中丹相互承认证书
2015.04.30
一：头条新闻
1. 中丹签署相互承认海员适任证书协议
中国外派海员到签署国国籍的船舶任职，不再需要通过第三国换发船员适任证书.记者从交通运输部获悉，在中国、丹麦建交６５周年之际，中丹两国主管机日前在北京签署了相互承认海员适任证书协议。互认协议签署后，双方船员如在对方国籍 船舶上服务时，仅需持有船员本国的海事主管机关签发的适任证书，由对方海事主管机关在签发证书基础上签注即可生效。
根据《１９７８年海员培训、发证和值班标准国际公约》马尼拉修正案的相关要求，国际海事组织各成员国之间签署互认协议的前提条件是“公约有关适任标准、培训、发证及质量标准的要求得以完全遵守”。中国已于２０１１年底前完成了与该公约修正案有关的国内法律法规及规范性文件的调整，船员培训、考试和发 证体系符合有效地实施公约的要求，达到了世界先进水平。
中国目前已与２３个国家（地区）签署了互认或单边承认海员适任证书协议，仍有多个国家提出与我国签署协议的意向。
中国现有海员６０万，其中外派海员１２万。互认海员适任证书协议签署后，中国外派海员到签署国国籍的船舶任职，不再需要通过第三国换发船员适任证书，将有利于提升中国外派海员的竞争力，扩大中国在国际海员劳务外派市场的占有份额。
2015-4-27
2. 中国不良资产类船舶被荐向海外
2015-4-24
(周刊选读）中国融资租赁船东在等待定租市场回暖的同时，开始为无主船舶寻求海外“落脚点”
市场中已传出不少此类案例，一些被船厂或因财务重组事宜被挂牌出售的船舶，正被推荐给海外或香港船东进行管理。但观察人士指出，一般而言此类问题多会在国 内解决。在近期一份这类交易中，上海外高桥就因老客户福茂航运(Foremost Maritime)将艘无主海岬型船退租，而转投另一位老客户华光海运（Wah Kwong）。
据《贸易风》了解，总部设于纽约的海岬型船东福茂海运在光租合约到期后，已将17.64万吨级的Wan May轮（造于2012年）退租给外高桥的船东分支。相关租约的租金尚未透露。尽管该船享有福茂船队的典型船名，但与其它以May取名的船舶不同，它只是 被光租租入。
据悉外高桥一直在兜售这艘船，只是它不打算在目前市况下寻求新租约，而是将它以未定期限，交予华光进行商业及技术管理。该船被退租后，意味着外高桥手中又多出1艘未售船舶。但对于香港华光海运的小型第三方管理船而言，或是不错选择。
这家蓝筹级船东的第三方船舶管理业务规模不大，只包含经营合资公司的船，以及为长期合作的公司偶尔负责管理或船厂监督业务。但公司消息人士称，上述计划已被纳入考虑范围。
Wan May 轮自2012年11月从外高桥交付以来，就一直获租于福茂。它原本是为一家叫做Capital Ocean Shipping Ltd的船东公司打造，船名是Ocean Capital轮。
此外，至少还有一艘海岬型船也在完成一 年期租约后，被退回一家中国船厂的租赁分支。该船也被推荐给其它香港及海外船东，但具体细节尚不明确。与此同时，一些中资银行也在与外资船东接洽，内容涉及破产公司蓝海海运（Lanhai Shipping）长期闲置的船队如何安排。
据悉，经纪商正试图为8艘蓝海的散货船找到“新家”。它们是由中国进出口银行与中国建设银行提供融资，分别是5艘造于扬帆的超大灵便型船以及3艘7.9万吨级的巴拿马型船。建设银行本是打算将它们整体出售，但据悉由于内部的报审程序复杂导致难以落实，所以该行正考虑将这些船投入光租业务。
来自贸易风
二：造船 (New Building)
1. 厦船重工又获得2艘汽车滚装船订单
2015-4-29 16:29
4月16日，厦船重工在厦门海沧鼓浪湾大酒店与中世国际公司再次签订2艘2100车位汽车滚装船的建造合同。
同日，厦船重工公司为中甫航运有限公司建造的首制2100车位汽车滚装船开工点火仪式也在企业内业课举行。各界领导、嘉宾、作业课代表100多人共同出席了仪式。
开工仪式上，船东和福船集团赵金杰董事长一同按下开工点火按钮，首制2100车位汽车滚装船466A正式开工建造，此举标志着厦船重工船舶建造史上又多了一种新吨位的船型记录。据悉，参加开工的领导与嘉宾一同出席了签字仪式。
另外，首艘2100车位汽车滚装船（466A）是厦船重工首次承造的新型汽滚船产品。2100PCTC该型船，总长141.2米、垂线间长129.6 米、型宽24.4米、设计吃水6.00米，一定条件下服务航速不小于16.0节，全船共有9层装车甲板，总装车面积约为18000平方米，标准装车数约为 2100辆。自去年8月份签订
合同以来，在企业经营部、技术中心、生产指挥部、作业课等多部门的精心组织、周密协作、积极创新下，经多月的努力，如期顺利 开工。
2. 巴西计划订造最多50艘40万吨VLOC
据悉，巴西铁矿石供应商Vale公司近日与中国船东及造船厂牵手合作，计划再订造最多50艘400,000DWT级超大型矿砂船("Valemax" VLOC) 。
