货箱船再创纪录
2014.12.16
一：地中海公司新船 ‘MSC Oscar’以 19,224-teu 压倒中海之‘CSCL Globe’19,100-teu 领先为世界
最大之货箱船.与此同时劳氏和DNV-GL船级社正在研发22,500-teu船之设计.
从明年开始亚欧航线之货箱运输将被四家船务联盟所霸占. 它们是:
2M Maersk 和 MSC
Ocean Three CMA CGM, United Arab Shipping 和 China Shipping
CKYHE Cosco, K Line, Yang Ming, Hanjin 和 Evergreen
G6 APL, Hapag-Lloyd, Hyundai, Mitsui, Nippon 和 OOCL
01/12/2014
So from early next year the east – west container shipping trades will be almost completely dominated by four alliances.
The 2M the vessel sharing agreement between Maersk Line and Mediterranean Shipping Co (MSC) recently unveiled its service network which will be phased in from mid-January.
Oceans Three the new alliance CMA CGM, United Arab Shipping Co (UASC) and China Shipping is also planning a mid-January start.
The enlarged CKYHE alliance including Evergreen has received approval from the US Federal Maritime Commission,
and G6 is expanding its coverage.So what will this brave new world of partial consolidation into four major groups sharing space and vessels bring to container shipping?
On one side it increases the number of services lines can offer. In the age of the ultra-large container ship (ULCs) running an effective network covering all major load ports and destinations requires a massive undertaking, and even the biggest Maersk and MSC have decided they cannot do this alone, despite an existing number of single trade bilateral agreements.
In many ways this is good for the shipper, they get more choices and more departures from dealing with a single line, but at the same time their choice in terms of who they ship with has been effectively reduced.
There are questions of reliability comparisons and much as with code sharing on airlines not everyone wants to book on an airline by name but in reality travel on another, especially if they are paying a premium for the one they actually booked on.
Those in the container shipping industry hoping these arrangements will boost rates could well be disappointed. In many senses alliances just emphasise that all lines are really the same regardless of the value-added service offerings they might hope to distinguish themselves with.
Maersk has already warned of continued years of a low rate environment and has instead focused on optimising its operations to drive efficiencies to drive its margins.
The lower bunker price, would help all bit as long as it lasts, but is factor completely outside the control of the lines. However, will the new mega-alliances with mega-ships prove a panacea for container shipping’s margin woes? That would unfortunately seem unlikely.
慢慢的, 特大 18,000-19,100箱位船将加入各航线替代目前较小的船队成为世纪替代现象…..
02/12/2014 之
Slowly but surely, the “ultra-large” are taking over the sea lanes. Scale economies being unarguable and technology making it possible, bigger seems to mean better in every category of vessel. This month sees the “world’s biggest” title slip from Maersk’s giant 18,000 TEU series, as the 19,000 TEU CSCL Globe is delivered from Hyundai Heavy Industries to her delighted Chinese owners, who have a further four sisters under construction.
Commenting on this trend to gigantism and its seemingly unstoppable momentum, the perceptive observers at Drewry point to the associated phenomenon of “cascading”, as the ships displaced by the very biggest move to other routes. It is an interesting point they make as there is a tendency to believe that just because your port could not possibly justify or physically handle the world’s biggest ships, you will remain unaffected.
All around the world, in ports where far smaller ships serve their trades, their managers will be looking with a certain apprehension at the delivery of these giant vessels. Because of the cascading effect and the clear evidence that scale economies drive costs downwards, owners of ships will be hoping to take advantage of scale, although other operators will be apprehensive of the threat that their own ships will become less employable by “displacement”.
If a port has just finished a dredging scheme or reconstructed its container terminal to take 4,000 TEU ships, there is no way it can be sitting on its laurels, because sooner or later the pressure will be on it to provide water depths and berths to accommodate 6,000 TEU ships. The increments have become larger – the “trickle-down effect” has become the “cascade”!
