“数”说船员    2015.06.30 一：头条新闻 “数”说船员 全国主要海船船员培训机构师资数量统计表: 1.其中，山东省是国际航行船舶船员的“供应”大省，约有17.8%的船员在该省出生，近21.1%的船员在该省注册，位列我国第一。在海船船员中，有128,386人持有有效 GMDSS证书。在这些船员中，船长、 轮机长大部分在40-50岁之间。 2.其中，浙江省是沿海航行船舶船员的“供应”大省，约有31.1%的船员在该省出生，逾30.6%的船员在该省注册，成为对沿海航行船舶船员影响最大的国内省份。在这些船员中，年龄介于50-60岁之间的船长人数最多，但超过四成的轮机长年龄介于40-50岁之间。 3.引航员作为精英中的精英，人数稀少。据悉，我国目前仅有注册引航员2184名，其中海港引航员1777名，占总人数的八成有余。在一级引航员中，海港一级引航员有864名，占据海港引航员的半壁江山；而内河一级引航员仅151人，在内河引航员中占比不足四成。 4.在我国广阔的水网地区，还有670246名注册内河船舶船员。对于这些船员来说，安徽、江苏是两大注册地，在这两个省份注册的船员有近四成。在他们中，40-50岁也是船长、轮机长分布最多的年龄段。 5.2010年以来，我国各层次航海院校航海类专业招生数量逐年递减，过半数学生为大专学历，成为船员主流。而各层次航海院校航海类专业毕业生考证情况数量也波动下滑。 来自中国水运报 2015-06-26 Asia-Europe to take hit as Cosco places mega ship order  中远订造 2万箱船将对亚欧航线带来冲击. 29/06/2015 After months of rumours, there is increasing confirmation that the major Chinese shipping group Cosco is planning to add mega-ships to it container carrier fleet. Cosco has reportedly ordered nine 20,000-teu ships, with an option for four additional vessels of the same size, according to several news media. The container ships will be built at three different Chinese shipyards: Shanghai Waigaogiao Shipbuilding (SWS), Nantong Cosco KHI Ship Engineering (NACKS) and at Dalian Shipbuilding Industry Co. The ultra-large container ship newbuilding order comes just days after Maersk Line ordered 11 similarly-sized vessels of 19,630-teu each.That order came after CMA CGM confirmed it had ordered six 14,000-teu ships, which came weeks after OOCL ordered six 21,000-teu container carriers. Hapag-Lloyd is also now rumoured to be on the verge of placing an order for several ULCSs, but there is no word yet on the capacity for these newbuilds. The spate of new orders puts further pressure on the already strained rates on the flagship Asia-Europe service, which is currently suffering from record low freight rates as shipping lines wage war with one another in an attempt to secure volume and retain market share.In the period from May to late 2015, 630,000 new teu has been ordered in newbuilds of vessels of 10,000-teu or above, with the same level of newbuildings set for delivery in 2016 and 2017, according to a report from Drewry in late May.And the orderbooks for 2018 and 2019 are also being filled, with the Cosco order representing the latest addition.Drewry has forecast that all newbuildings of 14,000-teu or above, representing a combined capacity of 503,000-teu to be delivered in the remainder of 2015, will be deployed on the Asia-Europe route. Source: Arabian Supply Chain South Korea's candidate Lim wins IMO secretary general vote 韩国釜山港务局局长 Mr. Lim Ki-tack 于今天被选为下一届 IMO 秘书长 By Gary Howard from London Lim Ki-tack, president of Busan Port Authority (BPA), has been elected as the next secretary general of the IMO.Lim beat five rivals from Denmark, Russia, Cyprus, The Philippines and Kenya in a vote at the 40-member IMO Council today; the council's decision will be put to the IMO Assembly for approval in November this year. “IMO has been the backbone of my professional career,” Lim told Seatrade Maritime as he announced he was standing in the election, adding that he has been attending various IMO meetings since 1986. “As a maritime professional with lifetime experience in a wide spectrum of maritime trades including seafaring, international maritime regulation and port operation, I believe I have the competence to serve IMO for its brighter future,” Lim added. Lim's career includes various posts at the South Korean embassy in London, and he has served as chairman of the Sub-Committee on Flag State Implementation (FSI) at the IMO. He graduated with a bachelors degree in nautical science from Korea Maritime University, and also holds a master's in political science and in maritime safety administration. Lim's campaign was the first to gain the official backing of a voting nation, when Panama announced it would be backing the BPA president. After interviewing all of the candidates and reviewing their answers to a questionnaire, Minister of Maritime Affairs and Administrator of the Panama Maritime Authority, Jorge Barakat stated: "we have decided that [the candidate] with the clearest vision of what needed to be done [at the IMO] and with the focus on the integral development of the organisation, the best of all was Lim Ki-tac.” Tuesday, 30 June 2015 12:55 二：造船(New Building)

