海事劳工公约生效     2015-08-31 一：头条新闻 1. 我国批准加入《2006年国际海事劳工公约》 2015-8-29 航运界网8月28日从人力资源和社会保障部网站获悉，近日召开的第十二届全国人大常委会第十六次会议批准我国加入《2006年国际海事劳工公约》（MLC2006）。 《2006年国际海事劳工公约》是国际劳工组织于2006年2月23日在日内瓦召开的第94届国际劳工大会上通过的，已于2013年8月20日达到生效条件。 《2006年国际海事劳工公约》是当前国际海事界的四大国际公约之一，另外三个分别为《国际海上人命安全公约》（SOLAS公约）、《海员发证，培训和值 班标准国际公约》（STCW公约）和《国际防止船舶造成污染公约》（MARPOL公约）。该公约是在国际劳工组织三方框架下经政府、船东和海员三方取得共 识后缔结的一部综合性海事劳工条约。公约将海员权益纳入统一的国际标准，有利于实现海员在船上的体面工作和生活。公约由条款、规则和守则三部分组成，条款和规则规定海员的核心权利和原则以及批准国的基本义务。守则是规则的实施细则。 据了解，自《2006年国际海事劳工公约》通过以来，我国相关海事机构如交通运输部及其直属的中国海事局（China MSA）和其他业界机构等一直在积极促成批准该公约。中国船级社（CCS）也积极跟踪公约进展情况，通过一系列的研究、培训、组织和准备，开展了系列履约 技术服务。 我国是该公约的发起国之一，在公约的制定过程中发挥了重要作用。交通运输部海事局针对履约工作作了一系列的公约研究和法律文件准备工作。按照规定，公约在合计占世界船舶总吨位33%的至少30个成员国批准书登记之日12个月后生效。2009年，公约达到了33%总吨位的条件；2012年8月20日，随着菲 律宾作为第30个国家向国际劳工局递交批约文书，公约生效的两个条件均已满足，并在一年后，即2013年8月20日正式生效。 2. 航运业旺季遇冷:航企忍痛亏本货运 2015-08-26 全球贸易疲软导致航运供过于求，多家航运巨头已开始削减热门航线的运力。6月至8月本该是全球航运业旺季，今年却意外遇冷。据路透报道，从亚洲到北欧集装箱货运价格上周再跌26.7%，至每个标准箱 469美元。这条全球最繁忙路线的运价已经连续三周下跌，目前运价比三周前跌了60%。 国内外航运企业普遍遭遇经营压力，多家航运巨头甚至开始削减热门航线的运力，原因无外乎全球贸易疲软导致航运供过于求。英国《每日电讯报》将全球航运业不振的原因归咎于中国经济转型。 不过，《华尔街日报》认为，中国经济增速放缓对于其他国家的影响可能被高估了，“中国的出口多于进口，因此经济增速放缓时，对贸易伙伴的影响十分有限。” 船企大幅削减航线运力 船队规模中国第一、世界第二的中国远洋运输（集团）总公司无疑受到了国际航运市场低迷的拖累。 中远集团旗下上市公司中国远洋（601919）于7月30日晚间发布公告称，受益于拆船补贴，预计中报将扭亏为盈，净利润为19亿元左右。由于6月底中国远洋收到的拆船补贴高达39.63亿元，由此可以推算，若非受益于这笔金额不菲的补贴，中国远洋上半年预计亏损可能会达到20亿元。 中国远洋解释称，国际航运市场供需失衡局面在上半年无实质改善，集装箱、干散货航运市场持续低迷，运价同比下滑并处于低位。这些是造成其利润损失的原因。 受到国际航运市场供需失衡的远不止中国航运企业。 由新加坡APL、韩国现代商船、日本商船三井、日本邮船、德国赫伯罗特以及香港东方海外组成的G6联盟本周称，将从9月起取消12个亚洲与欧洲之间的往返航次，这占该联盟5周时间内正常航运量的六分之一。8月初，由马士基和地中海航运组成的2M联盟也表示，从航线中撤回6500个集装箱直至有进一步的通知，这些集装箱占2M航运能力的10%。 部分运费不足保本价一半 航运运价的持续下滑造成了全球航运企业的经营困境，原因除了国际油价持续下滑，更是缘于全球贸易数据黯淡所导致的航运需求下降。据华尔街见闻报道，上周，亚洲到地中海货运价下跌32.1%，亚洲至美国西海岸和东海岸货运价分别下降7.9%和9.9%。一般情况下，运价在每TEU（20英尺长集装箱换算单位）800-1000美元才会使航运企业盈利。但根据上海出口集装箱运价指数（SCFI）对15条航线的追踪数据，在7月下旬时，上海至北欧港口的集装箱即期运费仅每TEU 400美元，是这些航线保本运费的一半。6月末，这些航线的即期运费更低，只有每TEU 200美元。 业内人士将运费大跌的原因归为需求乏力导致的全球贸易疲软，并由此造成目的地港口的船运供过于求。荷兰经济政策分析局（CPB）发布的世界贸易指数在4月和5月均呈现下滑，并导致航运活动连续五个月低位运行。