P3联盟申请被驳回
2014.07.02
一：本期头条
China Turns Thumbs Down on P3 Alliance 中国交通部6日17日驳回由马士基带头世界三大货箱航运公司 : Maersk,MSC 和 CGM CMA 组织联盟之申请, 理由是垄断和不符合中国政府之公司合并法. 消息传出各界反应,包括美国 FMC Mr.Lidinsky(联邦航运专员),都表示赞同.
Los Angeles, CA – China has denied approval of the proposed P3 shipping alliance that would have combined the operations of Denmark’s Maersk Line, MSC of Switzerland and France-based CMA CGM into the largest ocean carrier consortium in the world.
The surprise move was announced this morning by China’s Ministry of Commerce, which released a statement saying that it had decided to prohibit the alliance after conducting “an anti-trust assessment.”
Had it been given the go-ahead, the Ministry said, the alliance would “have a far-reaching impact on the global shipping industry and cause a high level of concern in all sectors.”
It added that the alliance would increase the parties’ “combined capacity in container shipping on Asia-Europe routes” and give them a “substantial increase in market concentration.”
Regulatory agencies in both the US and the European Union green-lighted the proposed P3 earlier this year after stating that they wouldn’t pursue any antitrust issues regarding the deal.
The largest of the three carriers, Maersk, responded to the decision in a joint statement saying that “the partners have agreed to stop the preparatory work on the P3 Network… the P3 Network as initially planned will not come into existence.”
The consortium would have created a combined fleet of 250 ships operating on a global front that would handle an estimated 43 percent of Asia-to-Europe container shipping, 41 percent of the trans-Atlantic box trade, and almost a full quarter of the container volume in the transpacific market.
The alliance had aimed at allowing the three giant carriers to cut billions in annual costs by sharing ocean terminals, space on each others vessels, and exploiting each container carrier’s geographic strengths to move cargo faster and more economically.
06/17/2014
P3 Network scrapped as China rejects application P3联盟被中国驳回后即将解体.
Jun 17, 2014 6:52AM EDT
HONG KONG — In a stunning move that shook the container shipping industry today, Maersk Line, CMA CGM and Mediterranean Shipping Co. scrapped their proposed P3 Network after China’s Ministry of Commerce rejected the vessel-sharing agreement.
“The decision does come as a surprise to us, of course, as the partners have worked hard to address all the regulators’ concerns,” Maersk Group CEO Nils Andersen said.
The Ministry of Commerce said it had decided to prohibit the alliance after conducting an antitrust assessment under the mainland’s merger control rules. If the alliance had gone ahead, the ministry said it "would have had a far-reaching impact on the global shipping industry and cause a high level of concern in all sectors."
The ministry statement said the P3 would have increased the three carriers' combined capacity in container shipping on the Asia-Europe trade and give them "a substantial increase in market concentration."
In a statement following the ruling, Maersk Line said the P3 partners had agreed to stop preparatory work on the P3 Network, which was scheduled to start operations in the fall, “and the P3 Network as initially planned will not come into existence.”
Andersen said the alliance would have enabled Maersk Line to make further reductions in cost and CO2 emissions with a more efficient vessel network. “Nevertheless, I’m quite confident Maersk Line will accomplish those improvements anyway," he said. "It has delivered on those improvements over the last five quarters in the absence of P3 and I’m confident it will continue to do so.”
Vincent Clerc, chief trade and marketing officer for Maersk Line, said the alliance members had worked hard to address China’s questions and concerns. “So of course it is a disappointment. P3 would have provided Maersk Line with a more efficient network and our customers with a better
China blocked the formation of a global alliance by the world’s three biggest shipping lines in a surprise move that ignored Western approval of the plan and sent A.P. Moeller-Maersk A/S (MAERSKB) shares tumbling the most in two years.
The Chinese Ministry of Commerce said on its website that the proposed P3 vessel-pooling accord, which also included Mediterranean Shipping Co. and CMA CGM SA, would “restrict competition” on the busiest Asia-Europe container routes.