中远集团日前斥资5亿美元在大连船舶重工订造3艘VLCC与5艘成品油船。 知情人士透露，中远集团旗下油船分支大连远洋已向大船重工订造3艘30万吨级VLCC与5艘7.6万吨级 宽型LR1型成品油船，交付期定于2017年。其中VLCC造价为每艘9200万美元左右，成品油船造价是在4200-4300万美元之间。加上此次订造的30万吨级新船，中远订造的VLCC总数已增至11艘。另外8艘船分别是在2012年末至2013年订造的10艘系列船，分别由大船重工 （6艘）、广州中船龙穴造船（2艘）以及大连中远川崎（2艘）承建。截至目前，大船重工与大连中远川崎均已交付1艘船，分别为30.8万吨级的“远春湖” 轮（建于2014年）与31万吨级的“远翔湖”轮 （建于2015年）。 据了解，大连远洋目前经营船队共有15艘VLCC。为了在国内不断提高的原油进口当中占据更大份额，该公司还揣着更大的扩张雄心，此次订造LR1型成品油船也是相关扩张计划的一部分。 经纪人称，大连远洋约有7艘造于2000年末的巴拿马型成品油船，而此次订造这5艘船，肯定是希望扩大在这一船型市场份额。就在不久前，中远集团还在国内船厂签下最多13艘20000TEU超大集装箱船的建造合约，耗资达19.5亿美元，从而加入超大型集装箱船“阵营”。这些船分别由外高桥造船承建4+2艘；南通中远川崎3+2艘；大连船舶重工2艘，定于2017年下半年交付。 经纪商认为，中远的这份订单也是与中国政府出台的拆船补贴政策有关。根据这一政策，中资船东在国内拆船并另造新船的话，即可获得现金补贴。此举的初衷是鼓 励国内船队的更新换代，如今也被视作刺激造船业发展的有效利器。中国政府决定将这一补贴计划往后推迟2年，改到2017年截止。 中远接连出手，对国内一些大型船厂而言也正如一场“及时雨”，今年以来，中国船厂一直很难从本来就有限的出口订单中抢到“一杯羹”。 来自国际船舶网 6/25/2015 上海船院自主设计的全球最大37000吨沥青船下水 6/26/2015 中船集团消息，近日，由上海船舶研究设计院自主设计、中航鼎衡造船有限公司承建的37000吨沥青船顺利下水，入级法国船级社（BV） 据悉，该船系全球最大的独立货罐型沥青船，为美国科氏工业集团量身定制，能同时运载石油沥青和闪点大于60摄氏度的成品油。该船总长179.9米，型宽 30.6米，型深16.8米，设计吃水9.5米，拥有4个独立货罐共16个货舱。37000吨沥青船的顺利下水，标志着上海船院在特种液货船设计领域达 到了全球领先水平，并为下一阶段的船型开发积累了宝贵的技术经验。”上海船院船舶设计一部副主任杨建华说. 隔热性优，设计灵活 据杨建华介绍，沥青船与传统液货船相比，最大的设计难点在于前者必须隔绝热传导，并克服复杂的热应力与结构变形。