租船中介高薪族
2012.08.01
一：本期头条
1. 世界著名猎头(head hunter)公司英国之 Faststream在一份最新的报告说中介和船舶营运者己逐渐受到重视.
租船公司董事平均可得到100万美金年薪和优厚的奖金. 其他职位如:
租船董事 227,140外加奖金 20%
技术经理 123,518外加奖金 16%
租船经理 110,510 外加奖金 18%
海事顾问 100,493外加奖金 13%
船舶营运 82,047外加奖金 11%
租船中介 81,666外加奖金 26%
也较航运界其他职位来的高. 一般来说薪金最高的国家为欧洲, 亚洲和中东, 但远东的租船中介却比其他地区为佳.
下面是船上职位薪金的比较:
客轮船长薪金去年加 22%到 153,389
货船船长薪金去年加 16%到110,981
轮机长 薪金去年加 16%到 98,964
货船大副薪金去年加 27%到 82,737
Charter bosses top pay league
The role of brokers and ship operators is becoming increasingly highly regarded.
Chartering directors are earning on average a cool quarter-of-a-million dollars a year and also pocket healthy bonuses compared with some other shore-based shipping professionals.
A new report by UK-based recruitment agency Faststream shows that on average they earn $227,140 annually and benefit from a 20% bonus.
That far outstrips second-place fleet/technical managers, who pick up on average $123,518 per annum and a bonus of 16%
Chartering managers are on $110,510 and a bonus of 18%.
The earnings are well ahead of chartering shipbrokers, who earn $81,666 but enjoy bonuses averaging 26%.
Faststream highlights the similarity between brokers and ship operators, whose role, says the recruiter, has “become increasingly highly regarded”.
The report said: “A good ship operator can make the difference between commercial success and failure and are in demand not only within shipping companies but also commodity houses and banks.”
According to Faststream, ship operators are earning on average $82,074 a year with a bonus of 11%.
Marine consultants are also being rewarded with high salaries of $100,493 plus a 13% bonus.
“Often a big cog in a small wheel when compared to their class and flag counterparts, marine-consultancy employees need to be equally comfortable in a boiler suit as they are in a suit presenting their findings to the clients,” said the report.
“Not every technical expert has the ability to interpret complex engineering issues to a non-technical audience. Those who can achieve this will find their services very much in demand.”
The US is the place to earn the best salaries across a range of maritime skills.
For example, charterers on average earn $141,444, as compared with $121,246 in Europe and $111,213 in the Middle East.
Fleet/technical managers are on $130,867 versus $129,786 in Europe, $120,613 in Asia and $110,191 in the Middle East.
Faststream attributes the US premium in the case of marine surveyors ($91,045 against $69,492 in Europe) to possibly the fact that many are self employed.
Salaries for some jobs in Asia are higher than in the US, notably charterers, who on average earn $153,113, and shipbrokers (chartering) $98,325 ($90,981 in the US).
Middle East salaries often appear lower but Faststream highlights the fact that it is a two-tier market. Often Western and Asian ex-pats are paid tax free and housing costs are met by employers.The situation is different for locals.
Meanwhile, the recruiter’s research shows that a shortage of skills means salaries for many seagoing personnel continue to rise despite the serious difficulties facing some high-profile companies.
Captains of passengerships are out in front with their average salaries having risen by a massive 22.8% from $124,864 last year to $153,379.
Even in the hard-pressed dry-cargo sector, master mariners and chief engineers have both seen their salaries increase more than 16% to an average of $110,981 and $98,963, respectively, while chief officers have benefitted from a 27.5% rise to $82,737.
Faststream chief executive Mark Charman says the upward trend in 2011 looks set to continue this year.
He says it stems from the legacy of a lack of training in the 1980s during the previous recession and the often perceived low status of jobs in the shipping industry, which means the pool of highly qualified candidates continues to shrink.
But not everyone is getting richer.
Faststream says that while 50% of salaries at sea have increased by at least 5% over the last year, some 30% have seen a decrease.
Far fewer of their shore-based counterparts have suffered similar salary cuts. Some 10% ashore have been hit by a cut in earnings, while 56% have enjoyed rises upwards of 5%. Salaries did not change during the period for 17% of shore staff and 12% of seafarers.
