新波罗的海指数
2013.12.16
一：波罗的海交易所宣布重要有关海峡型指数之更改和增添
Baltic Exchange announces significant capesize changes
he Baltic Exchange will be making significant amends to the Baltic Capesize Index including a change to its vessel description, amends to the route weightings and the addition of three new routes.
The move follows a formal consultation process with the dry bulk market which began on 11 October 2013. Trial reporting on the new routes and vessel description will begin in late January/early February with a lifting of the trial anticipated by the end of March 2014. The existing routes and new routes will be published side-by-side until there is no further open interest in either Forward Freight Agreements (FFAs) or options to be settled. This vessel will routinely be referred to as the Baltic Capesize 2014.
The basis of the new Baltic Exchange capesize vessel description will be:
180,000mt dwt on 18.2m SSW draft
Max age 10 years
198,000cbm grain
LOA 290m Beam 45m
15 knots ballast/14 knots laden on 62mt fuel oil (380 cst), no diesel at sea.
When considering the prevailing timecharter market rate for the Baltic Capesize 2014 vessel, panellists should assume that, if steaming at 12 knots laden or 13 knots ballast, the vessel will consume 43mt fuel oil, no diesel at sea.
The following new routes will be launched:
C14
Delivery Qingdao spot or retroactive up to a maximum 15 days after sailing from Qingdao, round voyage via Brazil, redelivery China-Japan range, duration 80-90 days. Basis the Baltic Capesize 2014 vessel. 5% total commission
C15
Richards Bay-Guangzhou. 150,000mt coal, 10% more or less in owner’s option, free in and out trimmed, scale load / 30,000mt Sundays + holidays included discharge. 18 hrs turn time at loading port, 24 hrs turn time at discharge port. Laydays/cancelling 25/35 days from index date. Age max 15 yrs. 5% total commission.
C16
D elivery north China-south Japan range, 3-10 days from index date for a trip via Australia or Indonesia or US west coast or South Africa or Brazil, redelivery UK-Cont-Med within Skaw-Passero range, duration to be adjusted to 65 days. Basis the Baltic Capesize 2014 vessel. 5% total commission.
Principals with substantial interest in route C16 have agreed to provide detailed fixture information on a regular basis to assist with the reporting of the route. This data will be held confidentially by the Baltic.
The timecharter average figure provided by the Baltic to facilitate both the FFA and physical market will be weighted as follows:
Route no Description Weighting
C8_14 Transatlantic RV 25%
C9_14 Fronthaul 12.5%
C10_14 Pacific RV 25%
C14 China-Brazil RV 25%
C16 Revised backhaul 12.5%
二：造船 (New Building)
1. China building 18,000 teu class ships 上海江南长兴造船厂已能建造世界最大之18000-teu货箱船.
Shanghai: Anything Korean builders can do, Chinese shipyards will follow. CSSC Shipping, the Hong Kong owning arm of the southern state Chinese yard conglomerate, has changed its order at Jiangnan Changxing Heavy Industry from a series of three 16,000 teu ships to make them 18,000 teu in size, the same as the largest boxships being built across the Yellow Sea in Korea.
The ships, originally ordered in August, will go on charter to CMA CGM when they start to deliver in mid-2015.
Jiangnan Changxing Heavy Industry belongs to Shanghai Waigaoqiao Shipbuilding which is part of the CSSC empire. [12/12/13]
Oldendorff newbuilding spend tops $1.5bn with China ultramax dozen 德国 Oldendorff船公司迄今己投资 15亿美金建造新船, 其中包括由 Qingshan承造之 12条 64000-dwt干散船.
2013-12-04
Source:TradeWinds
Oldendorff Carriers of Germany’s newbuilding drive has now topped $1.5bn in value as it emerges that the fast-expanding owner is behind up to a dozen more ultramax bulkers in China.
By ordering at the bottom of the business cycle, the Lubeck- based owner is already ringing up a healthy paper profit on asset values as yard prices start to rise sharply.
Henning E Oldendorff’s investment drive has so far seen 37 firm vessels on order for the company’s own account, plus six chartered newcastlemaxes and 12 options.
But TradeWinds can reveal there are up to an additional dozen more ultramaxes on order at China’s Qingshan Shipyard.