由于常用的沥青储存温度在140至160 摄氏度之间，因此，运输沥青的货罐必须具备170摄氏度的耐热性及良好的保温性。为了达到这一设计目标，上海船院的技术人员采用了双壳、单底、内设独立液 货舱的型式，独立货罐安装采用“浮动式”，外包隔热保温性能良好的绝缘材料。货罐没有与船体焊死，而是在底部采用隔热支撑垫块连接船体与货罐，并设置纵向 和横向定位、防横摇、止浮垫块等。这样做的好处在于既允许货罐受热自由膨胀，消除船体热应力，又有效隔绝了货罐热量的流失——经计算，货罐24小时内因热 量流失导致的温度下降仅为2摄氏度，与类似船型相比，能耗损失减小显著，大大降低了船舶运营者为维持沥青储存温度消耗的能源。 此外，由于该型沥青船系全球最大，其搭载的4个独立货罐使得管路布置的复杂程度迅速上升。“如果不加以控制，浮动的独立货罐和固定的船体结构势必会使连接 管路变形损坏。”杨建华指出，为了解决这一难题，上海船院的技术人员在设计之初即对全船进行了有限元计算，对热膨胀、热应力和结构进行了建模评估，这一准 备工作前后历时三个月。为了避免管系因热膨胀和罐体相对位移所引起的变形损坏，设计人员精心布置，并采用独特的管路连接方式，降低了管路吸入阻力，并消除管路热膨胀和热应力，避免管路变形损坏引起泄漏。 绿色经济，成熟快捷 满足安全运输沥青的要求之后，上海船院对该型船的能效和经济性也作了全面升级。该船线型完全自主研发，通过CFD等手段降低阻力，并配有节能装置消涡鳍。其船舶能效设计指数（EEDI）能满足phase Ⅱ的碳排放要求，并满足恶劣海况下的主机最小推进功率要求。 环保方面，该型船满足燃料油舱保护要求，满足硫排放控制要求，满足氮氧化物排放控制要求，满足美国海岸警卫队（USCG）关于在美国海域航行的国外船旗国船舶操作规则等相关要求，根据安全区域选用了合适的防爆电气设备，未使用石棉等有害材料，亦不使用被淘汰的冷媒介质。 经济性方面，通过结构有限元分析，优化结构设计，减轻钢结构重量，并通过B型干舷设计，取消甲板步桥，严格控制该船空船重量重心，降低建造成本，并使该船的操作更为简便。 杨建华告诉记者，早在2012年，上海船院研发团队就与船东密切接触，在探明市场需求以后，度身定制该船型，后与中航鼎衡正式签约。2014年7月，该船正式开工建造，今年5月顺利下水，预计今年年底交付。“该船的建造进展顺利，一方面得益于船企优秀的生产节点控制能力，另一方面也与上海船院前期准备工作充足、技术储备到位 有关。”杨建华又说，“在开发该船型之前，上海船院已经设计完成了3500吨、5900吨、6000吨、9000吨系列沥青船，目前正在设计中的还有12800吨、13000吨及17000吨沥青船，另有一些相关的船型正在开发中。因此，上海船院已经具备从3500吨到37000吨系列沥青船的开发能力，可以在短时间内迅速拿出吸引船东的方案。

