2016.12.15
一：头条新闻
我国最大半潜船“新光华”轮投入营运 中远海运特运半潜船队迎来新旗舰
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2016-12-8
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全球最大特种船公司“中远航运”更名为“中远海运特运” |
2016-12-8
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12月7日，中远海运集团旗下全球最大的特种船公司中远航运股份有限公司正式更名为中远海运特种运输股份有限公司（英文名：COSCO SHIPPING Specialized Carriers Co., Ltd. 以下简称“中远海运特运”）。中远海运集团董事长、党组书记许立荣出席更名仪式，与来自交通运输部、广州市委市政府、中远海运集团的各级领导，中远海特公司历任老领导，广大客户代表及业界嘉宾近200余人共同见证了这一重要时刻。中远海运特运，中远海运集团旗下特种运输船队，是全球最大特种船公司，前身为新中国第一家国有远洋运输企业广州远洋运输公司。 承运全球最大液化天然气项目 |
中国在吉布提成功扎根 投资5亿美元建新港口
2016-12-8
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俄罗斯称，中国正加速非洲之角（又称非洲大门）的军事基地建设。中国人民解放军联合参谋部参谋长房峰辉此前在北京会见吉布提军队总参谋长时对吉布提协助基地建设表示感谢。 俄罗斯非洲和中东问题专家斯坦尼斯拉夫·塔拉索夫在接受俄罗斯“卫星”新闻社采访时指出，中国在吉布提建设军事基地表明，中国正逐步成为世界大国。塔拉索夫称，“一个国家意识到自身重要性，开始发挥其在地缘政治方面的潜能，这是很正常的行动方案，一切都很合乎逻辑。”他还表示，“我们看到，中国在挖掘经济潜力后开始增强政治影响力。中国通过传统的地区存在开始在世界范围内广泛提升地缘政治地位，包括在海外购买资产和开设公司，如今还在海外建设基地，而且还是在美国影响力削弱的背景下进行。由于不愿与其他国家寻求共同语言，美国在国际上逐步丧失政治影响力。吉布提战略位置如此重要，其地缘政治作用表现为靠近国际贸易路线和原料资源运输渠道。” 中国国际问题专家杨勉教授在接受俄罗斯“卫星”新闻社采访时表示，吉布提基地对中国具有战略意义。他首先强调的是，“中国在吉布提建设的是后勤保障设施，相关设施的建设不同于一般意义上的军事基地。中国目前在吉布提建设的基地主要是用于海军的后勤补给，并不担负作战职能。”此外，杨勉还称，吉布提的地理位置十分重要，位于非洲东海岸，与阿拉伯半岛隔曼德海峡相望，红海也由此向东通往阿拉伯海和印度洋，向北经苏伊士运河抵达地中海，而且大部分经过苏伊士运河的船只，都需要在吉布提港进行补给。“众所周知，美、法、日等多国也都在吉布提建有海军基地。中国一直在致力于打造‘蓝水海军’，那么中国海军在执行远洋任务期间，后勤补给是必不可少的。中国在此建立长期的后勤补给基地，对于中国海军走向远洋具有重要意义。” 据报道，中国落实多个大型项目后，成功在吉布提扎根。其中2016年完成吉布提至埃塞俄比亚亚的斯亚贝巴的铁路建设，造价40亿美元，这对抢占埃塞俄比亚市场份额乃至未来抢占整个东非市场而言十分重要。中国企业在吉新港口设施项目已进入收尾阶段，建成后可进行散货、集装箱货物和其他货物处理。项目总金额超过5亿美元。目前这是在吉实施的最大基础设施项目。加强在东非经济地位是中国的坚定目标，因此总体看来，在吉建军事基地的主要目的是保护国家商业利益，此外保障军事存在也很重要。 报道还称，除中国官兵外，法国和美国也在吉布提部署有军事基地。此外，日本、德国和西班牙的官兵也在该国境内有所部署，以打击海盗。法国人从殖民时期开始就在那里有军事部署。美国从1999年开始在吉布提有军事存在，目前这里约有4000名美军士兵。他们将吉布提用作也门和索马里军事行动的保障基地，在无人机打击恐怖分子方面发挥重要作用。 中国外交部发言人曾表示，中吉就建设保障设施进行协商并达成共识，这有利于中国军队进一步执行好护航任务、为地区和平稳定作出新贡献。相关设施的性质是明确的，就是为中国在亚丁湾、索马里的护航编队提供后勤保障。中国国防部新闻发言人杨宇军也指出，中国在海外建立保障设施，是为了更好地承担国际责任，履行国际义务，保护中国合法利益，而不是为了寻求军事扩张。
来源：环球网 |
阳明海运出售办公大楼止亏
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2016-12-8
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阳明海运发文解释增资计划消除流言 |
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2016-12-8
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福州打造国际深水大港 江阴将成引领发展突破口支撑点
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2016-12-9
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2020年大亚湾港口设计年吞吐量或达1.4亿吨
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CHARTERING- Tanker (2016-12-14)
CRUDE
A continuously tighter tonnage list due to delays and uncertain positions has made charterers reach well forward on dates and on high volumes, particularly in the MEG and West Africa. Rates have corrected up sharply as selection of tonnage has been thin and earnings for MEG and Wafr/East has crept up above USD 50k/day. Atlantic also remains active with tonnage in the areas being swept up. The announced OPEC cuts and eventual effects on the market has created some dark clouds on the horizon but for the time being owners are in the driving seat and enjoying the present earnings. It has been a good week for the Suezmaxes with a marked improvement across the board, it has been driven by strong activity in all areas culminating in tighter position lists and stronger owner sentiment. TD20 has breached the ws100 level with returns back at close to USD 40k/day. Meanwhile the Med and Bsea have seen more modest improvements with a temporary spike in the Turkish straits delays adding pressure, this has now dissipated and Med ships are now closely watching the potential continuation of a stronger West Africa market with baited breath. The outlook for the week pre-Christmas is positive and Charterers will have their work cut out to keep the rates in check. Limited activity level for Aframaxes in the North Sea left non-ice tonnage with limited alternatives. Charterers seized the opportunity and one cargo attracted as much as 9 offers, resulting in a fixture cutting earnings in half. Baltic cargoes are still fixed at ws105 levels as Charterers want to secure ice tonnage for Baltic loadings. Rates have hit bottom for now, but going forward we could see a two tier market. Med and Bsea have been at a crossroad all week. Rates have hovered between low ws120 and mid ws130. However, we seem to be going down the softening path as Turkish straits delays have been reduced. Also, Bsea program is more or less covered for the month, and as some of the Libya stems have been covered on Suezmax tonnage, this adds to the downward pressure on rates for Aframaxes.
