中缅油营开始运作
2015.01.31
一：头条新闻
中缅原油管道工程举行预投产仪式 迎来开阀注油
2015年01月30日15:28 中国日报网站
中缅原油管道路线图（资料图）
中国日报1月30日缅甸皎漂电（记者 赵艳蓉）
经过5年建设的中缅原油管道工程于当地时间1月30日在其起始点马德岛港举行预投产仪式。马德岛港正式开港首艘30万吨油轮进港并向原油罐区注油。该原油管道使中国进口中东原油不必再经马六甲海峡，而可自印度洋安达曼海的缅甸若开邦马德岛上岸，经该管道输送至中国西南地区。
当天上午，停靠在马德岛原油卸载码头的“新润洋”号油轮 (中海油轮运输公司) 将购自中东的13万吨原油注入中缅原油管道马德岛储罐内。“新润洋”号是靠泊马德岛港的第一艘远洋油轮，船体长330米，宽60米，运载能力为30万吨。
中国驻缅甸大使杨厚兰、缅甸能源部长吴泽亚昂、若开省长吴貌翁，以及中石油总经理廖永远共同开启进油阀门。 缅甸能源部长吴泽亚昂表示，今天是个具有特殊意义的日子。随着马德岛港的建成，来自中东地区的原油将通过大型油轮，在皎漂马德港实现卸载。
马德岛位于缅甸若开邦皎漂市东南部，岛上建设的主要工程包括30万吨级原油码头、工作船码头、65万方水库、38公里航道、120万方原油罐区以及马德首站、中缅天然气管道阀室等。
吴泽亚昂说：“相信大家已经见到此刻正停靠在马德岛港口的30万吨级油轮。若开邦马德岛港顺利实现巨型油轮的首次靠泊作业，是全体若开邦人民的骄傲和自豪，也是缅甸政府的骄傲和自豪。”
中缅原油管道工程由中石油集团、缅甸国家油气公司共同出资建设，所占股份分别为50.9%、49.1%。工程于2010年6月正式开工建 设，2014年5月30日全线机械完工具备投产条件。管道全长771公里，缅甸境内下载点设计输量2200万吨/年，全线采用常温密闭输送工艺，设置工艺站场5座，分别为马德首站、新康丹泵站、曼德勒泵站、 地泊泵站、南坎计量站。
中缅油气管道项目包括中缅原油管道工程和中缅天然气管道工程，是中缅两国国家层面和国际商业合作项目。中缅天然气管道工程由中、缅、韩、印 4个 国家的 6个股东共同出资建设，已于2013年7月28日投产通气，截至1月29日早6点，已累计向中国输气40亿立方米，为缅甸下载1.5亿立方米。
中缅油气管道是继中亚油气管道、中俄原油管道、海上通道之后的第四大能源进口通道。它包括原油管道和天然气管道，可以使原油运输不经过马六甲海峡，从西南地区输送到中国。中缅原油管道的起点位于缅甸西海岸的马德岛，天然气管道起点在皎漂港。2013年9月30日，中缅天然气管道全线贯通，开始输气。
Oil pipeline Myanmar to China expected to open in Jan Jan 20, 2015 12:00 AM
A crude oil pipeline and a deep sea port meant to secure an alternative route for Chinese imports overland through Myanmar are set to open at the end of January, but an affiliated refinery in China is months away from completion, sources said.
The finished development should help ease China's reliance on shipments via the narrow and potentially risky Malacca Strait. Although that route, through which some 80 percent of China's oil imports now pass, would still be used for the vast majority of overseas purchases.
Until the 200,000 barrel-per-day (bpd) Anning refinery opens, the new pipeline can only be used to pump oil into tanks, providing limited near-term support to China's crude oil imports, which expanded by nearly 10 percent in 2014 to 6.2 million bpd. The pipeline has a capacity of 440,000 bpd.
Before the launch of the new refinery, oil will be stored in tanks in Guangxi, a region east of Yunnan. CNPC also has up to a dozen storage tanks in Myanmar, and could have even more in Yunnan, according to a Chinese media report.
An adjacent natural gas pipeline opened in 2013, carrying 1.87 billion cubic metres of gas in its first year.