根据外媒消息，Vale公司近日接连与中国远洋控股股份有限公司（下称中远集团）、招商局能源运输股份有限公司(下称招商轮船）、山东海运股份有限 公司以及中国工商银行旗下工银金融租赁有限公司等签署了长期租船合约，而中远集团估计即将在中国订造20艘VLOC，剩下的公司也将在中国订造各10艘船 舶。
Vale公司眼下已经有35艘Valemax系列建造完工，然后接下来再企划第二轮Valemax新造项目，并于去年已经与中远集团、招商轮船签好了各10艘的铁矿石长期运输合同。
另外，上海船舶研究设计院（下称上海船院，SDARI）近日推出一款新的超大型矿砂船设计，燃油效率更高，有害气体排放更少。
新的40.5万载重吨VLOC可将燃油消耗从97吨减到80吨左右，二氧化碳排放也比以前40万载重吨的船减少20%。上海船院的一位项目负责人表示，“新的40.5万吨VLOC将是非常具有竞争力的船型，可以成为中国-巴西航道最好的矿砂船。”
上海船院是中国船舶工业集团公司（下称中船集团）旗下具有国际影响力的民用船舶设计单位，而这样的公司推出了40.5万吨VLOC设计，业界估计中船集团旗下的造船厂最有可能获得相关船型船舶订单。
2015-4-27
三：港口(Terminal)
1. Hong Kong loses out to Singapore in race to develop Asian shipping hub 香港成为亚洲航运中心的意望已经输给新加坡.
27/04/2015
Hong Kong has lost out to Singapore in the race to develop Asia’s most comprehensive hub for shipping and related businesses, a leading figure in the city’s shipping industry said yesterday.
“In the context of [fostering] a maritime cluster, Hong Kong is no longer able to compete,” Tung Chee-chen, chairman of Orient Overseas Container Line, told an industry conference in Singapore. Tung was referring to efforts by Hong Kong to leverage the city’s strengths in financial services and shipping support services to shore up the once-dominant maritime business.
With Hong Kong’s port caught in a pincer action from rivals on the mainland and in Singapore, the promotion of a maritime cluster – drawing in sectors such as financing, brokering and legal services – has been touted as a way to counter a slump in container traffic.
Tung said the Hong Kong government was doing its job promoting the city’s advantages, but this approach differed from that of Singapore, which targeted key companies. “For example, Singapore has targeted many Norwegian companies, convincing them to set up offices in Singapore. With word of mouth, more Norwegian companies flocked in,” Tung told business and government figures in the Singapore Maritime Lecture, an anchor event in the city state’s annual Singapore Maritime Week.
Tung added that Singapore gained a head start after the signing of the Sino-British Joint Declaration in 1984. “At a time when Hong Kong was surrounded by uncertainties, Singapore attracted many companies,” he said.
