中远排行第六
2015.03.15
一:头条新闻
全球20大集装箱班轮公司运力排名 (截止 2015.03.02)
排名 船公司 运力 (teu) 份额 (%)
1 马士基集团 2,961,030 15.50
2 地中海航运 2,547,913 13.40
3 法国达飞 1,691,707 8.90
4 赫伯罗特 965,063 5.10
5 长荣 951,777 5.00
6 中远集运 813,312 4.30
7 中海集运 702,977 3.70
8 韩进海运 620,199 3.30
9 商船三井 593,618 3.10
10 美国总统轮船 545,270 2.90
11 汉堡南美 540,923 2.80
12 东方海外 529,817 2.80
13 日本邮船 483,743 2.50
14 阳明海运 443,616 2.30
15 阿拉伯联合 414,975 2.20
16 川崎商船 390,612 2.00
17 现代商船 382,812 2.00
18 太平船务 361,739 1.90
19 以星综合航运 326,004 1.70
20 万海航运 203,521 1.10
20家集装箱班轮公司运力合计 1,647万箱
份额合计 86.73%
其他新闻 (Other News)
中国油船船东“雄心勃勃 2015-3-10 10:29
在很长的一段时间内,全球金融巨头认为,中国在海上贸易上的雄心主要体现在原材料的运输上,尤其是原油运输领域。中国国有船东中所持有的油船比例,尤其是VLCC的不断增长,体现了中国油运市场实力的不断增强。而随着国内船东中持有的VLCC不断增长,有分析师大胆预测,未来这一船型的手持订单量或将达到80艘,这使得中国市场将占据全球85%的原油进口量这一预测或将成为现实。
据船舶经纪Gibson数据显示,对于全球油船船东而言,由于中国油运公司并不打算收购超过市场水平的运力规模,这使得国内油运公司所持有的VLCC订单量仍维持在30艘左右,这些船舶预计将在今年开始交付,以每年10艘的交付速度至2017年全部交付完毕。这些船舶均由船队中拥有VLCC数量相对较少的船 东所订造,如香港Associated Maritime、中国海运、中远大连,山东岚桥及大新华集团(Grand China)。
Gibson船舶经纪人指出,事实上未来即将交付的新造船数量将远远超过近期已交付的数量。在2013年,新造船市场上共有5艘VLCC达成交付,而在2014年VLCC交付量达到了8艘,其中包括光汇石油和中国石油(Petrochina)所订造的船舶。
据了解,由于财政压力,2014年南京油运和Associated Maritime及招商局集团共同建立了多达42艘VLCC(曾包括14艘新造船,现已全部完成交付)及7艘阿芙拉型油船的大型油船船队。有意思的是,在2015年1月VLCC期租活动平凡时期,该船东则为旗下3艘VLCC签订了2年的期租租约,但承租方均不是中国公司。
此外,中国海运同样与Trafigura签订了3艘VLCC的期租租约,租期12个月。最后,中远也将旗下1艘VLCC租给英国石油公司(BP),租期12个月。
Gibson总结成,虽然目前中国航运业模式表现为较为有限的多元化发展,但尽管国内经济增长有所放缓,原油进口量仍将继续增长。短期内,扩大石油战略储备仍将作为基本战略,而随着原油生厂商的炼油能力不断提高,原油进口量也将大幅提高。
此 外,船舶经纪人还表示,在过去的一周里原油船市场上由于春节假期尚未结束,中东地区仅有少量VLCC获租,未来预计该型船的租船活动仍将保持相对缓慢的步调。苏伊士运河以西地区该型船的运价指数基本保持在ws55-60水平,而苏伊士运河以西的运价指数则基本上为 ws30-35。
二:造船(New Building)
1. 造船业加快收购合并步
2015-3-13
未来的几年里中国造船业将继续经历合并浪潮,最终可能将只剩下20-30家活跃船厂。
扬 子江船业执行董事长任元林日前在接受记者采访时表示,未来2-3年内,中国造船业留给规模较小、
实力较弱的船厂的空间和机会不大,今后还将有更多的船厂因 走不出困境而遭到实力更强的船厂合并,
即使国有船厂也不能幸免。任元林举例称,中船集团子公司广船国际就是一个典型的例子,作为重组的一部分,已经 100%收购其龙穴造船和黄埔文冲船舶有限公司。
任元林表示,经过重组整合,国内最终将只剩下20-30家活跃船厂,这是政府希望看到的,也是市场力量最终
导致的结果。扬子江船业也将从造船重组整合的不确定性和市场挑战中寻找并购的机会,以及进行审慎的多元化和精简业务就此前外界传出扬子江船业将参与熔盛重工重组的消息,