This perpetual scaling up extends to every size and most types of ship. Just as ports and terminals are racking their brains about how they will handle the ultra-large containerships, small harbours and little upriver ports just about capable of taking a 1,500 DWT short sea vessel are worrying about their future with the trend being towards ships 1,000 DWT larger. It is much easier, they will reflect, for a ship operator to scale up its ambitions rather than the facilities which have to handle the interface between these ships and the shore infrastructure. Who will pay for the investment that will be necessary, in the shape of deep water access, or new designs of terminals? Otherwise, must decline be inevitable?
At what stage does scale become self-defeating or its cost advantages level out? It might be recalled that the 500,000 DWT ULCCs of the 1970s never really caught on, partly because of their inflexibility, but also because the recipients of their cargoes did not wish to expand their tank farms to cope with the huge parcels delivered by the single ships. At present, the economies provided by the move to bigger ships still remain convincing. Whether the curve will start to flatten out, or whether the price and practicality of far bigger units will eventually restrict their numbers, remains to be seen.
Source: BIMCO
德国之 Hapag-Lloyd 和智利之 CSAV 完成合并
成为世上第四大货箱船公司, 每年业务达 120亿美元,200条船队每年装运 750万个货箱.
Chile’s Compañía Sud Americana de Vapores (CSAV) and Germany's Hapag-Lloyd have announced that they have completed the merger between the two liners, creating the fourth largest container liner shipping company in the world.
The corresponding contracts for the merger of the two companies were signed back in April in Hamburg. With approval from all the relevant authorities all conditions procedures were fulfilled. The merged company will have around 200 vessels with a total capacity of approximately 1m teu, transporting some 7.5m teu every year and will set up its fourth regional headquarters in Valparaiso, Chile.
With revenue of around US$12bn, “the combined entity joins the elite group of international shipping companies,” Hapag-Lloyd said in a statement.
CSAV has an initial shareholding of 30% in the merged company, which will increase to 34% after subscribing EUR259m in Hapag-Lloyd’s first capital increase by 31 December 2014. As a result CSAV becomes the major shareholder of the fourth largest operator in the world. By virtue of this association, all three companies have agreed to pool 51% of the shares in Hapag-Lloyd in order to discuss and make key decisions together in the future. Of this pool structure, CSAV will have a 50% participation, while HGV and Kühne Maritime will have 25% each, said a statement from CSAV.
The financial effects of the transaction in the results of CSAV are estimated at a profit of approximately $510m, which include an estimate of CSAV’s participation in Hapag-Lloyd’s equity value and that will depend on HL’s accounting of the container business in its financial statements under IFRS. CSAV will continue providing transportation and logistics services.
Oscar Hasbún said that “from now on, besides protecting the investment in Hapag-Lloyd, the efforts of all those who continue working for CSAV around the world will be focused on developing, promoting and transforming our company in order to provide the best service quality to our customers, as well as being more competitive and efficient.
“Thus, CSAV will strengthen its operation in the car carrier business and continue actively participating in the fruit business through the specialised refrigerated cargo service, as well as in other solutions that add value to our customers. We will also continue developing our operations in liquid bulk transportation and promoting more and better integral cargo logistic solutions (freight forwarder), through our subsidiary Norgistics, in all the markets where we participate."
“With Hapag-Lloyds strength in Asian traffic and on the North Atlantic, combined with CSAV’s strong position in Latin America, we will become the leading shipping company in the region and thereby be able to offer our global customers an even more attractive network and wider range of products,” said Ralf Habben Jansen, ceo of Hapag-Lloyd.
“Our ability to compete will also be significantly enhanced by closing the gap to the top three of our industry,” noted Jansen. “There will be no major changes to the way we work until the transition to the Hapag-Lloyd systems towards the end of the first quarter of 2015."
03/12/ 2014
其他新闻 (Other News)
1. -到 12日13日共有83条 VLCC 油轮装油前往中国.
2. -国际船级社发出超大货箱船结构之加强方案.
3. -上星期见证到 VLCC日租之上升和海岬型之下调.
