面对更多环保公约
2013.05.16
从低璜燃油到压舱水处理船东们将面对更多新的环保公约
Shipowners face an onslaught of new environmental laws
Monday, 13 May 2013 | 00:00
Preventing pollution was one of the original aims of the International Maritime Organisation (IMO), when it was set up in 1948. But its environmental rule-making has intensified in recent years. It has turned its attention to such things as the gases ships belch from their funnels and the invasive foreign species they pump out of their ballast-water tanks when they call at ports. The shipping industry now faces the cost of complying with a deluge of new rules. To make matters worse, it is in the middle of a slump caused by too many ships chasing too little trade.
As the deadlines for all these rules approach, shipping bosses are firing off distress flares. Masamichi Morooka, chairman of the International Chamber of Shipping (ICS), a lobby group, lamented on March 19th that the cost could run into “hundreds of billions” of dollars. He begged regulators to take into account the dire state of shipping firms’ finances.
One of the first big expenses will be for cleaner fuel. Ships used to burn the cheap, unrefined crud, laden with sulphur and other nasties, that is left over when oil is refined. The fine soot that such fuel gives off can cause premature deaths from asthma and heart attacks. So in 2005 the IMO started to limit the sulphur content of maritime fuel, especially in “emission-control areas” along heavily populated coasts in North America and Europe. These limits are set to be tightened drastically (see chart). Ships will have to start burning better grades of fuel, similar to diesel.
Such fuels currently cost about 50% more than unrefined “residual” grades, and their prices will surely rise as ship operators scrap with car owners and airlines for the limited amounts that refineries can turn out. The ICS is pleading with the IMO to conduct a study of whether there will be enough of the fuel to go around.
Shipping firms are also under pressure to cut their emissions of carbon dioxide and other greenhouse gases. The IMO reckons that ships cause about 2.7% of total man-made emissions, a bit more than planes but a lot less than cars and trucks. Under a convention it has brought into force this year, ships will have to introduce fuel-economy measures with the aim of reducing their emissions by 20% by 2020 and 50% by 2050.
But that may be just the start. The IMO is looking at further “market-based” measures, such as making ship operators buy tradable permits to emit CO2. The European Union was until recently considering imposing such a scheme on shipping. But it has backed off for now, following the hostile response by other governments to its attempts to make airlines buy permits.
The IMO is also pressing on with planned new rules on cleaning up ships’ ballast water. These may come into effect this year, once enough national governments have signed up for them. A study last year in the Journal of Marine Engineering and Technology* reckoned that around 60,000 ships worldwide would need refitting with one or more cleansing units, costing up to $1.7m each. In that case, shipping firms could be whacked with a bill of the order of $50 billion. How they will persuade banks to lend them the money for this is unclear: whereas measures to cut CO2 emissions produce a return in the form of lower fuel bills, there is no such payback on ballast-water equipment.
New proposals to make shipping greener, and push it further into the red, keep popping up. This week the European Parliament’s environment committee backed proposals for recycling levies on vessels calling at EU ports. This would pay for safer scrapping of old ships, which can contain asbestos and other toxic materials.
As they contemplate the cost of all this, shipping bosses are realising that they have not been very good at arguing their corner. At a conference in Athens recently John Platsidakis, a Greek shipping boss who chairs an association of bulk-cargo operators, grumbled: “We carry 90% of world trade and we emit only 2.7% of the CO2 but still we are treated as if we are acting with indifference to the environment.”
Philip Roche, a solicitor at Norton Rose who advises transport industries on regulatory matters, says that airlines, for example, have lobbied more shrewdly than shipping firms. But then again, he notes, the shipping industry is bigger and more fragmented than aviation, making it harder for it to present a united front. Many small, family-owned shipping firms have publicity-shy bosses and lack the sophisticated public-relations machines that giant firms deploy.
Grime of the ancient mariner
Nevertheless, says Craig Eason, technical editor of Lloyd’s List, a shipping daily, some sort of consolidation, or at least better co-operation, among shipping associations would make sense. Especially since they are so thinly staffed: the ICS seeks to represent the entire global merchant-shipping fleet with just 20 people. The industry’s sluggish lobbying has meant that rules get passed before it has a chance to object to them. And once they are passed, it is much harder to get them changed.
Source: Economist
大型新船价格的上升意味着航运正朝正确方面发展
Large new builds prices rise higher in 2013, positive trend for shipping
Sunday, 12 May 2013 | 00:00
Purchase prices for ships are often good indicators of financial health in the shipping industry. When shipping demand is expected to grow more than the supply of ships, shipping companies will place additional orders, which drives up purchase prices. Additionally, when firms are able to charge higher prices for transporting goods across the ocean, this allows them to generate higher gross margins and returns, increasing the value of ships themselves.
Large size dry bulk ship prices rise
During April, new builds prices for capesize, kamsarmax and ultramax vessels rose higher from March. Capesize vessels, the largest ship class that primarily haul iron ore and coal across ocean, rose $500,000 to $47.5 million. Kamsarmax and ultramax also rose by 500,000 individually. While kamsarmax and ultramax are smaller than capesize vessels, they also primarily carry iron ore and coal.