三：港口 (Terminal)

挖深长江500里 5万吨海轮直达南京港

2015-06-30

作为长江经济带国家战略重要一环的“长江南京以下12.5米深水航道”建设工程（下称“深航工程”），6月29日翻开新的一页。

交通运输部新闻发言人徐成光向记者透露，交通运输部、江苏省政府已于当日在镇江联合宣布，总投资约73亿元的深航工程正式开工建设，计划工期3.5年，2018年年内完工。

工程建成后，5万吨级海轮可以从长江口直达南京港，10万吨级及以上海轮也可减载乘潮抵达，不仅使南京成为真正意义上的海港城市，也使国际近远洋运输向我国江内延伸近400公里。

“海进江”效益明显

今年5月18日，国家发改委批复同意该二期工程可行性研究报告。由中央资金和江苏省财政性资金按8：2出资。 中央资金中，国家发改委中央预算内投资和交通运输部内河水运建设专项资金按1：2分摊。
交通运输部总工程师赵冲久告诉记者，深航工程是交通运输部落实国家“一带一路”战略要求、建设长江经济带、 打造长江黄金水道的重点项目。

这一工程也是我国“十二五”规划和《国务院关于加快长江等内河水运发展的意见》确定的国家重点工程项目。

深航工程指挥部指挥长任建华介绍，该工程建设范围为长江干线南京至太仓河段，河段全长约280公里，共包含11个水道，其中仪征、和畅洲、口岸直、福姜沙 、通州沙和白茆沙6个水道因河势不稳定、滩槽变化等原因，不能满足12.5米水深要求，工程的建设目的就是通过对这6个水道进行整治，使12.5米深水 航道从太仓上延至南京。

中国工程院《长江口深水航道治理工程社会经济效益评估分报告》测算，工程投入使用后，每年可节约运输费、 中转费等直接物流成本约60亿元。长江南京以下12.5米深水航道一期工程太仓至南通段于2014年7月建成并投入试运行。上海组合港管委会副主任、江苏省交通运输厅港口局局长朱培德介绍，深水航道通到南通港后，由海进江到南通港，平均每吨货物可节省运输中转成本约9.8元，仅2014年下半年南通港受益货运量就达4000万吨，节约直 运输成本约4亿元，节省燃油8万吨，减少污染物排放24万吨。

实现“深水”对接

任建华介绍，二期工程整治河段自南通天生港区至南京新生圩港区，全长约227公里，初步实现贯通南京以下12.5米深水航道的建设目标。

本报记者从交通运输部了解到，在二期工程重点滩段整治期间，主要通过疏浚和加强航道维护管理的手段，于开工一年后先期实现12.5米深水航道初通至南京， 每年4月~11月航道维护水深为12.5米，每年12月~次年3月航道维护水深为11.5米，以试运行方式提供船舶利用。

据估算，长江南京以下12.5米深水航道建成后，航道通过能力增加50%以上。按海进江至南京航线的最优运输船型必要运费率对比测算，二期工程实施后，海 进江煤单位运输费用节约18.7%、进口铁矿石二程运输的单位运输费用节约11.6%，另外，近洋和二程原油运输、粮食运输的单位运输费用也可不同程度降 低。

经综合计算，二期工程实施后，船舶大型化带来的成本节约2020年、2030年将分别达到9.4亿元/年、13.6亿元/年。船舶实载率提升后，每年可减 少燃油消耗21.6万吨，减少碳排放量65万吨；同时还可提高深水岸线资源的利用率，进一步发挥长江水运的运能大、污染小、成本低、占地少等优势。

朱培德介绍，该工程建成后，平均每年可递增沿江港口吞吐量约1.3亿吨，直接拉动沿江地区GDP约238亿元，直接增加沿江地区GDP111亿元，新增就业岗位约16.4万个。南京港(集团)有限公司副总经理杨联宏对记者表示，将积极争取南京港享受海港待遇，加快推动大型海轮公共锚地建设。

来自第一财经日报

Chinese unit outshines SLPA Colombo terminal 哥伦布港中远码头效率优于同行业者

in Port News 29/06/2015

Sri Lanka’s state-run port institution’s container volumes declined by 8.9 per cent in the first five months of this year blamed on inefficiency of the new management but authorities are hyping figures by showing total growth at all terminals at the Colombo port. Although the Colombo port had recorded a growth of 6.8 per cent in January-May 2015 compared to the same period in 2014, the Sri Lanka Ports Authority (SLPA)-run Jaya Container Terminals and the Unity Container Terminals despite having the largest capacity recorded a drop of 8.9 per cent.