任元林表示,相关政府部门此前已经接洽扬子江船业,希望扬子江船业收购熔盛重工的一部分股份,但目前也仅是商议,并未有实质性的进展,到目前为止管理层也并未作出任何有关收购的决定。
任元林表示,扬子江船业的收购对象必须具有相当的运营能力,并且可以补充扬子江船业现有的产品。他指出,扬子江船业做出的任何收购决定都将以时机、价格、市场状况为基础;公司能够抓住收购机会,但并不一定需要创造机会。
克拉克松数据显示,自去年下半年以来,中国的活跃船厂大约从300家逐渐减少到目前的100多家。
针 对目前的海工市场,任元林表示,在目前油价下海工装备市场很难有起色,而油价恢复到70美元以上后,
海工市场依然会重新活跃起来。不过考虑到海工装备对资 金要求很高,风险很大,扬子江船业目前还不会
大举进军海工市场。加上扬子江船业仅获得一个钻井平台(船型 船厂 买卖)建造订单,船厂已暂停扩大钻井平台建造产能。不过,公司看好液化天然气市场的前景,开始涉足LNG船建造市场,并获得2艘27500立方米LNG船 订单。鉴于中国液化天然气需求上升,公司还有望获得大型80000立方米LNG船订单。
对于其核心的干散货船(船型 船厂 买卖)建造业务,扬子江船业的策略是让船东选择延迟接收新船,
尽量减少撤单情况的出现。
任元林表示,扬子江船业未来还是集中精力建造10000TEU集装箱船(船型 船厂 买卖),并准备建造利润比
散货船较高的VLCC。
2. 全球VLCC手持订单量突破100艘全球VLCC手持订单量突破100艘
近期油船市场的强劲表现所产生的吸引力越来越引人注目,去年第四季度VLCC在现货市场上的日租价就已超过了50000美元,而这一数字今年还在不断增长。因此,船东未来将会向船厂订造更多的VLCC,而这一现象的出现只是时间问题。
根据船舶经纪Gibson的数据显示,自今年1月以来,全球VLCC新船订单量已达到了12艘,这使得全球船厂的VLCC手持订单量突破了100艘大关,达到了101艘,占据现有全球船队规模的16%。船舶经纪人表示,自去年9月以来,VLCC的订单量不断增长,而这也是由于该型船近期在即期市场上的日盈利额及签租量达到了近年来的最高水平。一方面,VLCC在去年12月在即期租船市场上的日租价达到了6年半以来的最高水平,这让船东感到吃惊;而另一方面, VLCC的手持订单量占据了全球手持订单相当大一部分比例,这让投资者对VLCC未来表现抱持怀疑态度。不过,今年1月VLCC越来越高的日租价也使得船东开始签订新单,相比2013年1月同期 的38艘VLCC新船订单,今年市场表现已经体现了投资者的态度。
Gibson指出,虽然目前VLCC在即期市场上的日租价为船东提供了信心,但从长远来看,目前的VLCC订单量仍算合理。然而,可以肯定的是,今年 新造船市场上将会出现更多的VLCC订单,这将为该型船市场增加潜在的压力。
由于老龄VLCC的拆船活动和改装FPSO活动均有所减弱,若该型船日租价如 预期在今年下半年出现软化,
那么即期市场上无论是船舶日盈利额还是租船活动都将有所下降。
同时,近期在中东地区原油船租船市场上,VLCC的租船活动相对于其他船型,表现略为平淡。据国际船舶网了解,尽管该型船在中东地区2月档期基本已全 部获租,但许多货主仍然在趁机推迟3月租约活动,直到日前才敲定最终协议。
在苏伊士运河以东地区,近期VLCC运价略有走软,运价指数维持在WS55以上。
而在苏伊士运河以西途径好望角航线,VLCC的运价指数维持在WS35水平。而得益于中国新年假期,未来该型船运价预计将出现上升趋势。
3. Tsuneishi开发新型38,000DWT级散货船
2015-3-13
日本Tsuneishi(常石)造船成功开发了新型38,000DWT级小灵便型散货船而近日把它推出到市场。该公司的主打产品为中型散货船,而此次在公司的产品目录上又加入了小灵便型散货船。
根据 MarineNet消息,该新型小灵便型散货船的船长、型宽、深分别为180m、30m、15m,设计吃水9.5m,长度相比原有35,000DWT级船舶拉长,从而能够保持适用范围较大的特点,同时还实现了船体大型化。在最近几年间,Tsuneishi造船以82,000DWT级尔萨姆型及58,00DWT级“TESS58”系列等中型散货船为主进行业务经营。该公司计划通过 从原有35,000DWT级提升至38,000DWT级的升级改善工作而开发的新型小灵便型散货船,即将适应于业内小灵便型散货船的大型化趋势,逐步提高接单量。
另外,通过此次开发项目,能够建造37,000-38,000DWT级散货船的日本造船企业数量从原有 6家 Imabari(今治)造船、Oshima(大島)造船、Shin Kurushima(新來島)造船、Onomichi(尾道)造船、Kanda(神田)造船以及Naikai(內海)造船等)增长至7家。从而,据展望今后日本小灵便型散货船市场的竞争变得更加激烈。