Source Gas and Oil. com
其他新闻 (Other News)
“长航油运”破产重整完成全部债权100%得到清偿
发表于 2015-1-20 07:53
“央企退市第一股”长江航运集团南京油运股份有限公司，顺利完成破产重整。记者从省长航油运破产重整工作协调小组上周召开的相关会议获悉，截至去年12月31日，长航油运重整方案执行完毕，破产重整工作取得圆满成功。
江苏省金融办银行二处副处长史先诚介绍说，长航油运210亿元债务，通过“3+1”模式得以妥善处置。在法院涉及的115.47亿元破产重整债务中，通过剥离亏损资产23.7亿元，以股抵债61.95亿元，现金清偿0.19亿元，留存债务 29.63亿元。重整方案出台,债权清偿率达到100%，相关利 益方普遍认同，特别是普通投资者投票赞成率达到99.78%。长航油运曾是上交所上市企业。因2010年后连年亏损，2013年5月公司股票被上交所暂停上市，2014年6月5日被终止上市。2014年3月，长航油运债务危机发生后，我省高度重视，成立长航油运破产重整工作协调小组，形成债务重整方案，依法合规推进破产重整，最大限度保护 各方利益。债务重整充分发挥政府协调和推动作用，以市场为主导、企业为主体，创造了国内同类案件结案时间短、处置债务规模大、方案通过率高的范例。此案被 评为“2014年度人民法院十大民事案件”。
二：造船 (New Building)
长荣海运暂舍2万箱大船 签订1.8万TEU型船租约
发布日期：2015-01-30 来源：航运交易公报 作者：
1月28日，长荣集团与日本船东正荣汽船株式会社（Shoei Kisen Kaisha）签订合约，承租共11艘1.8万TEU型船。租约由长荣董事长张正镛及正荣汽船社长桧垣幸人代表签署，这11艘新船包含长荣海运及其子公司 去年12月董事会决议订造的6艘同型船，新船预计于2018年至2019年陆续竣工起租。报道未提及融资方，不排除长荣海运自掏腰包支付部分造船款项，另外船东正荣汽船或与日本国际协力银行（JBIC）为首的船舶融资机构早已私下签订低息融资协议，以支持本国船东在本国船厂的造船计划。
此前，据《劳氏日报》1月14日报道，长荣海运已选定日本正荣汽船为其打造11艘2万TEU型集装箱船用于长租。虽然此番打造的船舶尺寸仍未突破2 万TEU 大关，但后续造船方案可应市场变化随时改大。其实，正荣汽船早在去年年底就被曝订造一批1.8万TEU型船，而作为其姐妹船厂，日本今治造船集团 （Imabari Shipbuilding）很可能承担造船任务。
长荣将采用最先进的造船技术，与正荣汽船携手合作，打造新一代超大型集装箱船，新船全长约400米，宽约59米。这型船舶在船体设计上运用船型优化 技术与最低压舱水设计，提供最大实际装载能力，另甲板至船底距离采用较大船深，强化船体结构与船舶安全性。长荣表示，这项船队规划除了配备多项环保设备， 符合国际海事组织相关规范，更引进船岸同步资料传输系统，让陆上相关部门能即时监控及分析船舶航行数据与气象资料，优化船速及航路规划，并藉此提升燃油使 用效率与航行安全。此外，这型船舶所搭载的新一代G型主机采用超长冲程及低转速设计，能较相同马力的传统主机减少7％的油耗与二氧化碳排放量。
三：港口和引航 (Terminal/Pilotage)
1. Vale says China row over, able to dock at five ports 淡水河谷公司之40万船获准进入中国5个港口卸货.
Dalian: One of dry bulk’s longest running and most discussed disputes is over. Brazilian miner Vale’s slew of giant 400,000 dwt bulkers are able to call in China – their three-year ban has been annulled. The so called valemaxes have been able to call at five different Chinese ports so far in the wake of the ban being lifted.
Vale’s investor relations head Rogerio Nogueira, speaking at a conference in Rio, said, "We are in the process of working to increase the number of ports at which we can dock."
Fearing for their profits, Chinese shipowners opposed access for Vale’s megaships, and the Ministry of Transport banned the ships from China’s ports in 2012 using the spurious excuse of safety.