The efforts by Hong Kong and Singapore to promote maritime clusters, under the shadow of the rise of the mainland’s ports, aim to exploit not only the cities’ financial services clout, but also their legal system strengths and absence of capital controls.
Tung also admitted that he had been struck by Singapore’s forward-thinking in expanding its port infrastructure.
“I’m very impressed with the building of the port in the way that Singapore anticipated future growth. No other countries or ports in the world are contemplating similar investment. Singapore is pulling away from all its competitors,” Tung said.
The Lion City, home to the world’s second-busiest container port after Shanghai, is spending S$3.5billion (HK$20 billion) to expand capacity at its Pasir Panjang Terminal by half, or 50 million 20-foot equivalent units, by 2020.
“Hong Kong cannot compete because we have a different land policy. In that respect, we’re a bit detached from reality in the sense that we cannot do the things we want to,” Tung told the South China Morning Post on the sidelines of the conference.
Hong Kong, once the world’s busiest container port, has slipped down the rankings, trailing Shenzhen in fourth place last year.
Source: South China Morning Post
四：海难(Casualty)
1. 金陵船厂 2 艘船被大风“刮跑”
2015-4-30 15:18
金陵船厂2艘在建81600吨散货船竟然被大风“刮跑”，险些酿成重大事故。
4月28日夜间，一场强暴风雨加十年罕见的冰雹袭击宁镇扬地区，位于扬州的金陵船厂两艘在建船被8级阵风吹袭挣断缆绳漂入江中，顺着江水从上游向镇江水域漂移并且连撞多船。所幸镇江海事部门快速反应，在半小时左右的时间里派出5艘大型拖救紧急施救，最终成功在长江高资水域将两艘船截停，一场危机成功化解，挽救了重大经济损失。
据国际船舶网了解，两肇事船或为金陵船厂在建81600载重吨散货船，船长230米，原本靠泊在停靠在仪征江边的金陵船厂码头上装配作业，当时船上只有值 班的技术工人，无船员。当晚19时02分，长江段狂风暴雨大作，江面上的风力达8级以上，两艘船被崩断缆绳，在风力作用下，沿着主航道往下游漂移，更大的 危险随时可能发生。
接到险情后，镇江海事指挥中心快速启动应急预案，立即派出2艘海巡艇赴下游水域指挥调度，同时联合扬州海事部门，迅速派出5艘大型拖轮赶往下游水域准备截停海轮。
据江苏海事局当事人事后描述，当晚江面上狂风暴雨漆黑一片，海事抢险人员不顾危险，在波涛汹涌的高资水域展开营救。19时28分，两艘海轮漂移至高 资江面大道河河口附近时，撞上浮吊码头后，下行速度明显减缓，利用这一有利时机，海事抢险人员迅速驾驶拖轮顶住海轮，随后用高强度缆绳进行控制，成功将两 艘海轮截停。现场执法人员还将受损遇险船舶一一找到并转移至安全水域；随后现场搜救指挥人员连夜研究制定计划，将两“脱缰野马”安全拖回了船厂码头。
经过通宵的努力，强暴风雨天气造成的险情已被成功控制，损失并未扩大，无任何人员伤亡，此次事故的后续处理工作正在有条不紊的进行之中。
2. Container ship ‘Maersk Londrina’ explosion and fire 香港旗货箱船’Maersk Londrina’ 4月25日
于印度洋货舱发生爆炸和火灾, 漂流数小时后, 续航至 Port Louis善后.
April 28, 2015, 12:22 am
Container ship ‘Maersk Londrina’ suffered explosion and fire in one of cargo holds at around 1500 UTC Apr 25 in position 15 44S 068 48E, some 700 nm northeast of Port Louis. Vessel was drifting for several hours, then resumed sailing, heading for Port Louise, Mauritius for shelter at full speed. ‘Maersk Londrina’ arrived to Port Louis on Apr 27, at 0400 UTC Apr 28 she was in Port Louis, condition unknown. Maybe there is still fire in container or containers. Vessel reportedly was en route from Tanjung Pelepas, Malaysia to Brazil ports.