Ship values have been declining since 2008 as an oversupply of ships increased competition among firms, pressured shipping rates, and destroyed profitability. Managers have avoided placing new orders as supply to demand balance worsened. Yet, recently, orders for dry bulk ships are showing signs of stabilization, suggesting higher demand ahead . As the higher new builds price is a reflection of higher vessel demand, rising large class vessel prices point to increased iron ore and coal trade in 2013 or 2014.1
Positive indication for shipping
While the higher new builds price is most applicable to firms that primarily focus on large size vessels, panamax and supramax class vessels should also rise. This is because global trade and shipping rates tend to be driven by macro factors as opposed to rates that are specific to a raw material. Additionally, panamax and supramax vessels are also used to carry iron ore or coal.
Dry bulk shipping companies, such as DryShips Inc. (DRYS), Diana Shipping Inc. (DSX), Safe Bulkers Inc. (SB) and Navios Maritime Partners LP (NMM), will benefit from this emerging trend over the next two years as demand growth is expected to surpass supply growth . The Guggenheim Shipping ETF (SEA), which invests in large shipping companies worldwide, should also benefit from this trend.
1. Dry bulk ships take ~2 years to construct.
Source: Market Realist
本期头条
1. -印度洋台凤 cyclone Mahasen将于本月16日袭击孟加拉国之吉他港.
2. -挪威政府投资1.26亿美元贯穿北部山麓兴建 Stad channel以便缩短航程和避开恶劣天气.
3. -PC Maritime与中海签订合约于中海50条新船上安装最新之 ECDIS设备.
4. -韩国现代造船厂今年第一季有望转亏为盈.
5. -中国成北极理事会正式观察员国. 获发言权.
6. -淡水河谷之 “Vale Malaysia” 这次获得进口到青岛卸货是因它的(Loadline)装货证书之载重已由DNV从 39.9万吨减到29.92万吨.
二：造船 (Shipbuilding)
1. -台湾新兴Sincere 航运公司向外高桥造船厂订造2条 18万吨海岬型新船, 造价每条 4,680万美元, 交船期 2016年.此乃外高桥有史以来最低价.
2. -资金充沛之 UASC(United Arab Shipping Company)向韩国造5条18,000-teu新船.
三：港口 (Terminals)
1. -来自世界各国500名港口和码头代表集中于洛杉矶举行第28次年会.
2. -香港码头工人罢工经40天之谈判经己结束. 劳方获得9.8%的加薪.
3. -美西波特兰港 T-5装麦码头工潮未谈妥.
4. -美西长堤码头从今年3月起己开始出口矿砂石到中国
四：买卖/租贷 (S/P & Chartering)
1. S & P
-“Cape Europe” (1993) 149425-dwt, Bulker usd 8.30M, China
-“STX Dalian” (2012) 82787-dwt, Bulker usd 25.00M, Greek
-“Wuhu Xinlan” (2013) 82500-dwt, Bulker usd 25.00M, unknwon
-“Ever Young” (1995) 73081-dwt, Bulker usd 6.20M, unknown
-“FGM Iron” (1996) 68416-dwt, Bulker usd 8.50M, China
-“Yangzhou Dayang” (2013) 63500-dwt, Bulker usd 25.00M, Greek
-“Valentine Ace” (2008) 56678-dwt, Bulker usd 20.50M, Greek
-“Jag Leela” (1999) 105148-dwt, Tanker usd 10.50M, Indonesia
-“Olympic Serenity” (1991) 96233-dwt, Tanker usd 8.00M, Mid East
2. DEMO
-“Waterford” (1990) 149513-dwt usd 440/ldt, Pakistan
-“Zhushui” (1984) 64442-dwt usd 375/ldt, China
-“Hua Jin Song” (1988) 64211-dwt usd 360/ldt, China
-“Hanjin Colombo” (1995) 62742-dwt usd 470/ldt, India
-“MSC Natalia” (1986) 43403-dwt usd 545/ldt, India
-“Pacific Pearl” (1981) 38771-dwt usd 455/ldt, India
-“Austanger” (1985) 30173-dwt usd 434/ldt, Pakistan
-“MSC Annick” (1988) 16768-dwt usd 440/ldt, India
3. 2013/05/15 本星期 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 PPMX Pmax Handy Fmax
吨位(万) 31 16 11 18 7..5 5 3 6500 4000 1400 750
价值(万美元) +0.3% +0.4% -0.6% -0.5% 0.0% +3.8% -0.8% +1.6% +1.3% 0.0% 0.0%
4. SPOT RATE
Capesize down 4.5% to usd 5,469/day
Panamax down 1.5% to usd 7,771/day
Supramax down 1.0% to usd 8,931/day
五：2013/05/16船用燃油价格(每吨/usd)
来源: Bunkerworld
IFO 380 __IFO 180 MDO MGO
新加坡 590 605 833 843
鹿特丹 575 595 ----- 833
休士顿 575 615 ----- 950
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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