SLPA volumes were on a growth trend in the past few years but fell this year and with the China International Container Terminal (CICT) operational more vessels were found to be shifting from SLPA to this new terminal. CICT has grown sharply since most of the vessels calling at the Jaya Container Terminal (JCT) are now turning towards the new China managed terminal. Figures from January to May indicate that container volumes at the SLPA fell to 959,903 TEUs this year against 1,054,100 TEUs in 2014. SAGT was down by 17.1 per cent at 5, 54, 731 TEUs. CICT volume rose by 152.5 per cent to 5, 64, 238 TEUs this year from 2, 23, 474 TEUs in 2014. Total volumes at the Colombo port recorded a growth of 6.8 per cent 2, 078, 872 TEUs this year.

SLAP sources said the new management did not have the necessary capacity to compete with global port operators like APM Terminals that manages the South Asia Gateway Terminal (SAGT) and the China Merchant Holdings International (CMHI) managing the CICT.They said the new management was still studying the system which was not helpful towards the running of the establishment which lacked efficiency and decision-making.

The sources noted that the new management’s plans to reduce the 50 per cent partnership at the CICT run terminal by giving a similar share of less than 50 per cent at the East terminal would only create a bigger base for a China run port.This could spell

disaster since India wouldn’t be comfortable with the Chinese so close next door. With 90 per cent of transhipment in Colombo involving India it could create problems for Colombo which risks losing the status as a transhipment hub.
Source: Business Times

四：海难 (CASUALTY)

LPG tanker collided with boxship off Surabaya, tanker severely damaged本月29日油轮与货箱船于印尼 Surabaya 港外相撞油船损坏严重.

June 29, 2015, 3:42 am

LPG tanker ‘Navigator Aries’ collided with boxship ‘Leo Perdana’ early in the morning June 29 in waters of Karang Jamuang Island, some 20 nm north of Surabaya, East Java. Tanker suffered a portside breach 5 meters long, and a fire, which luckily, was quickly extinguished.  Tanker was en route from Dermaga Gospier to Pelabuhan Kalbut, while boxship was en route to Surabaya. Four tugs were deployed, tanker was anchored in position 06 59S 112 42E, some 10 nm north of Gresik. ‘Leo Perdana’ reached Surabaya under own power and was docked.
LPG tanker ‘Navigator Aries’, IMO 9403762, dwt 23333, built 2008, flag Indonesia, manager NAVIGATOR GAS LLC.
Container ship ‘Leo Perdana’, IMO 9363390, dwt 33423, capacity 2553 TEU, built 2007, flag Panama, manager TOKEI KAIUN KK, Japan.

Cruise liner ‘Celestyal Crystal’ vs. tanker ‘STI Pimlico’ – Update      游轮与油轮本月27日于伊斯坦堡海外相撞, 游轮船首和油轮左舷损坏严重.

June 27, 2015, 10:19 am

Product tanker ‘STI Pimlico’ was severely damaged in the collision, with a big breach port side midship, and cargo (nafta) spill. There was a danger of fire (maybe still is, because latest Turkish Salvage Agency statement said salvors were still cooling the hull). A Maritime Bulletin reader and correspondent who’s working on board of a tanker managed by the same technical management company wrote to MB, that there was a spill, presumably substantial. According to his knowledge, collision could be caused by tanker’s engine failure, which in its’ turn, could be caused by an electronic main engine system of the type which is considered by many ship engineers as too risky and unreliable.  
On photos damaged tanker and cruise liner.