18 July 2012, 07:47 GMT
2. Onomichi bucks trend with backlog until 2016 日本尾道造船厂利用它对成品油轮的专长获得四年的订单和在逆境中生存的机会.
Japan’s Onomichi Shipbuilding has bucked the trend in the nation’s recession-hit shipbuilding industry by winning enough contracts to fill its orderbook until 2016.
Japanese yards have struggled to win orders due to market downturn and an unfavourable exchange rate. But Onomichi has taken advantage of its specialisation in products tankers to win a series of contracts on the back of a mini-boom in the sector.
The company says it is now close to scooping an almost four-year backlog after provisionally agreeing deals for up to four products tankers, including its new 74,000-dwt long-range-one (LR1) design.
Onomichi has also said it is in negotiations for medium-range (MR) products tankers and handysize bulkers. A slowdown in production has also helped the yard stretch out its orderbook.
The owners behind the orders and negotiations have not been named, although Japanese interests are being strongly touted.
The timing of the yard’s success is fortuitous as it coincides with an unexpected surge in products-tanker investment that has spurred dozens of orders already this year. The ordering is based on an expected increase in production in the US and Middle East.
Clarkson Research Service says the products-tanker fleet is one of the few that has increased in size and the majority of the $3bn invested in newbuildings this year has been aimed at this sector. The broker says ordering is up nearly 40% on last year.
Analysts suggest, however, that the increased activity has not been reflected in price levels. That would make it difficult for Onomichi to make its profit margins as it is already disadvantaged by the poor exchange rate.
However, the company is importing blocks from specialist manufacturers in South Korea, a strategy that helps switch costs into US dollars and also takes advantage of lower local steel prices.
18 July 2012, 07:50 GMT
3. Japan holds 24 ships 日本港口国 (PSC)检查人员6月份共扣留 24条货船包括机舱进水之中远货轮
A Cosco bulker and a Transpetro tanker were among 24 vessels detained by Japanese port state inspectors during June.
The Chinese owner’s 77,000-dwt Hong Sheng (built 2010) was held with engine room flooding.
It was still under detention in Yokohama at the end of June.
4. “MSC Flaminia” fire will raise new questions 一次海难的发生可以说是不幸,但第二次好象是疏忽所致. 对MSC公司来说海难的发生不是一次或二次而是5年来共发生4次最严重的海难……
To be struck by an accident once may be misfortune — but twice starts to look like carelessness.
In the case of Mediterranean Shipping Co (MSC), it has not just been struck once, not twice, not even three times, but four times in the past five years with some of the liner industry’s most serious casualties.
The latest, as TradeWinds has reported both here and online over the past two weeks, is a serious fire within the cargo containers on board the MSC Flaminia (built 2001) that has already claimed the lives of two seafarers.
This week, salvors reported the fire was under control but smoulders on as the 6,732-teu vessel drifts in the North Atlantic, as they were prepared to board.
The casualty will surely raise questions as to why MSC appears so accident prone. To be fair, the Geneva-based firm has attempted to face up to the issues raised by earlier accidents to the 4,700-teu MSC Napoli (built 1991) in the English Channel, the 2,134-teu MSC Chitra (built 1980) in Mumbai and the 3,032-teu Rena (built 1990) off New Zealand.
The world’s second-biggest liner carrier says it always investigates accidents to see if there are lessons to be learnt and to maintain the highest standards of safety and risk management.
After all, with a fleet of nearly 500 ships, surely some accidents are to be expected? And who can blame MSC as operator of the NSB Niederelbe-controlled MSC Flaminia for a fire that appears to have started in cargo containers?
Even industry top dog Maersk Line has suffered such problems with a fire on board the 9,600-teu Charlotte Maersk (built 2002) two years ago in Port Klang, which a Danish investigation later attributed to a chemical that is prone to catching fire in severe heat.
Cargo shippers clearly need to be held to account more closely on what is being shipped and how to ensure the safety of seafarers, port workers and the environment.
