tonne of steel. There are consequences not only because of the potential scale of disasters, as evidenced by the Costa Concordia, but also whether these vessels can be salvaged.

The question that needs to be answered this year, appropriately named “Year of the Titanic” by the International Maritime Organisation (IMO), is whether the safety failings are a matter of ineffective regulation or a failure of compliance.

A good starting point would be to accept that the shipping industry has a problem in the first place.

Published: 19:46 GMT, 01 Feb 12 | updated: 19:46 GMT, 01 Feb 12  

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中国造船集团总裁严重警告到2014年国内一半的造船厂将会被迫停业, 唯一生存方法是投资于研究和开发”.

Strong warning for the Chinese

Half of China’s shipyards will go bust by 2014, China State Shipbuilding Corp (CSSC) has warned.

President of the state-owned group Tan Zuojun says the country’s yards are competing well currently but in two or three years’ time many will be falling behind due to a lack of high-value technology.

He told CNTV that about 50% of yards would be weeded out and 2012 would see the most closures. Tan added that 2013 and 2014 would see more mergers and takeovers than this year.

Investment in research and development (R&D) is key for survival, he notes.

Published: 19:44 GMT, 01 Feb 12 | updated: 19:44 GMT, 01 Feb 12

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中国对 40万吨 VLOC的禁命迫使淡水河谷转载货物以应要求- 据分析这道禁令将令淡水河谷遭受巨大损失和麻烦.此篇报导并指出淡水河谷可能会以受到某国家的干与 无法完成航程的原因宣布不可抗拒, 很看取消跟买家所签定之航次连接之租船合约.

China VLOC ban pushes Vale to tranship cargoes to feed demand

Vale is playing down the impact of a ban by China on its 400,000-dwt iron ore carriers (VLOCs) but industry insiders say it could still prove very expensive for the Brazilian mining giant. It will now be forced to rely heavily on transhipping ore onto its owned and chartered VLOCs into smaller bulkers to continue feeding China’s steel mills.

Vale names five alternative discharge ports for the 400,000 tonners, including Subic Bay in the Philippines, where a 280,000-dwt floating terminal station (FTS) for transhipment cargoes docked on Monday.

It is expected to be operational by mid-February but broking sources tell TradeWinds that the cost of transhipping into China will wipe away any cost advantage the VLOCs have over typical capesize bulkers of up to 250,000 dwt.

The plan is to use capesizes for China transhipments but it is estimated that a shuttle operation would cost $7 or $8 per tonne just for bunkers, lifting the freight cost to over $21 per tonne. The cost of transferring cargoes at Subic Bay is estimated by sources at upwards of $3 per tonne.

If Vale has to use panamax or even handysize tonnage for onward shipment, it would turn into a “nightmare”, comments one observer.

China’s Ministry of Transport announced unexpectedly this week that it was restricting ports’ rights to accept many large bulkers and tankers. Previously, they decided on a case-by-case basis.

The Chinese are citing port safety concerns, which, although viewed by many as simply an excuse to stop Vale controlling the iron-ore logisitics chain, may actually have substance.

Other owners are said to have already limited the size of ships they deploy into China and other discharge points, including Rotterdam, because they feel ports have already reached their safety limits.

Rotterdam, Malaysia and the Port of Sohar are also mentioned by Vale as transhipment hubs for its VLOCs. But it has only recently started construction of its Malaysia facility to serve China and, while Sohar is open to receive the miner’s 400,000-dwt bulkers, the pellet-conversion plant there is thought to be out of action until later this year.

There is also increasing talk in the market of the problems Vale faces in loading its VLOCs in Brazil, including the fact it only has one pier, at Ponta da Madeira (PDM), capable of loading the ships to full capacity.

It is understood that the 402,000-dwt Vale Rio de Janeiro is having to load a part-cargo of around 300,000 tonnes in Tubarao and then make the long journey to PDM to top-off. Dredging problems have also raised questions over PDM’s ability to serve the VLOCs.

Meanwhile, Chinese steel mills themselves must be concerned about the Ministry of Transport’s possible clamp on bulkers above 300,000 dwt because they have commitments on 360,000-tonners.

It also remains unclear where it leaves shipowners with consecutive voyage charters if Vale seeks to declare force majeure because an “act of state” has rendered the contracts no longer valid.

Published: 20:14 GMT, 01 Feb 12 | updated: 20:14 GMT, 01 Feb 12

劳氏船务 201-16

         1. -中海运把油轮和干散货轮业务分开管理以便提高效率.

         2. -今年各货箱公司所订之新船将达 180万箱位.

         3. -虽被禁止进入中国港口淡水河谷仍然依照原计划准备接收 2940万吨之 VLOC.

         4. -印尼油轮公司 Berlian Laju因扩充太快而被资产评级公司降级.