Last autumn however Vale signed deals with Chinese owners Cosco and China Merchants Energy Shipping, and the ports of Lianyungang and Qingdao, to explore cooperation for its valemax fleet. [30/01/15]
2. Setback for Greek government’s Pireaus port renegotiation plan with Chinese 因合约合法希腊新政府意欲重新与中远谈判港口租用合约恐未能达到.
in Hellenic Shipping News 31/01/2015
Greece’s new government has had to back off from one of its anti-austerity plans for Piraeus, the country’s biggest port.
As well as halting the privatization of two thirds of the port, it wanted to renegotiate a 35-year deal with Chinese shipping firm COSCO to expand the two main container terminals there.
But Economy Minister Giorgos Stathakis admitted to euronews it can’t be done: “We will go on with what has been agreed by the previous government. That is a straightforward statement. We have very close contacts with China, and things will be quite clear and in favour of going on with a number of initiatives that they have started.”
3. ICTSI Oregon hits out at ILWU over dockworker dispute
美西波特兰港码头工人因合同过期 6个月未能谈妥新合约而怠工受到资方的指责的.
International Container Terminals Services Inc (ICTSI) says the International Longshore and Warehouse Union’s (ILWU) escalated industrial action at its Oregon terminal to a level “far beyond” what other US West Coast ports are experiencing.
In a statement ICTSI Oregon said: “During the busy 2014 holiday season, ILWU engaged in approximately 36 work stoppages and slowdowns of various types and for varying durations. Similar efforts, along with intentional labor shortages, have continued into the first month of 2015."
ICTSI operates the Port of Portland terminal 6 and disputes with the ILWU have been long running starting June 2012
It said that the ILWU ordered a 12-hour stoppage on Wednesday starting at 7am and on Thursday members worked in the morning but walked off the job at 1-15pm.
Productivity at terminal 6 has fallen to 13.2 moves an hour.
“Terminal 6 is the only international shipping container terminal in Oregon. As such, it is a powerful economic engine to the region that offers significant benefits to thousands of businesses, workers and consumers,” ICTSI said.
“For this reason, the ILWU’s deliberate and continuous work delays since June 2012 threaten the terminal’s future viability as a critical hub of regional economic activity.”
Friday, 30 January 2015 06:20
4. S'pore collision causes 4,500 tonne oil spill headed towards resort island Bintan
新加坡港外本月二日一艘油轮和货船相撞导致 4,500吨原油漏入海中.
Resort Island of Bintan, close to Singapore
The collision between a tanker and bulker northeast of Pendra Branca resulted in a sizeable spill of 4,500 tonnes of crude oil which could hit the northern parts of Indonesian resort island Bintan.
士The Libyan-registered tanker Alyarmouk collided with the Singapore-registered bulker Sinar Kapuas at 0600hrs local time on Friday around 11 nm northeast of Pedra Branca, known to mariners for Horsborgh Lighthouse.
In an update on the incident the Maritime & Port Authority of Singapore (MPA) said V.Ships UK, managers of the Alyarmouk, estimated 4,500 tonnes of Madura crude had been spilled as a result of the collision.
“Taking into account the weather and tidal currents, patches of oil may affect the northern parts of the island of Bintan,” MPA said.
The northern shores of Bintan are home to a number of international beach resorts including the upscale Banyan Tree Bintan and the popular Club Med Bintan, which are reached by a 45 minute ferry ride from Singapore.
The MPA said two oil spill response companies had been activated to combat the spill and they had deployed four craft equipped with dispersants, oil booms and skimmers to the site of the incident.
“MPA is also working closely with the Indonesian authorities in line with the standard operating procedure for joint oil spill combat in the Straits of Malacca and Singapore, and has offered its assistance in the containment operations,” it said.
No crew members were reported to have been injured in the collision. The Alyarmouk was sailing from Tanjung Pelepas, Malaysia to China, while the Sinar Kapuas was on voyage from Hong Kong to Singapore when the collision occurred.
Friday, 02 January 2015 15:18
5. ‘Bulk Jupiter’ sinking 'happened very fast' 巴哈马货轮 ’Bulk Jupiter’ 于本月2日于越南海外因矿沙石液化后迅速沉没, 19名船员仅一人获救.