根据集装箱贸易统计公司（Container Trades Statistics，CTS）近期数据，全球航运总量在已进入航运旺季的6月意外同比下滑3.1%；作为世界第二大转口港，新加坡7月集装箱吞吐量同比下滑13.3%，为2008年雷曼危机之后的最差表现。 野村数据也显示，7月，东亚所有主要港口的航运总量增长跌至0.6%，其对第三季度的预测也不乐观。 外媒：缘于中国经济放缓 部分境外媒体和评论将矛头指向中国。汉堡港首席执行官Axel Mattern称，今年上半年该港口集装箱吞吐量下跌6.8%，主要原因在于：与中国的贸易量下滑10.9%。根据中国海关总署8月8日公布的前7个月,中国外贸进出口情况，今年前7个月，中国进出口总值13.63万亿元人民币，比去年同期下降7.3%。其中，出口7.75万亿元，微降0.9%；进口5.88万亿元，下降14.6%。贸易顺差1.87万亿元，扩大1倍。 英国《每日电讯报》报道认为，随着中国经济转型，贸易对于中国经济的拉动作用正在减弱。报道称：“随着中国技术水平的不断提升，中国出口业对进口零部件的依赖水平已从1992年的75%，降至如今的35%。中国政府正努力推动经济转型，使经济摆脱对重工业和批量生产的依赖，转向由更成熟的服务型经济拉动， 后者对贸易的依赖程度较低”，“与此同时，随着亚洲人力成本的上升，美国和欧洲已经在推动制造业工厂从中国回流，这一定程度上逆转了全球化进程。” 该报道更是悲观地下了结论，称：“贸易集中型”的全球经济模式正在崩塌。 不过，《华尔街日报》持有不同观点，认为一些人可能高估了中国经济增速放缓对于其他国家的影响。 报道援引金融分析服务公司BCA Research的贝雷辛（Peter Berezin）观点称，对华出口在美国、英国、法国、意大利、西班牙仅仅占据了当地GDP的不到1%，在德国占据了GDP的2.6%，日本为2.7%。 “中国的出口多于进口，因此经济增速放缓时，对贸易伙伴的影响十分有限。” 仅油轮业逆势利润暴增 受中国经济增速放缓影响的主要是液化天然气（LNG）运输企业和干散货船企等。然而，在全球航运业一片低迷的背景下，油轮业却逆势而行，一枝独秀。 招商轮船（601872）日前发布2015年半年报显示，2015年上半年净利润达5.58亿元，同比增长120.21%招商轮船方面表示，油轮市场运价水平较上年大幅上升，使油轮运输业务毛利率有较大提高，利好业绩。据路透社8月9日报道，今年迄今航运股全面下跌，但只有一个例外：油轮业繁荣发展，其股价年初迄今已最多上涨50%。 油轮业一枝独秀的原因是石油产量的上升，由此，石油运输数量也水涨船高，油轮忙个不停，运输原油和成品油的船企也有筹码要求获得数年来最高的日租金。 对于未来航运业的走势，业内分析人士普遍认为，油轮业的繁荣或许能更持久一些，但干散货、液化天然气（LNG）和集装箱运输的低迷态势可能将持续到2016年或更远。 干散货船企今年因中国对煤炭和铁矿石需求迟滞而受挫；LNG船企发展同样受制于包括中国在内的亚洲市场。 《华尔街日报》援引LNG运输企业GasLog执行长Paul Wogan的表述，称专注于运输LNG的船企因中国、日本和韩国等主要市场需求增长放缓而受到影响。但他预计，澳大利亚运输需求增加，及2016年美国新设施的出口增加，或将使情况在2016年得到改善。 来自东方早报 3. Bunker prices falling to $200, nearing 10-year low  船用燃料油跌到每吨200美元为十年来之低价位.  Global bunker fuel prices have continued to nosedive as they closed in on the $200-per metric tonne (pmt) mark, falling in line with crude oil prices dipping below $40 per barrel and nearing 10-year low. The price of global benchmark Singapore 380 cst bunker fuel was assessed by Rueters at $209 per metric tonne (pmt) on Monday, a level last reached on 4 March 2005, with the Reuters data suggesting that bunker prices have touched a 10-year low. However data obtained by Seatrade Maritime News pointed to a lower price of $198 pmt reached on 31 December 2008, and the prices were largely at $200 pmt after