“The decision does come as a surprise,” Maersk Chief Executive Officer Nils Smedegaard Andersen said in a interview after the Copenhagen-based company announced that the P3 plan would now be scrapped. “I did not foresee problems in China. We only received what I would call positive feedback.”
Maersk and its two allies said last June that they’d agreed to establish an operational pact with the aim of reducing costs on Asia-Europe, trans-Atlantic and trans-Pacific routes. Container lines have been battling industry overcapacity after a boom in ship orders collided with the global financial crisis, triggering the worst slump in prices for the carriage of cargo since containerization became global in the 1970s.
Shares of Maersk, the world’s biggest container line, fell as much as 8.3 percent, the steepest intraday decline since May 16, 2012. They were trading 5.9 percent lower at 13,210 kroner as of 3:11 p.m. in Copenhagen, paring 2014’s gain to 12 percent and giving a market value of 285 billion kroner ($52 billion).
U.S., EU Approval
The company accepts China’s verdict and with no alternative plan in hand it will now “give up on P3,” Andersen said. CMA CGM, based in Marseille, France, and MSC, which has its headquarters in Geneva, are both closely held.
“The surprise here is that China has not approved this plan even after regulators in the U.S. and European Union have given it the goahead,” said Lawrence Li, China transportation analyst at UOB Kay-Hian Investment Consulting in Shanghai. “And antitrust laws there are tougher.”
The companies had planned to commit 255 vessels deployed on 29 trade loops to a joint center that would have run a combined fleet independently. Maersk was slated to contribute 42 percent of the total, including its Triple-E class, the largest-ever container ships with a capacity of 18,000 boxes.
China’s rejection of P3 comes after the U.S. Federal Maritime Commission approved the alliance in March and the European Commission closed an EU antitrust probe this month.
China explains P3 rejection 中国解释驳回P3理由
Kari Reinikainen
18 June 2014
APM have announced that competition authorities in China have rejected the planned P3 Network alliance in East-West container trades. Photo: PA
China's Ministry of Commerce has confirmed its rejection of the P3 application. The P3 was to be an operational alliance made of three leading global container shipping companies, Maersk Line, MSC and CMA-CGM.
The ministry stated that, with investigations and reviews, it believes that the network formed by this alliance will limit or exclude competition in the Asia-Europe container shipping market.
As a result, the ministry made the decision to turn down the application of P3 in accordance with China's Anti-Monopoly Law.
As of 1 January, 2014, Maersk Line, MSC and CMA-CGM share 20.6%, 15.2% and 10.9% respectively in the Asia-Europe services, in terms of capacity, and any of the three is bigger than its competitors.
The Herfindahl-Hirschman Index (HHI), a commonly accepted measure of market concentration, in the Asia-Euro container shipping market, will climb from 890 to 2240 once P3 launched, stated the ministry.
“The decision does come as a surprise to us,” said Group CEO Nils S Andersen.
He added that the P3 alliance would have allowed Maersk Line to make further reductions in cost and CO2 emissions, as well as improving its services to its customers with a more efficient vessel network.
P3 was scheduled to start operations in the autumn of 2014, subject to approvals by various authorities including the European Union, United States and China. On 24 March 2014, the US Federal Maritime Commission (FMC) decided to allow the P3 Network agreement, and on 3 June 2014, the European Commission decided not to open an antitrust investigation into P3 and had closed its file.
其他新闻:
1. -Wallem公司考虑退出与南京油轮之合约.
2. -美国原油出口最快是2017年.
3. -日本政府已仝意 IMO之 BWM (压舱水处理法) 公约.
4. -悬挂德国国旗之船只已跌破400艘.
5. -马士基预测中国政府将于6月开始对 P-3 (三强组合)之审查.
6. -IMO 即将通过公约规定所有货箱在装上船之后必顺过磅及申报准确重量以保船只的安全.
二：造船 (New Building)
1. -澳洲矿砂石出口商 Fortescure投资 2.76亿美元订造4艘超大型矿砂石船VLOC以提高竞争力.
三：港口 (Terminal)
1. -世界最强大之工会美国码头工人 (AFO-ILWU) 因与雇主太平洋航运协会 (PMA)三年合同于6月30日到期, 双方己谈判多时如没有达成协议, 美国西海岸由北到南有可能在耶诞货品进口最繁忙时停工.