But liner operators must also appreciate that even when the immediate first cause of an accident may not be their responsibility, the stakes are rising ever higher — not just in terms of seafarers’ lives but in the cost to their reputation in business.
Although there is no substantial safety failing on MSC’s part, it appears to be addressing the risks it is undertaking as a charterer. Last year, TradeWinds exclusivly reported that MSC was attempting to bring in a charterparty clause that would exempt it as a charterer from protection-and-indemnity (P&I) claims.
The clause is understood to say: “Notwithstanding anything stipulated in this contract to the contrary, owners are responsible for and shall keep charterers free from all insured risks as covered by P&I.”
Some observers think MSC could be doing more on its risk management. One commented: “There may have been issues with the age in the case of the MSC Chitra and MSC Napoli as older ships, generally speaking, add to risk.”
“But as far as safety management of chartered vessels is concerned, it is up to MSC to do its own due diligence and assess the safety risks involved.”
One of the key indicators of safety standards is a company’s port-state control (PSC) performance of its owned fleet. While MSC’s is far from perfect, it does not indicate major safety failings. According to European PSC database Equasis, over the past three years the company has had only 10 detentions out of a total of 807 inspections involving its fleet of 163 managed vessels.
Only 83.42% of its owned and managed fleet is certified with classification societies from the International Association of Classification Societies (IACS).
25 July 2012, 06:27 GMT
其他新闻:
1. -台风苏拉 (Saola) 将于今日掠过台湾东北部明早抵达闽浙海岸带来狂风暴雨.( 图1).
2. -世界著名货物装载法 “Thomas’ Stowage” 第6版己开始出售, 每本95英镑.
3. -南京油轮与香港 Wallem在新加坡成立一家船管公司.
4. -虽然市场不景气但现金充沛的希腊船东们于今年前 6个月仍然购进价值35亿美元之船舶共 171艘 (包括二手船101条和新船70艘).
5. -日本之 Daiichi Chuo船务公司因扩展过快开始把船队从280裁减到200条.
6. -德国 GL船级社因新船订单减少准备裁员.
7. -希腊政府成立新部门负责防止船东因避税而把船只在国外注册和悬挂外国旗.
8. -韩国釜山储蓄艮行停业后名下6条货船 (5条Supramax和一条Panamax) 被拍卖.
9.-今年前6个月以来巳有45艘旧的海岬型船被拆.
10. -越南旗之 “Vinalines Pioneer” (1998) 588-teu货箱船因积欠 11,900元新加坡币之船上用品货款在新加坡被扣.
11. -韩国旅游业者 Lotus最近以 726万美元购进 “Melody” (1982) 35,200-gt 客轮准备进军中韩客运.
二：造船 (Shipbuilding)
1. -澳大利亚矿砂业者 Clive Palmer先生之 Asia Pacific 船务公司向金陵造船厂订造4条 64,000-dwt Ultramax 型之干散船,造价每条 2500万美元, 2014年交船.
2.-根据多年经验油轮业者发现油轮运作寿命平均为20年或4次大修 (special survey).
三：港口 (Terminal)
1. -招商局有意购买法国 CMA CGM船务公司属下码头业务之 49% 股权.
四：海难 (Casualty)
1. -“MSC Flaminia” (2001) 6,732-teu本月14日于大西洋因货箱爆炸引起之火灾己被控, 打捞公司人员准备登船把船拖往英国. 该轮因大量救火之水的进入已向右 倾斜8度.( 图 2).
2. -韩国现代船务公司所租用之 “Tatjana” (2009) 56,000-dwt于加州 Stockton码头搁浅, 该公司状告当地码头所提供之水深资料有误,索赔 40万美元之损失.
3. -马来西亚 MISC船务公司之 “Bunga Alpinia” (2010) 38,000-dwt 化学油轮7月26日于北婆罗洲之 Labuan港被闪电击中发生火灾, 三名船员死亡. (图3).