4. -希腊船东于 2014年共花 70亿美元买进二手船.
二：造船 (New Building)
南通长虹接墨西哥 Essa 公司订单兴造 5 艘由上海 Tian Yi 公司设计之 15,500-dwt 运盐船, 2016年交船
China’s Nantong Rainbow Offshore & Engineering has won a deal to build five shallow-draft salt carriers for Mexico’s Exportadora de Sal SA (Essa).
The five 15,500 dwt self-unloading salt carriers will be delivered in phases starting from the first half of 2016.
Designed by Shanghai Tian Yi Ship Engineering Company, the newbuildings will replace part of Essa’s existing tug and barge fleet for the purpose of transporting salt from its Guerrero Negro production facility to Cedros Island export terminal off the Mexican state of Baja California.
The new salt carriers are expected to save Essa up to 30% of operating costs compared to using its older fleet.
The newbuildings were contracted by Corretaje Maritimo Sud American through a public tender earlier this year.
01/12/ 2014
三：港口 (Terminals)
1. -到上星期末共有 52条船在沃洲东岸 Newcastle 港等候装煤. 上星期该港已装好23条船共 215万吨.
2. -马米西亚之 Petronas 油公司和加拿大公司和中石油将在加拿大西北港口 Prine Rupert 兴建一座 LNG 接收站, 预计 2019年投入运作.
3. -美西港口工人合约巳谈判数月尚无进展, 码头货堆积如山和船只拥挤.
四：买卖/租贷 (S/P & Chartering)
1. SALE AND PURCHASE
Name Size Built Buyer Price (Mln$)
Opal Stream 76845 2003 Bulk Seas 13.5
Cape 73049 1997 Fujian Ocean 6.6
Pole 73049 1997 Fujian Ocean 6.6
Coal Age 72861 1997 undisclosed 6.4
Mokara Colossus 55781 2006 Bulk Seas 14.5
Venice 81408 2001 Chinese 12.8
Horizon Diana 73672 2007 Prime Marine 30.0
Horizon Dimitra 73672 2007 Prime Marine 30.0
Eships Falcon 51150 2010 UACC 26.5
Eships Maya 51150 2010 UACC 26.5
Ocean Force 40081 2003 Lomar 16.0
Ocean Spirit 40081 2003 Lomar 16.0
2. SOLE FOR DEMOLATION
Name Dwt Ldt Built Buyer Price (per ldt usd)
Jolly Nero 43567 14382 1976 Undisclosed 435
MSC Clementina 43567 14382 1986 India 463
Nairobi 41624 11200 1995 India 450
Novorossiysk Star 25656 9465 1999 India 485
Odessa Star 25648 9465 2000 India 485
Asean Wisdom 41526 7466 1985 India 437
Mercury 41504 7452 1986 India 437
Doris 19960 6243 1984 Bangladesh 483
3. CHARTERING- Dry bulk (week #50 -2014)
Handy
We have seen the TA spot market come down this week lead by. limited trading and an oversupply of tonnage in the USG. The signals are mixed but less petcoke out of USG causing rates to slip together with owners wanting to fix out their positions before the Christmas holidays. TA's are down some Usd 1,000 w-o-w while the Fhauls bss Continent delivery are fixing at pretty much the same levels as last week, ie low Usd 13k. In the Pacific we see a much more balanced market with about the same levels as last week. Indo/ India coal are being fixed in region of Usd 13k while the SE Asia rounds are seeing ard Usd 9k. The short ..period market is still fairly active and Supras are being fixed at ard Usd 10-11k depending on delivery while the bigger Ultras are being fixed at 12k.
Panamax
The Panamax market has continued its slow sliding tendency since last week. Still not a dramatic decrease in rates, but we see the TA market being fixed in region of Usd low 10k which is down some Usd 200 w-o-w. The breaching of INL season is approaching and we see charterers with such cargoes already now have to pay up a bit as a premium to owners willing/ able to do same. We do see fresh cargoes entering the market and it seems pretty well balanced with tonnage in the Atlantic, so the reason for rates sliding could be caused by the bigger Capes which have seen rates coming off hard. Some Cape owners are even offering in on Pmax stems which again putting pressure on the rates. In the Eastern hemisphere we noted that India is importing record amounts of coal and building up congestion in the ports. This has not put pressure on the rates and with lack of other Pacific cargoes, the Pac round rates has come off some 7-800k w-o-w.