Christmas that year. Other sources of bunker price data such as industry specialist Ship & Bunker indicated Singapore 380 cst price at $212 pmt yesterday, having fallen $18.50 since Friday and $40 week-on-week. And yesterday’s bunker price has plummeted by $375.50 pmt, or 64%, from the $587.50 pmt recorded exactly one year ago, Ship & Bunker data showed. With the volatility hallmark of the bunker market, there is no certainty that bunker prices will fall below the $200-pmt mark, though the current trend suggests a high chance of that happening, according to Singapore-based bunker traders. The bearish crude oil market tracks the sluggish global stock selloff led by China’s crash, as major leading news sources touted yesterday as the ‘Black Monday’. For shipowners, lower bunker prices simply means reduced operating costs, and the softer fuel market is a helpful boost to lower income generated from the weak freight rates. Bunker traders noted that demand has yet to pick up swiftly despite the bear market as buyers believed that prices will drop even further. Outside Singapore, key bunkering ports globally have also softened with Europe’s Rotterdam indicated at $211 pmt on Monday after falling $12, Houston in the US at $213.50 pmt with a dip of $6 and Fujairah in the Middle East at $215 pmt following a $20.50 plunge, according to Ship & Bunker. Tuesday, 25 August 2015 04:19 二：造船(Ship building) 沪东中华交付一艘8,888 TEU集装箱船船 2015-8-28 8月27日上午，沪东中华为香港东方海外货柜航运有限公司建造的8888TEU集装箱船“东方热那亚”号签字交付。“东方热那亚”号总长335米，型宽42.8米，型深24.8米，设计航速22.8节。 8888 TEU集装箱船是沪东中华为顺应市场需求推出的大型集装箱船主力船型之一，“东方热那亚”号是其为东方海外建造的第7艘该型船舶。   中海集运豪掷百亿订造集装箱船 2015-8-28 据悉，中海集运准备再斥16.5亿美元（约合人民币105亿）建造最多11艘2万标箱集装箱船，目前正在洽商。参与竞争的船厂包括沪东中华与上海外高桥船厂，以及大连船舶重工。据透露，中海集运支付的造价应该接近每艘1.5亿美元，期望的交付时间是2018年。 7月底，中海集运刚在沪东中华下单订造8艘13500TEU集装箱船建造合同，每艘集装箱船造价为1.168亿美元(约为人民币7.14亿元)，合同金额共计9.344亿美元(约为人民币57.14亿元)，由上海江南长兴建造，新船预计2018年底交付完。 有消息称，中集海运频繁订造新船，是瞄准了巴拿马运河的亚美航线，建造的新船将有可能部署在经由拓宽后巴拿马运河的亚洲至美国东海岸航线。 知情人士透露，中海集运如此急于建造新船，是为了赶在2016年1月1日国际海事组织(IMO)的氮氧化物 Tier III 排放标准生效前，这样就可以避免为新设计而额外支出几百万美元的费用。