Sole survivor of the Bulk Jupiter sinking arriving Philippines
The Bahama flag ‘Bulk Jupiter’ (2006) 56,009-dwt listed and sank in minutes according to the sole survivor of the fatal casualty that took place off Vietnam in on 2 January. In a statement the vessel’s owners Gearbulk said “What we do know is based on the statement made by the cook. It happened very fast,” the company said.
“From the general alarm sounding in the early morning hours of January 2nd, and abandon ship was heard on the intercom, it took only minutes before the vessel had developed a heavy list to starboard. The cook made his way starboard and jumped overboard. The vessel sank shortly thereafter.” The cook, Angelito Rojas, was rescued after 8 – 9 hours and the bodies of two other crew men recovered. Apart from no other bodies or wreckage has been found.
Much of the focus since the accident has been on its cargo of bauxite loaded in Kuantan, Malaysia and this had undergone liquefaction, where sloshing of the cargo can lead to the sudden loss of the vessel.
“Gearbulk together with NHC (H&M) and Britannia (P&I) have contracted external experts to investigate the cargo properties versus the cargo manifest, and the corresponding liquefaction risk. Until the report is at hand Gearbulk has stopped taking bauxite cargo,” the company said.
Thursday, 15 January 2015 03:28
四：买卖/租贷 2015-1-28 (S/P & Chartering)
1. SALE AND PURCHASE
Name Size Built Buyer Price (Mln$)
Al Muminah 107081 2005 Norwegian 31.00
Kandilousa 46700 1995 Far Eastern 8.30
Valpadana 25583 2002 Nigerian 13.90
ST dawn 19399 2000 TPL 14.30
ST Charlotte 12497 2006 Vroon 17.00
Stolt Violet 8792 2004 Great Horse 10.50
2. SOLE FOR DEMOLATION
Name Dwt Ldt Built Buyer Price (per ldt usd)
Irfon 165729 22427 1996 Bangladesh 430
Aquadonna 161010 20039 1995 Bangladesh 415
Martzoukos A. 161175 19874 1995 Bangladesh 420
China Star 47230 14465 1990 India 446
Dubai Star 47230 14465 1991 India 446
Posidon 20101 6400 1997 Unknown 225
Jasy 8340 3356 1983 Turkish 300
3. CHARTERING- Dry bulk (2015-01-29)
Handy
Supramax rates are heading south with slipping rates all across the block. USG activity is slow with mid-week levels in the mid 8.000s. The typical scarp Cont/Turkey will bring Owners about same return - mid 8.000 and Fronthaul Wafr via ECSA 7.000. In the Far East the negative trend is just as clear, with typical China positions not even able to secure 6.000 for a round. For trips to PG alternate WC India premium achieved may resulted in just 7.000/Day. South Africa business back to India is done at about + 100 GBB. Period activity is slow, but good Ultramax units have been able to secure healthy 9.500 for 3 to 5 months.
Panamax
The week started out at low levels with low activity, and as the week went on it only got worse. In both hemispheres we see a general lack of cargoes in the market and it is not unusual that ships have to idle for a few days before they find new business. In the Atlantic most fixtures are done on APS basis and the real trans-Atlantic return is not more than around USD 3500 daily. Fronthaul took a big hit from already depressed levels this week. ECSA/China levels dropped from 12.000+200.000 to around 11.000 +110.000 and USG/China on voyage has now been done at USD 28 pmt which gives a TC return around USD 9.000 with delivery on the continent. In the east ships are idling while considering what to do. The options are around USD 3500 for time charter trips or wait for something to happen and the market to improve. The period market is also coming down, we saw a nice/modern ship fixed this week for 1 year at USD 7250 per day.
Capesize
The cape market is still struggeling with low demand and low commodity prices. Rates in both the Pacific and Atlantic are under prssure, and every p.psitive spike in rates is killed by charters holding back for a few days. there are expectations for improvements soon, but freights around usd 10 for Tub / Qd for March are making the picture cloudy.