Container ship ‘Maersk Londrina’, IMO 9527037, dwt 99778, capacity 8700 TEU, built 2012, flag HK, manager MAERSK LINE.
3. Bulk carrier ‘Stella Belinda’ under way after explosion and 10 days drift 新加坡旗货轮 ‘Stella Belinda’ 本日19日于墨西哥湾发生爆炸和当主机, 漂流十天后修好主机继续航程.
April 25, 2015, 2:11 am
Bulk carrier ‘Stella Belinda’ as of 2000 UTC Apr 24 is under way, presumably under own power, moving towards port of destination in Louisiana. It is assumed, that the vessel fixed problem by own means.
Bulk carrier disabled in Gulf of Mexico after explosion April 19, 2015
Bulk carrier ‘Stella Belinda’ suffered explosion and engine failure around Apr 15, most probably earlier, on Apr 13. Vessel is en route to Burnside Louisiana from Trombetas Brazil, drifting since accident occurred some 270 nm due south from Mobile.
Bulk carrier ‘Stella Belinda’, IMO 9649299, dwt 81700, built 2013, flag Singapore, manager CARA SHIPPING PTE LTD.
五：买卖/租贷 2015-04-29 (S/P & Chartering)
1. SALE AND PURCHASE
Name Size Built Buyer Price (Mln$)
SWS 1364 180000 2015 Diana Shipping 43.00
Syritissa 87144 2006 S.Korea 13.80
Torm Island 82194 2010 Diana Shipping 18.05
Colchester Castel 45300 1996 Singapore 4.10
Hui An Hai 32000 2010 Undisclosed 6.80
New Sailing Star 32000 2010 Eddie Shipping 6.50
Med Bridge 28493 1990 Chinese 3.00
Birch 4 25369 2000 Chinese 4.00
Beijing Sunrise 321300 2009 China VLCC Inv. 32.50
Stavanger Prince 109390 2002 Greek 18.80
Nautilus 43538 1998 Turkish 8.8
2. SOLE FOR DEMOLATION
Name Dwt Ldt Built Buyer Price (per ldt usd)
Golden Bell 207724 26061 1990 Bangladesh 390
Marigold 207250 26061 1990 Bangladesh 390
New Horizon 154578 20894 1992 Indian 416
Chikuzen 8 150842 18295 1993 Pakistan 412
Ore Mutuca 149495 18468 1990 Pakistan 390
Best Trader 69998 12982 1990 Bangladesh 405
Toscana 36120 11442 1996 Indian 407
3. TIME CHARTERING-TANKER 2015.04.29
Type Period Rate US$(pdpr) _____________________
One year Two years 3 years 5 years
VLCC 40,000 39,000 40,000 42,500
Suezmax 31,250 31,500 31,500 29,000
Aframax 23,000 23,000 22,250 21,500
Handy 14,500 14,500 14,250 14,000
4. TIME CHARTERING-DRY BULK 2015.04.29
Type 4-6 months One year Two years Rate US$(pdpr)
Atlantic Pacific Atlantic Pacific Atlantic Pacific
Cape size (180k’) 8,850 8,850 10,000 10,000 12,000 12,000
Pnmx/Kmax (76-82k) 8,850 7,150 8,550 7,450 9,550 9,250
Supramax (56k’) 8.200 7,050 8,350 7,350 9,350 8,750
Handy (32k’) 6,000 6,000 6,200 6,200 7,000 7,250
CHARTERING- Dry bulk (2015-04-29)
Handy
Rates seems to have stabilized around last week's levels. It is still the ECSA grain cargoes that keeps the market alive and help absorb supras in the Atlantic. It was reported a supra with continent delivery that achieved usd 10500 for a fronthaul to India. The positive signs we saw in the USG last week did not materialize as the rates are slightly down week-over-week. The pacific has been very stable around usd 5500 daily for the supramaxes, while the handies has come off a bit and cannot expect more than around usd 3000-3500 for pacific rounds.