三：港口 (Terminal)

1. Greece agrees port privatisation deadlines  希腊同意促快港口私有化.

As part of its reforms-for-cash deal with international lenders, the Greek government has agreed deadlines for the privatisation of its two major ports, Piraeus and Thessaloniki.

The commitment by Greece to proceed with its ambitious privatisation plan sees the country’s top ports among the first major state assets set to be sold.

The Hellenic Republic Assets Development Fund (HRADF) announced binding offers for the tenders involving the privatisation of Piraeus Port Authority (PPA) would have to be submitted by October, while the deadline for offers for the northern port's Thessaloniki Port Authority (OLTh) will be February 2016.

Greece launched its EUR50bn ($55bn) privatisation programme in 2010 after signing the first bailout with international creditors, but so far has missed timetables and revenues goals by wide margins. Originally the state's full 67% was to be sold, but this is likely to be reduced to 51% with an agreement stipulating “no material changes in the terms of the tenders”.

China's Cosco Group, which already controls Piraeus Container Terminal (PCT), is a main contender in the sale, but faces rival bids from Danish terminal operator APM Terminals, which announced in July it was interested in both ports.

Despite the country's financial woes, the performance of Cosco’s PCT terminal division in the first half of 2015 was stable, though overall the Chinese giant's revenue from its terminal business was down 5% to $245.05m from $258.8m in 2014, PCT saw revenue in Euro rising 4.7%. However, as the Euro depreciated against the US dollar, revenue in US dollar terms dropped 14.3% to $78.39m from a year earlier.

Cosco reports that while Piraeus' terminal II and III saw profit in Euro rise 22.6% from the optimisation of its terminal operations, its profit contribution in US dollar was a 0.4% increase to $15.129m, from the corresponding 2014's period of $15.07m, a result of the depreciation of the Euro against US dollar over the 12 months.

Friday, 28 August 2015 14:35

四：买卖/租贷  2015-08-27 (S/P & Chartering)         

1. SALE AND PURCHASE

Name                Size         Built     Buyer        Price (Mln$)
Tankers
Front  Splendour    149754       1995      German          16.00
Nordic Helsinki     13034        2007      Vietnamese       9.80
Consort Justice     4999         1999      Unknown          3.20

Bulkers

BBG Diamond         81900        2015      Norwegian       22.50
Grain Pearl         81630        2013      Greek           17.00
Star Nicole         73751        1997      Far Eastern      3.70
Port Mouton         52224        2005      St.Michael Shpg  6.80
DC Commander        45515        1994      Greek            3.40
Great Morning       28718        2004      Vietnamese       7.00

2. SOLE FOR DEMOLATION
Name               Dwt         Ldt      Built     Buyer   Price (per ldt usd)
C.Royal            151044      17992    1996      Indian    326

3. TIME CHARTERING-TANKER     2015.08.26

Type           Period         Rate US$(pdpr)                     
               One year       Two years      3 years     5 years
VLCC           44,500         42,500         40,500      38,750
Suezmax        34,000         33,500         31,500      28,500
Aframax        27,250         26,250         24,250      23,000
Handy          16,500         15,750         14,750      14,750

 

4. Type                 4-6 months          One year         Two years Rate US$(pdpr)
                     Atlantic  Pacific   Atlantic  Pacific   Atlantic   Pacific
Cape size (180k’)   13,500    13,500    14,250    14,250    15,250     15,000
Pnmx/Kmax (76-82k’) 10,250    8,500     10,000    8,850     10,500     9,500
Supramax (56k’)     11.750    8,250     10,000    8,850     10,150     9,750
Handy (32k’)        8,000     7,200     8,000     7,300     7,550      7,750