五：买卖/租贷 (S/P & Chartering)
1. S & P
-“Baosteel Education” (2009) 228527-dwt, Bulker usd 45.00M, Japan
-New building re-sale (2012) 176000-dwt, Bulker usd 38.00M, Greek
-“Cape Wisteria” (1997) 171846-dwt, Bulker usd 15.00M. Japan
-“Stella Maris” (2007) 52454-dwt, Bulker usd 18.00M, unknown
-“Cordelia” (1986) 40763-dwt, Bulker usd 3.10M, China
-“La Esperanza” (1993) 299700-dwt, Tanker usd 22.00M, unknown
-“Champion Power” (1999) 105083-dwt, Tanker usd 11.70M, Bakri
-“Kirsten” (1988) 83660-dwt, Tanker usd 8.00M, Dubai
2. DEMO
-“Apollo 16” (1985) 259000-dwt usd 420/ldt, Pakistan
-“Andros R” (1985) 64000-dwt usd 435/ldt, Bangladesh
-“Lindos” (1990) 52000-dwt usd 402/ldt, Bangladesh
-“Flourish” (1988) 52000-dwt usd 392/ldt, Bangladesh
-“Delaware River” (1980) 50000-dwt usd 429/ldt, Pakistan
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 Pmax Handy Fmax
吨位(万) 31 16 11 18 7..5 5 3 4000 1400 750
升降(百分比) 0.8% 0.4% -1.2% -0.5% -1.2% -1.2% +0.0% -1.9% -0.9% -1.2%
4.Daily Summary of Baltic Exchange Dry Indices 2012.08.01
Baltic Exchange Dry Index BDI 878 (- 19)
Baltic Exchange Capesize Index BCI 1181 (- 13)
Baltic Exchange Panamax Index BPI 954 (- 28)
Baltic Exchange Supramax Index BSI 1023 (- 9)
Baltic Exchange Handysize Index BHSI 570 (- 10)
5. TIMECHARTER
-“Baltic Bear” (2010) 177100 dwt dely Hadera Spot trip via Black Sea redel China $27500 daily – Aquavita
-“Wise Young” (2011) 82012 dwt dely EC S.Am 01/10 Aug trip redel China $15500 daily+500000bb – Yangtze Navigation
-“Dione” (2001) 75172 dwt dely Ningbo Prompt trip via EC Australia redel EC India $8750 daily- Noble
-“Anastasia C” (2001) 73311 dwt dely Lanshan Spot trip via Hay Point redel China $8500 daily – BHP Billiton
-“Spar Rigel” (2010) 58000 dwt dely aps Recalada end July trip redel S’pore-Jpn range $15000 daily +300000bb– cnr
-“He Bao” (2011) 56793 dwt dely Zoushan Spot trip via Indonesia redel India $9000 daily – cnr
-“Yi Chang Hai” (1997) 25211 dwt dely Tianjin Prompt trip redel SE Asia $5500 daily – cnr
6. PERIOD
-“Pacific Creation” (2011) 180050-dwt 4-6 months usd 10500/daily Swiss Maritime
-“Quorn” (1996) 179689-dwt 4-6 months usd 10000/daily Louis Dreyfus
-“Moon Globe” (2005) 74423-dwt 4-7 months usd 9000/daily Gavilon
-“Freida Selmar” (2004) 55718-dwt 4-6 months usd 10500/daily cnr
7. ORE
-Tbn 70000/10%, Tororalillo/青島 21/25 Aug usd 29.00 fio, 25000shinc/15000shinc -- Santa Fe
-Tbn 160000/10%, W.Australia/China 23/30 Aug usd 6.90 fio, sc/30000sc -- Cargill
-“Generous” (2010) 160000/10%, Dampier/青島 07/11 Aug usd 6.90 fio. sc/30000sc -- Rio Tinto
-“K.Happiness” (2011) 160000/10%, Tubarao/青島 30/7- 10/8 usd 17.80 fio. sc/30000sc -- Vale
-“Pacific Argosy” (2012) 160000/10%, Saldanha/青島 31/7- 05/8 usd 12.75 fio, sc/30000sc -- Kumba
六：2012/08/01 船用燃油价格(每吨/usd)
来源: Bunkerworld
IFO 380 __IFO 180 MDO MGO
新加坡 630 640 885 890
鹿特丹 605 628 ----- 901
休士顿 615 650 ----- 945
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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