Panamax
Slow start of the week with limited new business, rates slipped in Atlantic and activity remained flat and unexciting. Atlantic rounds paying in the region of usd low 6000 per day depending delivery and duration. It has mainly been the grain from ECSA to feast who made an impact on the trading activity and rates from ECSA reached 12500 and 250 k bb for Kamsarmax this week. In the east there has been reported fixed some shorter periods typically 4-6 or 8 months at high usd 6000 to mid 7000 daily. Australia/China rounds paying arnd low usd 4000 per day. With holiday coming up end of this week feel activity will remain slow.
Capesize
Generally flat as a pancake with a very distinct scent of blood. Minor negative adjustments evident on fronthaul routes, a consequence of piling-up of early tonnage in Atlantic with nowhere to hide and nothing else to do. The lowest main commodity prices seen in some time reflect the fundamental challenge for this segment, and even the present dramatically ramped-up scrapping activity is not sufficient to take it anywhere near to short-term equilibrium. Best-case daily average spot earnings, for the ships actually employed, stand at usd 4500 on modern 180k-tonners, as compared to usd 8k recently concluded basis 6-9 months. Less attractive units, typically 172000 dwt/built 99, go as low as usd 7k for 1 year.
CHARTERING-Tankers
Crude- VLCC
Rates in the Meg has been a bit of a rollercoaster the last week. Rates Meg/East are off the peak and despite a few soft fixtures on 'handicapped ships' rates have stabilized in low W60's which still yields abt $55k/day. Activity has been relatively high last week, as many had elected to balance their programs prior to the extensive holidays starting end this week. Meg/West remains stable as well with mid W30's being going rates, depending routing. Wafr/East has been a bit hot and cold with trading bbls in Nigeria in play, but some fixing and failing has eased rates here as well. Earnings are however still 'palatable' and mirror earnings Meg/East. Activity for Suexmaxes in West Africa has been slower this past week than we have seen for some time. Charterers are holding back on stems for 2nd decade Laycan in West Africa, as the position list does look ample at first glance. However, last few days we seen increased activity from Usg and Caribs, not only for short voyages like up the coast, but also Ta and East for prompt days. Provided these ships get subs and also considering vessels with a 'handicap' like uncertain berthing prospects etc., we expect the market to stay at present levels. Bsea/Med activity has also been less than usual the past few days, however rates still holding with some help due to prompt replacement fixtures and more tonnage taken out from the area due to the arb for east destination remains open. Aframax in the Nsea and Baltic remained stable last week and rates went sideways for the early May cargoes that have been covered or in play at time of writing. The Med experienced a good amount of activity last week and a stronger momentum started to emerge. Continued delays in key ports is expected to keep this market under pressure going forward with more favorable rates for the owners in the area.
CHARTERING-GAS
It has not been the busiest week in the VLGC market, but nonetheless there were a handful freight inquiries floated in the MEG/East market. The Baltic VLGC index has for nearly three weeks gained every single day and has over that period strengthened by some 25 percent. The latest fixture in the east of Suez market is pretty much dot on the Baltic index i.e USD 97 pmt - equal to just over 80,000 USD/ day. The tight East market at current is supported by an even tighter market in the West where any loading window prior to the middle of June seems hard to cover. Chartering for May loading in the East is not over yet, and seemingly those comparatively few vessels still available should be able to maintain the firming momentum, but at the same time cargo market does not support the current rates, let alone any increase. For this reason we could see more relets offering freight to the market meaning current level becomes the peak in this cycle. There are some rumours about additional 2017 VLGC NBs and even TCs attached, however, the details are well kept secrets for now. If we compare the 2015 Baltic average to date with the same period last year, 2015 is roughly 20% higher than 2014, however, on this day one year ago the index was at USD 130 per ton on its way down from 137 a few days earlier when the market had reached USD 100,000/day for the first ...
六： 2015-04-28 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) +0.1% +2.3% -0.2% -0.2% +0.1% -0.6% +0.2% +0.0% +1.9% +1.8%
七：2015/04/30船用燃油价格(每吨/usd)
来源: Bunkerworld
IFO 380 __IFO 180 MDO MGO
新加坡 364 377 565 575
鹿特丹 347 367 ----- 580
休士顿 340 395 ----- 635
*****************************************************************************************************
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