5. CHARTERING- VLCC (2015-08-27)

Another week for the VLCCs with slow activity at the start of it as charterers are firmly in control. Rates corrected down for all major routes, as the oversupply of tonnage is directing the sentiment. Rates may however have reached a level where it has found support and with the lowest bunker prices in Fujairah for a decade is certainly helping to maintain earnings for Meg/East above $20.000/day. Obviously far from the previous peaks, but owners appear to prefer the short voyages in order to be back if the market does turn around which many seem to think will happen later this autumn. We have seen some more activity later in the week, but volumes ex Meg and Wafr are still lagging like they did last month which has a dampening effect on it all. For Suezmax, we have seen an active last couple of days for fixtures in WA FR for laycan 2nd decade. However, with an ample tonnage list and little activity in other areas rates have soften to a new low basis TD 20 at just below W60. Even with a lower WS, bunkers in Rotterdam is down to USD 195 which gives equal net results for owners as last week. We also see more vessels ending up in the east looking to get back west. However with limited activity ex MEG/West this route also hit a new low at W26 with Basrah heavy still not giving a premium. Aframax trading in the Nsea and Baltic had expectations of higher rates for the 1st week of September. Expectations of higher production levels was dampened by the fact that the majority of the Baltic cargoes got declared short. Going forward we expect an upward pressure on rates as more vessels are bound to leave the area with longer discharge options being declared and as such less available tonnage for 2nd decade loading ex Baltic. In the Med/Blsea the situation remains the same as last week. Rates are still between ws80-85, depending on loadport, which seems to be the bottom for now. The list of available tonnage is long, but expected increased activity for second half of Sept, especially out of Blsea, will help this market slowly recover for next week.

CHARTERING- Dry bulk (2015-08-27)

Capesize

There is no doubt that the Cape market has fallen off a cliff. Rates across the board have plummeted despite healthy fixing volumes. Bunker prices are significantly down and not helping the pictures at all. Commodities, without exception have taken a hit and miners have started to feel the pain. Predictions going forward are bleak and any Q4 rebound could just be a Dead Cat Bouncing.

Panamax

Sentment is under pressure with a downward trend added by turbulence in financial markets wwide and a falling oil price . The tightness for tonnage on the North Continent is evaporating. It seems to be fine tuned and perhaps softening with rates hovering at ard USD 11 for for TA's. With the grain season coming in the US we see more USG stems for Feast and also the NoPac is increasing for mid/end September dates. USG fronthaul still paying ard 14 K from Cont/Med and 7.500-8.000 bss del FEast. Eastern hemisphere is softening mid week. ECSA rates are still ard USD 13.5k+350k GBB for index types. Period market:a 75k dwt is reported at USD 7,600 for 8/11 mos, but a shaky sentiment may put the brakes on period takers.

Handy

It is still a good push of fresh cargoes out of the USG, and especially grain cargoes. The TA market is climbing slowly much lead by strong USG/Cont-Med fixtures where Supras fixing at ard USD 19,000 for same. The Black Sea market is still firm with Supras fixing at ard USD 15/16k bss delivery passing Canakkale for trips Feast. ECSA grain market is also active at ard USD 14k+400k BB APS delivery . In the Pacific we see a stable and what seems to be a balanced market with rounds paying ard the same levels as last week. NoPac rounds typically being fixed in region of high 6's. Period market is active with both shorter period being fixed in the mid 8's and 1 year deals at ard same levels.

CHARTERING- Gas (2015-08-27)  

It is probably fair to say that nobody could foresee the massive, sudden losses of crude/LPG/shares'-values over the last week. Strong, global forces are in play and none seems to know whether a stabilization is near or whether the turbulence will carry on over the next weeks/months. As the VLGC spot rates had come into a downwards spiral for a month already, no wonder the aforementioned forces accelerated the fall whereby the spot rates are so far some 40% lower than the cruising level in the middle of July. With the lower crude, the heavy fuel gets much cheaper, too, and makes a most welcome cushion for the softer rates and earnings. Spot VLGC rates are still returning some USD 70,000 per day, but we do believe charterers will be holding back their spot inquiries in anticipation of a better deal tomorrow. We are also getting close to the month end and anyway market players will for sure wait for the September posted prices that should be due over the coming weekend. The fleet seems to be well balanced upto the middle of September, thereafter the number of genuine relets will decide whether the market is over-tonnaged or not. We dear not guess where rates are heading/ending - factors beyond our comprehension will decide.

五： 2015-08-25  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)    -0.4%   -0.8%     -0.1%    -0.6%     -2.0%    -0.1%     -0.1%    -0.1%  -2.8%   +0.5% 

六：2015/08/28船用燃油价格(每吨/usd)

来源: Bunkerworld

                                IFO 380           __IFO 180            MDO           MGO    

新加坡                       232                     242                   422              432

鹿特丹                       220                     251                   -----              425

休士顿                       203                     253                   -----              455

 

*****************************************************************************************************          

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