Capesize
Imploding on a close to total absence of prompt demand, with coal as commodity and Atlantic as region being the most painful spots . An abundance of Owners falling over each other to secure the very few available cargoes coming almost exclusively ex Australia, with resultant rate levels in free fall. W-o-w, freight for the conference trade Continent/Far East is down 25% to usd 18500/day, pacific rounds down 45% to usd 6800 and average earnings down some 40% to come in at usd 7300/day. What little period is being concluded is on index-linked basis, as neither present/ predicted coal/ore volumes nor FFA values are even close to support necessary fixed levels.
4. CHARTERING-Tankers
Crude
VLCC
A week with sharply increased activity and owners resistance and patience in the VLCC m et has paid off. Charterers have steadily pushed fresh business into the market both in the Meg and also West Africa and owners optimism has grown. Rates have therefore edged up considerably and we are now seeing this years' final cargoes in the Meg being concluded and rates could possibly add further. Owners are looking for an early start of the JanuTi program which in case would be positive for the ship owners. West Africa/East ast continues firm with charterers stretching upto mid January dates to secure tonnage from the east and rates continue to firm as well. Caribbean/East rates remain very firm with some more tonnage arriving and rates likely to soften some from the previous peaks.
Rates for Suezmaxes in West Africa weakened further the last week, due to less activity and an ample position list. In Bsea we saw Charterers reaching out and fixing forward due to delays in Turkish strait resulting in several owners left with prompt positions in the Med. With less activity from Med we expect further pressure on the rates in this area. At time of writing cargoes in the North Sea has been fixed upto the 22nd December. Last done here is 80 x Ws 102.5. Baltic crude is fixed up towards end month and only got a hand full of cargoes left to cover before going into the new year. Rates moving sideways at 100 x Ws 82.5. Cargoes loading end/early January is expected to get busier ex Baltic, and this coupled with a busy end month December cross North Sea program, there is some upward potential in this area. In the Mediterranean and Black Sea the sentiment has been pretty strong all week and Owners finally grabbed the window of opportunity and pushed up rates as some Charterers left their cargoes ex Black Sea and East Med a bit late to fix. Rates are still under upward pressure as we still expect cross med cargoes for the last decade in December to enter the market during this week. The Caribs market has been stable around ws 112.5, and as they are having their Christmas parties this week, activity and rates are expected to remain at the same levels.
CHARTERING-GAS
The VLGC market was suffering from an even more difficult cargo market last week. The delta between FOB and CFR LPG prices MEG/Far East has worsened, and is more than 100 USD negative, CP at USD 550 versus spot CFR Asia in the low/mid USD 400's. Needless to say this scenario prohibits spot business, and the charterers stay totally away from the market with the exception of Indian importers. The Baltic VLGC index may have settled in the mid USD 70's, but it is indeed very vulnerable to further reductions over the next few weeks - we struggle to see any upside in the short term. Tasweeq entered the market for a COA for 5-10 voyages MEG/East over 2015, it will be very interesting to see what levels owners will offer at - this is the first COA in a long time that is widely circulated in the market. Some time charter discussions still take place in the market, however, we sense the charterers are becoming more skeptical to owners' brave numbers and want to think twice before they go ahead.
五： 2014(week #50) 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) -0.4% -0.6% -0.8% -0.8% +0.7% -9.2% +0.8% +0.0% +0.0% -1.2%
六：2014/12/16船用燃油价格(每吨/usd)
来源: Bunkerworld
IFO 380 __IFO 180 MDO MGO
新加坡 357 367 578 588
鹿特丹 320 340 ----- 557
休士顿 318 422 ----- 670
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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