2. -投资者喊停在沃大利亚 Hay Point/Dalrymple Bay 10亿美元之 Dudgeon Port码头.
四：海难 (Casualty)
1. -国轮 ‘Guo Dian 2’ (1986) 51,406-dwt和 ‘He De’ (2009) 32,993-dwt 6月17日于上海港外相撞.
2. -韩国货轮 ‘JS Comet’ (1999) 35,362-dwt 7月1日于美国东岸佛州海外,因船上21名船员有19人食物中毒而向 USCG求救, 中毒船员已被送往岸上治疗.
五：买卖/租贷 (S/P & Chartering)
1. SALE AND PURCHASE
Vessel Size Built Buyer Price (Mln$)
Neptune Glory 299 127 1998 Greek 23,20
Seatransport 106 638 2002 Greek 18,00
Pacific Bravery 68 967 1999 Middle Eastern 8,50
Nara 47172 1996 Malaysian 10,00
Caribbean Spirit 46 383 2004 Undisclosed 21,00
Chemtrans Jacobi 43 716 1999 Undisclosed 8,50
SC Shantou 19 508 1998 Undisclosed 16,50
SC Zhuhai 19 455 1999 16,50
Crane Bright 6 788 2002 Vietnamese 7,10
2. Tankers
Blue Manaslu 179 276 2011 Greek 51,50
Great Fuzhou 82 500 2011 Chinese 15,50
Abyo Jennifer 75 473 1996 Chinese 6,80
Abyo Natalie 75 229 1996 6,80
Chun He 162 63 500 2014 Greek 28,00
Crown Esmeralda 58 000 2012 Greek 25,20
Trans Ocean 1 38 398 1986 Undisclosed 3,90
Bumbi 29 870 2004 Gree 12,00
3. SOLD FOR DEMOLITION
Vessel name D/W Ldt Built Buyer Price
CONT MSC Jade 43 293 13 552 1986 Indian 485
MV Ocean Progress 42 183 8 669 1987 Indian 490
MV Ocean Rich 21 348 5 210 1981 Indian 462
MT Theresa Mars 13 749 4 111 1987 Indian 720
REEF Baltic Strait 12 545 8 000 1981 Indian(Incl 70T aluminium)500
REEF Baltic Novel 10 598 6 646 1980 Indian(Incl 72T aluminium)500
REEF Baltic Navigator 10 572 6 646 1985 Indian(Incl 72T aluminium)500
MV Danny Rose 9 606 3 660 1988 Indian 485
LPG Gaz Pioneer 7 495 3 500 1982 Indian(As-is) 481
4. CHARTERING-Dry bulk(week #26-2014)
Handy
In the Atlantic there has been little activity which again has caused rates to slip across all trades.
TA ́s are now down to Usd 5,500 and it is no doubt that this market is heading south before the summer holidays are upon us. Some owners have been able to clear their schedule with letting ships go for shorter or longer periods and achieving decent rates for same with 12k being done for 2 years. The market in Feast remains quiet
And weak but rates are somewhat holding steady. Vessels open Singapore were fixed around 8K for trips to India while the ECO tonnage can achieve slightly more. For trips to S.China Supras could fix around 7K. NOPAC is paying arnd 9K +290K BB bss APS. S.Africa is still weakening For trips East rates are around 8,500-9K + 150K BB.
Panamax
This week started slowly with little fresh requirements in both hemispheres and this continued as the week went on. We are expecting the index to set a new all-time low on 4tc average before this week is over. In the Atlantic all operators and owners are struggling to fix their prompt ships. Most ships are still trading, but we expect to see
More and more ships dropping anchor soon as a trans-Atlantic round is paying close to zero and fronthaul is now
well below USD 10k. It is slightly easier to fix your ship in the east, at least if you are willing to accept aps rates
with a low ballast bonus. A pacific round pays around USD 3000 daily.
The period market has of course come down as well. But there has been some period activity as we see some owners are willing to take around USD 8000 for a short period as the alternative is so much worse.