4. CHARTERING-Tankers
Crude- VLCC
The activity for VLCC's in the meg for February remains slow and the monthly count is lagging. A short month yes, but after more than 30 ships have been taken on period over the last month it may be the main reason. Rates from Meg have held up rather well with earnings around $70.000/day for meg/east voyages. Over the last few days things appear a little softer and with a number of ships previously taken on period being marketed for spot business it could change the scene somewhat. Available tonnage is therefore building up and the list looks longer then for quite sometime. Charterers with upcoming business have therefore taken a big step, back to see if owners resilience can be dampened. In the meantime there is still continued interest for period business out there. Caribbean/East rates remains record high on thin availability and ships ending on the continent are quickly fixed for voyages back to the east , also here at healthy numbers. As we predicted last week rates for Suezmaxes for Trades West Africa to Western destinations did adjust down last week. With activity again picking up, we could be close to a bottom on rates for cargoes ex West Africa for the time being. In Bsea/Med activity is slow and rates softened here as well and we don t expect to see much improvements in rates in the near future. Rates for Aframaxes trading in the Baltic/Nsea declined last week. A very light cargo program for first decade of Febru7 in the ports of Primorsk and Ust Luga was the main factor. With less c rude cargoes in the Baltic and a pretty flat Nsea and fuel oil market a downward correction proved to be unavoidable. In the Med/Bsea the market rates have been fluctuating a great deal depending on the voyage in question. Some charterers found it difficult to achieve market levels for cargoes from Libya and Algeria, which has created for a bit of a confused market in terms of direction and sentiment. At time of writing more volumes are materializing and putting upward pressure on rates in general going forward.
Product
The tables have turned since last week as we are now seeing a firming trend in the East, whilst the West is looking increasingly soft. EAST OF SUEZ At the end of last week the LR2 market ex MEG regained some momentum after having endured a short period of sluggish rates. On the back of a strong demand for Naphtha in the FEAST mixed with an increasingly tight tonnage list and several uncertain ships , rates have gained some 20 points so far and there is reason to expect the market to rally another few points until a peak is hit. The LR1's remain somewhat unchanged since last week, as most of the fixing has been focused on short-hauls with only one fixture recorded for the benchmark voyage MEG/JPN throughout the week. MR's trading ex Singapore to FEAST remains relatively steady with rates slightly below last week s level. WEST OF SUEZ After holding steady to firm over a longer period, the LR2 market in the West is softening. There are more firm positions than we have seen for a while, and with not enough cargoes around rates have started to slip. With a firming East-market we might see some owners ballasting to the MEG. The best performer this week has been the LR1's, but now it seems the air might come out of this balloon as well with a growing position list and a slower market. The volatile nature of the MR market in the Atlantic haset again reared its ugly head, where the combination of oversupply and closed arbs have forced rates down some 20 points so far this week. An event that could potentially turn this sinking ship around is the stormy weather in the Northeastern parts of the US, but so far we have seen little or no effect from it. In the Baltic and the Mediterranean, the Handies are also suffering from a softer market.
5. CHARTERING-GAS
The VLGC spot market shot up to nearly 90 Dollars (Ras Tanura/Japan basis) before it took a break. In net results we are talking roughly USD 75, 000 per day on a modern vessel - the highest spot returns since middle of October last year. This level may be sustainable in the East market over the nearest weeks provided a "normal" number of spot inquires are floated ahead, but it does not work in the West at current as the western hemisphere is discounted compared to East. The tons in the West can therefore only move on tonnage commited on either timecharters or COAs. A 752000 cbm PanMax VLGC was confirmed for a 12 months timecharter with fairly prompt commencement at very close to USD 100,000 per day, it means the value of the (old) Panama Canal feature is worth at least 50u/0 premium over other modern VLGCs. VLGC spot rates could move either direction in February, the tonnage balance is delicate to the extent that spot rates will move depending on laycan flexibility!
五： 2015-01-28 远东2005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) -0.6% -0.4% +1.5% +0.0% -0.3% -4.5% -9.4% +0.0% +1.1% +0.0%
六：2015/01/30船用燃油价格(每吨/usd)
来源: Bunkerworld
IFO 380 __IFO 180 MDO MGO
新加坡 284 302 482 492
鹿特丹 246 268 ----- 465
休士顿 265 318 ----- 558
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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