Previous news:
Cruise liner ‘Celestyal Crystal’ collided with product tanker ‘STI Pimlico’ at 0125LT June 27 at the northern entrance of Dardanelles Strait in front of Gallipoli lighthouse. Tanker in load was en route from Tuapse Russia to Malta, cruise liner with 853 passengers and 382 crew was en route from Mykonos Greece to Istanbul. Both vessels were severely damaged, damages of cruise liner can be seen on photo. Tanker suffered breached tank or tanks, leak reported. Both vessels were anchored off Gallipoli, reportedly there are injured passengers on board of a liner. It is understood, that the collision was caused by command errors on both ships, Control Traffic Center was warning them about collision danger.
Update:
According to latest news, no injures, at least serious, on board of cruise liner. Tanker loaded with nafta suffered hole or holes in ballast tanks area with ensuing water ingress, list up to 15 degrees. It is said, that there is no cargo leak.
Cruise liner ‘Celestyal Crystal’, IMO 7827213, gt 25611, built 1980, flag Malta, manager Celestyal Cruises Cyprus, capacity 1409 passengers.
Product tanker ‘STI Pimlico’, IMO 9686871, dwt 38734, built 2014, flag Marshall Islands, manager SCORPIO COMMERCIAL MANAGEMENT SAM, Monaco.

五：买卖/租贷  2015-06-25 (S/P  & Chartering)         

1. SALE AND PURCHASE
Name                Size          Built      Buyer         Price (Mln$)
Tankers
Vidonia             306507        2006       Thenamaris        57.30
Pioneer             306397        1999       Ridgeberry        31.20
Progress            306397        2000       -do-              34.60
HHI resale #779     300000        2016       Tsakos            97.00
HHI resale #780     300000        2016       -do-              97.00
BLS Advance         84999         2002       Soechi            17.20
Hambisa             44549         1997       Far Eastern        6.80
 
Bulkers
Cecilia             170565        2016      Undisclosed        --------
Miraero Brave       81375         2012      Greek              --------
Daibo Yeosu         46601         1995      Chinese            --------

2. SOLE FOR DEMOLATION
Name                 Dwt         Ldt      Built    Buyer    Price (per ldt usd)
Xing An Da           33024       6727     1984     Indian        370
Master Ismail        25415       6216     1982     Pakistan      379

3. TIME CHARTERING-TANKER     2015.06.30
Type            Period           Rate US$(pdpr) ________________
                One year         Two years       3 years       5 years     
VLCC            46,000           43,500          42,000        41,000
Suezmax         34,500           33,000          32,000        29,000
Aframax         25,500           24,500          24,500        23,000
Handy           15,500           15,000          14,500        14,500
 
4.TIME CHARTERING-DRY BULK   2015.06.30
Type                  4-6 months               One year            Two years Rate US$(pdpr)
                      Atlantic   Pacific       Atlantic Pacific     Atlantic Pacific      
Cape size (180k’)    10,850     10,850        11,550   11,550      13,850   13,850
Pnmx/Kmax (76-82k’)   9,650      7,850        9,800    7,850       9,850     9,200
Supramax (56k’)       9.200      7,750        9,550    7,950       9,550     9,000
Handy (32k’)          6,250      6,250        6,350    6,450       7,000     7,250

 

5. CHARTERING- Dry bulk (2015-06-25)

CAPSIZE

Although the Capesize market skipped a beat at the end of last week, it seems definitely to be holding its ground. As of today, all trades are up and the time charter equivalents are now well over Opex, and still rising. In the pacific, the volumes are very healthy, and although there is not much fixing in the Atlantic the balance seems good and the rates are moving up faster than in the pacific. On period, we have seen numbers in the upper USD 12000 mark for slightly forward deliveries. In general, the mood is more upbeat and we may see the present market strength continue.