三:海难(Causalty)
台湾中钢公司之巴拿马旗货轮‘CSE Clipper Express’(2005) 28,423-dwt 本月11日空船从日本秋田开往台湾时遭遇狂凤被吹上礁石搁浅. 船上20名船员 (11名来自台湾, 9名来自中国) 均无羌留在船上等候拯救.
四:买卖/租贷 2015-03-12 (S/P & Chartering)
1. SALE AND PURCHASE
Name Size Built Buyer Price (Mln$)
Oinoussian Lady 76704 2004 Eurobulk 11.50
Million Trader 75880 2006 Greek 12.50
Sunny Ace 55888 2005 Unknown 11.00
Glory Ace 46620 1999 Greek 6.10
Moon Star 40600 2015 LDC 17.50
Crescent Star 40600 2015 LDC 17.50
Eastern Star 28437 1997 Unknown 4.20
Selma B. 319869 2010 Unknown 80.00
Camilla T. 318700 2011 Unknown 80.00
Navion Svenita 106506 1997 New Shipping 8.80
Hyundai resale 50000 2015 Tankaska 36.50
HC Dalia 37420 2001 Indonesian 11.60
2. SOLE FOR DEMOLATION
Name Dwt Ldt Built Buyer Price (per ldt usd)
Hyundai Universal 200052 25788 1990 Unknown 370
Grand Horizon 150046 21995 1990 Unknown 380
Yong Jia Men 29499 7321 1983 Indian 360
Moon Liberty 151533 ----- 1992 Indian 375
3. TIME CHARTERING-TANKER 2015.03.111
Type Period Rate US$(pdpr) ______________________
One year Two years 3 years 5 years
VLCC 38,500 39,000 39,000 41,000
Suezmax 31,000 30,000 30,500 31,000
Aframax 22,250 22,600 22,000 23,500
Handy 13,750 13,900 14,250 14,500
4. CHARTERING- Dry bulk (2015-03-12)
Handy
It has been a firming week in both hemispheres this week and especially in the Pacific. The latter is seeing late March stems entering the mrkt including finished steel products from China. Nickel ore rounds are being fixed in region low/mid Usd 6k and the coal runs to India are up abt Usd 1,000 since last week and now fixing 7-8k depending on delivery. In the Atlantic we also see the rates coming up, but not to the same extent. The oversupply of tonnage is still affecting the rates, but TA's are now being fixed in region of Usd 6,800. The period market is quite active on the shorter periods and good eco Smaxes are being fixed ard the 9k level bss dely Feast.