CHARTERING- Dry bulk (2016-12-14)
CAPE
The end of the year atmosphere have kicked in, and the activity is slowing down. This do affect the rates, which is also slowly moving downwards. Brazil market have been very quiet and the TC rates for a Brazil/China trip gone from 18k down to do 12k. It is still some activity on west Australia, but rates keep sliding and the TC rates for Pacific round have gone from 11k to below 7k. Despite the slower activity and the lower rates, the market is not yet collapsing as we have seen during previous low seasons. So at the moment there still seem to be some support, and it does appear to be more January cargoes from Brazil appearing now.
PANAMAX
As we approach the Xmas holidays, market is softening after the recent strong rates, sliding in both hemispheres. North Atlantic is still reporting decent rates, 20k for Baltic rounds, Baltic to Med done at USD 19,500. Fronthaul about 15+500 bss USG and ECSA fixed at USD 9800+480 APS. Sentiment in Pacific turned negative this week with tonnage list increasing in the north. Owners now lowering rates for NOPAC R to low USD 7s which also fixed dely S Korea for LME mid-week. Charts holding back with most spot requirements covered. Period rates revised to high 7s/low 8s for short period dep on spec's. Overall, the Panamax market remain under pressure with a negative sentiment likely to continue until the new year.
SUPRAMAX
Pacific has been relatively quiet this week, with some softening signs. Supramaxes are achieving around high USD 7k for Indo/China coal rounds, while steels from N.China to SE Asia is still being fixed around USD 5500. Trips from ECI to China is paying in the level of low USD 8k. Owners deciding to put their Supra on a backhaul from China to Continent are getting compensated around USD 4k for the first 65 days, and thereafter high USD 6k/low 7k. While tones for Pacific were a bit down, Atlantic still kept going. Healthy rates for fhaul and TA rounds, where Supras received close to 17k bss del Itaqui with trip to ARAG. Supras from Med to NCSA saw between 8-10k and to West Africa close to 10k.
CHARTERING (2016-12-14)
GAS
Just as the VLGC market started to look like it was going to enter Christmas holiday mood early and end the year with a yawn, there was a sudden spot fixing rally the last couple of days. Not less than half a dozen VLGCs were booked, all but one for late December loading – and all of them MEG/Far East. The confirmed freight rates did not point the market in any new direction – they were all concluded in line with this week’s Baltic rate, i.e. mid USD 20’s. With a HFO price in the USD 320’s per ton these latest fixtures return some USD 11,500 per day on a standard VLGC. In the West, there were more talks than action – the freight margins from USG to Far East has not improved at all lately. A 2008-built VLGC was fixed for a 12 months’ timecharter with prompt delivery at just over USD 400,000 per month – this T/C level corresponds to a ton rate Ras Tanura/Chiba in the mid/high USD 20’s with the current bunker prices. For what it is worth; this is the same level the Baltic FFA panellists put down yesterday as the CAL17 rate for this route.
二：2016/12/15船用燃油价格(每吨/usd)
来源: Bunkerworld
IFO 380 __IFO 180 MDO MGO
新加坡 323 329 463 473
鹿特丹 299 328 ----- 463
休士顿 300 400 ----- 515
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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