贸易凤周刊  201-16

         1. -Maersk公司任命46岁之 Hanne Sorenson女士为油轮部主管负责300条油轮年营业额12亿之业务.

         2. -淡水河谷公司从本星期开始将把40万吨 VLOC之货在菲律宾之Subic Bay转载到较小之海岬型船只前往中国这个过程之费用约每吨31块美元.

二:造船 (Shipbuilding)

         1. -台湾裕民公司趁造价低迷时向外高桥订造10 18.63万吨海岬型新船, 造价每艘 4983万美元, 2014年交船.

三:买卖/租贷         (S/P & Chartering)

1. S & P

-“Magic Fortis”                (1985)    42512-dwt, Bulker   usd     4.00M, Chinese

-“Poseidon”                    (2012)    34000-dwt, Bulker   usd   22.00M, unknown

2. DEMO                -“Ocean Queen”         (1987)   187864-dwt          usd 430/ldt, India

                               -“Hebei Forest”            (1989)   149211-dwt          usd 505/ldt, Bangladesh  

                               -“Pearl C.”                     (1987)      65552-dwt          usd 520/ldt, Pakistan

                             -“Cebu Star”                   (1982)     45546-dwt            usd 491/ldt, Bangladesh

                             -“Daio Andes”                (1989)     44315-dwt            usd 430/ldt, China

                             -“Finich Arrow”               (1984)     39273-dwt            usd 430/ldt, China   

                             -“Gannet Arrow”             (1985)     39260-dwt            usd 430/ldt, China  

                             -“Maria K.”                       (1983)     35340-dwt            usd 545/ldt, India          

                             -“Andrea”                         (1980)     25637-dwt            usd 505/ldt, India 

3. Daily Summary of Baltic Exchange Dry Indices 2012.02.16

Baltic Exchange Dry              Index     BDI       723  (-         8)
Baltic Exchange Capesize    Index      BCI     1464  (-         2)
Baltic Exchange Panamax    Index      BPI       974  (-       31)
Baltic Exchange Supramax  Index       BSI       641  (-        5)
Baltic Exchange Handysize  Index      BHSI     378  (+       2)

4. TIMECHARTER
-“King Harold”       (2011)       82500 dwt dely Gibraltar 07 Feb  trip via EC S,Am redel S’pre-Jpn range  $16500 daily – Cargill

-“Cinzia D’Amato”  (2008)       75213 dwt dely Seattle  10/20 Feb trip redel S’pre-Jpn range  $7000 daily +$317000bb– Louis Dreyfus

-“Yong Li”            (2001)       74382 dwt dely Taichung  Spot trip via EC Australia redel China  $6750 daily – BHP Billiton

-“Mingzhou 78”      (2011)       57000 dwt dely Guangzhou  4/6 Feb  trip via Indonesia redel N,China  $4500 daily – cnr

-“K.Jasper”          (2012)       56000 dwt dely Kaohsiung  7/9 Feb  trip via Indonesia redel India  $7000 daily – cnr

-“Nova Mesto”     (2005)       53626 dwt dely S’pore  Spot  trip via Australia redel SE Asia  $9600 daily – S’pore a/c

-“Jin Fu”             (2001)       50777 dwt dely S.china  Spot trip via SE Asia redel China, int Nicekl ore,  $8500 daily – cnr

-“Bao Sheng”      (1997)       47260 dwt dely Hongkong  Spot trip via Indonesia redel China, int Bauxite,  $4500 daily – cnr

5. PERIOD

-“Kiran Turkiye”       (2011) 176000-dwt       10 months             usd 13600/daily      Oldendorff

-“Pelia”                   (2005)   82163-dwt        4-7 months          usd   9700/daily     Bunge

-“Thetis”                 (2004)    73000-dwt       18-28 months        usd 10500/daily      EDP

 -“Friendly Sea”       (2008)   58000-dwt        24 months            usd  10700/daily     Paragon

-“Amoy Dream”       (2010)   57000-dwt         3-5 months          usd   9000/daily     Bunge

-“Santana”              (2001)    50271-dwt        3-5 months          usd   8000/daily     Oldendoff

6. ORE

-“Mosel N.”                  (1995)   100000/10%, Port Hedland/青島  10/15 Feb    usd  11.25   fio,    sc/30000sc --  Atlas

-“Great Qin”                 (2010)   160000/10%, Dampier/ China       19/24 Feb   usd    7.40   fio,    sc/30000sc --  Rio Tinto

-“Navios Melodia”                     160000/10%, Pointe Noire/ 青島,  20/29 Feb   usd  29.80   fio, 45000/30000 shinc bend –  Pacific Bulk

2012/02/16 船用燃油价格(每吨/usd)

来源: Bunkerworld

                                IFO 380           __IFO 180              MDO           MGO   

新加坡                       727                     740                     975            985

鹿特丹                       690                     711                     -----            1000

            休士顿                        713                     746                     -----            1032

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

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

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