State-owned Qingshan will build the six firm, plus an optional six, bulkers for delivery in 2015 and 2016.
That brings pure owner/operator Oldendorff’s ordering spree, including options, to potentially more than 60 vessels, double the more modest figure of 28 that it has so far confirmed on its website.
Oldendorff’s fleet has also swelled to over 500 ships for the first time, including voyage charters, with the additional investments giving it a total of 503.
The Qingshan newbuilding contract is said to have been concluded a while ago but Oldendorff has managed to keep it under wraps.
The price tag for the 64,000-dwt bulkers has not been disclosed but some sources suggest it is slightly less than $25m per ship, which would appear to be good business considering recent price hikes.
“The price of newbuildings has shot up and the current level for ultramax-bulker newbuildings is around $27m,” estimated a newbuilding broker.
Its current firm orders include 14 newcastlemaxes, six of them on a long-term charter basis from Polembros.
This sector has shown the strongest rises in the shipping market, with broker Clarksons reporting prices going up by a whopping 14% since the start of the year.
Oldendorff also has four post-panamaxes, four kamsarmaxes, 11 ultramaxes, including the six at Qingshan, and 10 handysize bulkers on order.
Yard prices in the panamax and kamsarmax sector have also risen by 7% and ultramaxes by nearly 5% over the same period.
Yet Oldendorff, who himself has been critical of overambitious and speculative investment and the damage it can do to the market prospects in the past, may be wary of the influence of his investment on sentiment.
Although the dry bulk backlog has shrunk since the 2008 highs, recent investment has seen it creep back to levels that some operators are starting to feel uncomfortable with.
The capesize orderbook now stands at 18.7% of the fleet, while panamaxes make up 19% and the handy and ultramax sector 21%.
Yet time-charter figures have reached levels that appear to justify investment today, with even five-year capesize rates now above $20,000 daily.
Analysts also point out that the fuel-efficiency gains in ship designs have so far been most significant in the dry bulk sector, offering Oldendorff’s ships a considerable cost advantage in the trading market.
Dry bulk brokers say Oldendorff has a reputation as a prudent operator and is well regarded as one of the leading players in the market.
The company has a reputation for adopting a systematic approach — employing more staff than similar companies and giving them clear areas of responsibility.
“They appear to have taken elements from the containership industry, there is not much of cowboy mentality there,” one capesize broker pointed out.
The company’s remarkable recent growth started in June last year when it ordered two 36,000-dwt bulkers at Samjin Shipbuilding Industry in China plus options.
But it is Oldendorff’s drive in the large capesize market that has drawn most attention. In 2010, it made a comeback in owning large bulkers, buying the 227,000-dwt VLOC Kazusa (renamed Beate Oldendorff, built 1988) for $22.5m.
At that time it operated 17 capesizes or larger ships, having entered this segment in 2005. This week, the Oldendorff capesize fleet stood at 91 units.
2. SALE AND PURCHASE
Vessel Size Built Buyer Price(百万美元)
Shirane 77670 2000 China 15.80
Maritime Prosperity 73326 2001 Greek 16.00
Azure Sky 46712 1995 Undisclosed 8.50
New ship 34000 2014 Undisclosed 26.25
Cosco Guangdong 35500 2014 Undisclosed 19.50
Ladytramp 24834 2001 Greek 7.00
Eastern Jubilee 6135 2003 South Korea 8.50
Frecciamare 3087 2009 Russia 9.90
3. SOLD FOR DEMOLITION
Vessel Size Built Buyer Price(usd)
MT Shinyo Navigator 300623 1996 Pakistani 434/Ldt
MV Zhushui 2 150149 1991 Bangladesh 435/Ldt
MV MSC Carla 44442 1985 India 450/Ldt
MV Thebeland 16600 1978 India 448/Ldt
三：2013/11/29船用燃油价格(每吨/usd)
来源: Bunkerworld
IFO 380 __IFO 180 MDO MGO
新加坡 600 612 920 930
鹿特丹 580 604 ----- 895
休士顿 593 663 ----- 983
*****************************************************************************************************
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
注: 编者旅行在外,文章从简,尚希见谅.