Capesize
The bottom has hopefully been reached for now, with a steady number of fixtures out of West Australia to China at USD 7,75 pmt, as well as handful of fixtures out of Brazil at going freight of USD 21,50pmt. More activity out
Of Brazil is expected, which will result in immediate healthier rates.
Period activity however still remaining slow with one year levels presently sub usd 20,000 considered too low by most owners.
5. CHARTERING-Tankers
Crude-VLCC
After a relatively slow start of the July program in the Meg and a June program lower than many had expected, the beginning of this week has started on a brisk note. Owners have been patient and many have held their tonnage back for some time . Combined with high activity West Africa/East the list of available tonnage has thinned considerably. After months with earnings below Opex levels , owners have seen an opportunity to push
rates and started out offering rates some 20 Ws-points above last done levels and have ́stuck to their guns ́. This has resulted in rates correcting up some 10 -12,5 WS-points for Meg/East voyages , pushing earnings up in direction of USD 30.000 per day. The sustainability of the present levels will be thoroughly tested over the next
week or so with owners probably holding hard to retain or improve present levels whilst charterers are expected
to keep their cards very close to their chests. West Africa/East has also been active with firming rates and a relatively thin position list to choose from.
Suezmax
The West African Suezmax activity increased this week and the rates improved significantly. There are still some cargoes to be covered on tight days(replacements), which could lead to even further rate increases.Same
Has been the case in Black Sea and MED, where Owners where able to secure higher rates for tight positions,
In combination with a active market for natural laycan dates in play.There is still interest for Suezmax going
East ,both for fuel and crude, adding additional upward pressure on rates.
Aframax
North Sea and Baltic Aframax rates took a significant jump up last week as the tonnage list got very tight for end June fixing. With that said the spike proved to be over just as quickly as it emerged and rates have again come
Off to low levels in both areas. Despite the fact that certain ports/terminal on the Continent are producing some
Delays we expect rates to remain at low levels due maintenance in Primorsk during mid-part of July. The Med
And Bsea Afras experienced a small peak on the back of a very strong market in the north. However this proved
To be short lived and with more tonnage coming into position at time of writing levels have declined to The low
WS 80 level. The Caribbean market remained stable at WS 115 most of last week but we are seeing more tonnage coming back into the area. Charterers are exploiting this opportunity and putting pressure on owners
which have accepted rates at WS 110-112.5 level.
Product
EAST Continuing from last week, LR ́s in the EAST have softened even further despite good activity on both LR1 and LR2. In addition to the usual tonnage/cargo ratio factor we see a lot of short-haul fixing, resulting in
A looping position list. Since last week the LR1 ́s have dropped some 10 points to WS 100 MEG/Japan and USD 1825k going west out of the MEG. LR2 ́s going East have not fallen as much this week down only 2,5 points to
ws77,5 for MEG/Japan, but cargoes going West have gone down some USD 150k to USD 2100k. The MR market SPORE/Japan is still looking steady at ws110 levels. WEST Over the last week the tables have turned
for MR ́s trading in the Atlantic. For westbound cargoes levels have dropped even further to WS 95-97,5. Backhaul ex USG on the other hand have more than doubled since last week and are now looking at WS 125-130
levels supported by online Gulf Coast refining capacity at its highest since December.East-bound cargoes on the LR ́s have been almost absent this week as the arb is still closed, and rates have not moved much since last week.
In the Mediterranean there has been fairly good activity this week, but even though rates have climbed 5 points to WS125 for x-med owners are still gathering poor earning.
六： 2014(week #26) 远东2004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 P/Pax Pmax Handy
吨位(万) 31 16 11 18 7.5 5 3 6500 4000 1400
价值(万美元) -0.2% -0.3% -5.2% -4.0% -5.9% -0.5% -0.7% 0.0% -3.2% -1.2%
七：2014/06/10船用燃油价格(每吨/usd)
来源: Bunkerworld
IFO 380 __IFO 180 MDO MGO
新加坡 595 613 875 885
鹿特丹 578 590 ----- 860
休士顿 595 635 ----- 970
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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