Panamax
The Panamax market had a bit more activity this week with a touch firmer rates out of ECSA and in the Pacific. In the Atlantic in general we still see a very soft market. Major charterers see this as good timing for securing their forward programme and are now entering the mrkt with COA's for 2016 onwards. TA's are now being fixed in region of Usd 4-5k while shorter delaying rounds have even been concludedas low as Usd 3k. The ECSA _grain stems are now shortly touching levels ard Usd 12k + Usd 200k GBB. ln the Pacific we can see ows fixing between Usd 6- 7k for NoPac rounds and the shorter Indo/China trade is being fixed at Usd 5k. The period market is very quiet but shorter periods are being concluded at levels ard Usd 6,5-7k depending on delivery and vsls specs.
Capesize
Similar to watching the grass grow - only without all the excitement. Activity is low, and consequent daily average spot earnings for 180000-tonners continue falling another 12% w-o-w to come in at a very uninspiring usd 4350. Despite increased scrapping this segment stays over tonnaged in all geographical areas as there is simply a limit to how much iron ore and coal the world's base industries nee transported by sea. As physical realities have sunk in over some time, players gradually lose faith in forward market, with FFA levels for 2016 now dipping below usd 11k. Next to nothing is being concluded for period, and going levels for good 180000-tonners is expected to fall below usd 10k basis 12 months, for short periods below usd 7k.
CHARTERING-Tankers
Crude- VLCC
The activity in the Meg has increased over the last week from the previous week which was rather slow and rates did correct down. The rates ex Meg have for the most part stayed relatively flat with the odd fixture slightly higher or lower depending on destination and/or 'handicap'. Every attempt by owners to push a little has been quickly shrugged off and rather indicative that volumes compared to tonnage availability remains imbalanced. About 100 deals ex Meg logged and eyes keenly focused on what could be left prior to the April stem-confirmations early next week. Charterers in the meantime remain calm, which may indicate that March may not be a large month. Continuous delays for loading Basrah combined with delays in Chinese ports may though alter the scene some if April starts on a brisk note. Wafr/East remains stable as well but far from the volumes .required to alter any trend for the Vlcc's. Suezmaxes for loading West Africa for Western destinations did see rates improve the past week due to a very high fixing activity. With most vessel's ending up in Europe we have seen for some time a shortage of Suezmaxes for loading In Americas, and rates in this area has therefore strenghtened. We even see Suezmaxes ballasting from Gibraltar to take part in is active and strong market. In Med/Bsea the recent activity has been sustained and rates remain firm here as well, mainly due to more liftings than recently from East Med. The foregoing week in the Nsea/Baltic area was very slow activity wise, hence there was a surplus of tonnage available for mid-month fixing dates when charterers started looking beginning of this week. Despite a fairly decent activity level this week rates did decline a couple of points for cargoes loading ex Baltic. Going forward the market is looking quite balanced in terms of supply and demand. In the med/bsea the market dropped to around ws110 with tonnage supply looking quite balanced for any, cargoes loading in the 2nd decade of March. However, more ships are coming back into position for end-month loading, again adding some downward pressure on the rates. On the other side, there is uncertainty with export volumes out of Libya, and any increase in exports could balance the equation somewhat.
CHARTERING-GAS
At the end of last week nearly everybody in the VLGC market attended the Tokr International LPG Seminar, and in the first half of this week a chunk of e VLGC community attends the IHS International LPG seminar in Houston - and quite a few had the pleasure of attending both events. In the meantime, and with both Charterers and Owners listening to lectures and having discussions with each other, the activity in the spot market was at a low level, no wonder. The little there was were some additional freight inquires by the Indian charterers with load dates nearing the very end of March. Most March tonnage in the East is sold out already, and in the event more than a couple of MEG/East March loading cargoes are floated the freight rates will rapidly go up. At the same time the CFR market arrival) in the East has been showing some weakness recently and spot rates may already have reached the maximum for now at USD 103/104 - equal to roughly USD 90,000/day.
五: 2015-03-12 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) -0.3% -0.3% -0.2% -11.0% +2.9% -2.1% +0.0% +0.0% +0.3% +0.0%
六:2015/03/13船用燃油价格(每吨/usd)
来源: Bunkerworld
IFO 380 __IFO 180 MDO MGO
新加坡 323 340 535 545
鹿特丹 295 315 ----- 517
休士顿 305 360 ----- 607
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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