PANAMAX

After a remarkable rally last 2 weeks, boosted by ECSA June grain nominations, the market has calmed down considerably into a softer stand-off modus.The holidays in the Far East early week contributed to a muted sentiment. Tight for tonnage in the North Atlantic though, where Chrtrs with ppt requirements pay abt 8.000 for T/A and well above 12.000 for trips out. Forward business limited and rated below last done. ECSA fhaul at 12.750 + 275 bss APS mid week. Mixed and softening in the Eastern hemisphere, with APS rates having surfaced, from 5.000 DOP to less bss APS either for Indo/india or Aussie rounds. The period market has calmed down, with less interst and reduced rates.Short period abt mid 6's for regular LME's

HANDY

It has been a fairly active week for the Handies and Supramaxes across both hemispheres. With the bigger Panamaxes taking the lead for a firming market, the smaller Supras are now fetching up. We see stronger fixtures achieved both out of the USG and Continent. A healthy USD 15,250 was reported done on a Smax for USG/Feast. In the Pacific we see the usual Indo/China runs combined with India destined coal cargoes. Owners are able to fix low 6k for trips China and around USD 7k for trips direction India. The period market is back into play and shorter periods are now being concluded at around USD 8-8,5k depending on specs and delivery.

CHARTERING-Tankers

Crude- VLCC

The July program in the Meg is well under way and rates firmed at the beginning of the week but after the first decade came out somewhat shorter than the previous month, charterers took a step back and have held back some for the second decade. There is now a feeling that rates have peaked and a couple of deals done Meg/East a little lower than the top. Rates and earnings are however still healthy (abt $70.000/day) and owners are maintaining their defense to avoid giving much away.

Wafr/East is very much the same with rates off the tops but also here the supply of tonnage remains volatile as the list of tonnage from the east remains thin and there is still extensive delays in eastern ports which could alter the balance some.

The Suezmax owners enjoyed another week with firm rates in all trading areas, and we do expect this to go on for the time being. This is due to high fixing volumes particularly from West Africa and with several of these cargoes unsold the voyages will take longer than usual to complete and therefore creating a tighter and more uncertain position lists.

The Nsea and Baltic Aframax market continued to produce strong rates last week with a shortage of tonnage for certain dates causing the area to be very volatile during the period. As Ecuk loadings have struggled to find a home, this held up a lot of tonnage which normally would come back into the market at a given time. Tonnage hold up in combination with very high volumes has caused a rather difficult market at times and some fixtures have been pushed very high in regards to rates.

CHARTERING-GAS

The direction of the VLGC freight curve was already set when June started, and this week the Baltic freight index has moved into the USD 120's and corresponding daily returns exceeding USD 110,000. Between now and the middle of July tonnage availability is very, very scarce (everywhere) and those unfortunate charterers, if any, who are caught short freight over the next 3 weeks will have to put much higher levels on the table.

The arbitrage from the West to the East was for a while open even considering the current high spot rates, and those with cheaper TC tonnage as well as COAs have been drawing a lot of freight capacity out of the market under these circumstances. On top the Indian charteres have been busy floating spot freight inquiries which has supported the strong freight momentum through the month.

The last couple of days the cargo market seems to have cooled off a bit, and we could have a period of freight slowdown coming - now the gas appetite in the East is not what it was the last couple of weeks. Do we think VLGC spot rates will come off ? No, we foresee a continued strong market until the 2015 newbuildings start to impact the fleet balance some time towards the end of 3rd quarter. Spot rates have peaked in the mid USD 120's MEG/Far East for now, though.

六： 2015-06-30  远东2010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)    +1.3%   +0.6%     -0.0%    +0.0%     -0.6%    +3.9%     +1.4%    -0.2%  -0.3%   -1.3% 

七：2015/06/30船用燃油价格(每吨/usd)

来源: Bunkerworld

                                IFO 380           __IFO 180            MDO           MGO    

新加坡                       340                     356                   536              546

鹿特丹                       320                     360                   -----              535

休士顿                       340                     390                   -----              595

 

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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