2017.06.15
无人散货船来了!全球船市翻天覆地
2017-6-13
一艘艘超大型无人矿砂船(船型 船厂 买卖)航行在中国到澳大利亚的海上,这样的场景已经不是做梦,也许很快就将实现。可以肯定的是,在下一个10年,全球航运业和新造船市场必将迎来一场翻天覆地的变革。 必和必拓欲打造“无人”散货船船队 全球最大的矿业集团——澳大利亚必和必拓(BHP Billiton)正在研发超大型自动航行“无人”散货船,将用于运输铁矿石和煤炭等各类矿产。必和必拓期望这项技术可以在10年之内实现,该计划一旦实现,全球海运市场必将会迎来一场翻天覆地的变革。 在必和必拓官方网站上刊登了一篇文章,必和必拓副总裁Freight Rashpal Bhatti写道:“作为侵权最大的干散货运输商,我们未来最理想的愿景就是用我们出产的天然气作为动力的自动航行货船载着货物运往世界各地,而为了实现这一目标,我们已经在积极寻找技术方面的合作伙伴。” 据了解,必和必拓每年运输大约2.5亿吨的铁矿石、铜和煤,需要约1500航次。一旦无人船可以投入使用,那么仅在铁矿石运输市场就将节省860亿美元。如果再加上无人货车和无人列车的配合,那么运输成本将进一步降低。 美国IDC集团旗下研究顾问公司宣称,“目前来看,自动航行货船最为合适的部署线路就是从澳大利亚到中国的航线,铁矿石从出产到运至目的地港口只需要10天的时间,这足以保证生产商根据客户的需求进行实时快速反应。” 2025年实现自主控制商业海上运输成为全球目标 必和必拓欲打造无人船队,显然是看好未来市场前景。随着中国“一带一路”计划的提出,全世界对于各种原材料的需求也将会出现一个井喷式的爆发,仅仅钢铁的消耗就将增加约1.5亿吨,与一带一路相关的基础设施建设将花费超过1.3万亿美元,根据瑞士信贷集团的评估,在未来五年之内,就将有超过3000亿美元的投资注入到一带一路沿线62个国家和地区,如此庞大的市场机会毫无疑问会牢牢吸引必和必拓参与其中。 和必和必拓的看法一样,另一家矿业巨头力拓集团也在近日表示,该集团将组建无人驾驶卡车车队,并将在明年年底前在西澳大利亚地区全面部署无人驾驶自动火车,同时将航运视为下一个目标。据了解,2016年力拓船队共运输了2.81亿吨货物,成为全球干散货海运业务最大的公司。该公司目前经营17艘自有船舶,此外还签订了200艘船的租约。 挪威科技工业研究院(Sintef)科学家Ornulf Jan Rodseth近日在一份电子邮件中表示,自主航行船舶将改变运输系统的设计和运营模式。如果包括必和必拓在内的货运用户能够采用这种技术建造一批新的专用船队,将使传统的船舶和运营商失去业务,对于传统的海运运营商来说,这无疑将是一场灭顶之灾。 作为目前全球无人船行业的领导者,罗尔斯罗伊斯公司已经开发了无人船舶的虚拟蓝本,并将在2020年前开始进行海试,远期目标是在2035年实现跨洋航行。 图:罗尔斯罗伊斯公司自动无人驾驶货船岸基控制中心概念 欧洲企业和日本企业近期在政府的支持下都在合作推进无人船的研发进程,目标都是到2025年实现自主控制的商业海上运输。 罗尔斯罗伊斯公司海事部总裁Mikael Makinen此前表示,无人船就像智能手机一样具有破坏性,将彻底改变船舶设计和运营的格局。 当用户意识到一种新技术的巨大价值时,市场的发展一定会比想象的更快。从2008年全球金融危机爆发至今很快已近10年,而就在下一个10年,航运业必将迎来一场翻天覆地的变革。在这场变革中,无论是船东、船厂、船舶设计公司还是船舶配套商都将面临一次彻底的洗牌,同时未来数万艘船的更新也同样给新造船市场带来了新的机遇,但是,在核心技术上欧洲船企显然已经遥遥领先了。 中远海运收购西班牙Noatum港口控股公司51%股份 2017-6-13
又有3个国家加入压载水管理公约 2017-6-13
载有3万吨化学品船南海搁浅,恐有泄露危险!目的港珠海 来源:国际船舶网 2017-6-13 |
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大概位置 信德海事新闻援引越南媒体越南青年报消息,当地时间11日(昨天)早上,一艘装载有大约30000吨货物,另有1700多吨燃油的成品油轮/化学品船在中国南海,越南平顺省、潘切、Phu Quy岛以东南大约28海里处搁浅(距离越南海岸线大约为70海里)。船体可能出现损坏,据称已经出现左舷横倾15°,可能有沉没、泄露的危险。
该船船东及管理公司为日本一家航运企业。 来源:信德海事 |
台船有望获2艘20万吨好望角型散货船订单
2017-6-13
台船有望接获台湾中钢旗下中钢运通两艘20万载重吨好望角型散货船订单,双方最快6月签约,船价约1亿美元,这是台船五年来最大一份散货船订单。 来源:中国船舶网 |
CHARTERING- Tanker (2017-06-14)
CRUDE
As the Meg program for June is just about finished and Wafr/East is probably done upto mid July dates, rates appear to have peaked. July stems in the Meg just about started for ex BOT and charterers working hard to squeeze rates. There is resistance and for now rate levels, though still only mid $10’s/day, appear to have found some support. I.e. steady for now, but further battles ahead. It has been a challenging past week for the Suezmaxes cargo enquiry has faded and tonnage lists have swelled, the owners tactics have been to fix as early as possible on dates closest to their positions but we have seen new rate lows for the year being recorded as the bite impacts. The situation has not been helped by several vessels failing subjects and they being re-exposed as prompt ships. TD20 Has been hovering around the ws62.5 for much of the last week but that now too is under pressure. Enquiry in the Med and Bsea has been more prevalent however one Indian cargo Arzew/Wc India attracted 16 offers which made for uncomfortable reading. This activity has staved off a complete collapse in the market as ships have been steadily picked off. The signs for the owners in the coming weeks are not rosy but it has taken some owners longer than others to digest this fact, as we are not far off the bottom now and the key for them will be to keep their ships moving. The NSea and Baltic Aframax market has been far more volatile than expected lately, and once again rates are on the move heading north. This happened as Primorsk came back after the pipeline maintenance in addition to increased activity in Fuel Oil and cross Nsea cargoes. Rates are sliding at the moment, but could face another upward correction for end/early fixing. The Med and Bsea have had a steady week with rates moving from low to mid ws90’s. Libya activity have saved the owners form the tce move down to break even numbers. July marks the start of the summer volumes, so we do not expect the market to firm anytime soon.
CHARTERING- Dry bulk (2017-06-14)
SUPRAMAX
Market looked more promising from both sides of the basins. Within Atl USG returned with tick better rates seen as tonnage kept tightening. Ultras from USG to Med were fixed ca 13k daily. On fhaul ultras were fixed around 19k daily to India and around 17-18k daily to Singapore-Japan range. From ECSA to Singapore ultras saw abt 12-13 k daily + bb . Usual scrap runs from Cont to Med were fixed around 9-10k daily. More activity and stronger rates had been conluded in Pacific this week. Nopac rounds were paying supras around low/mid usd 8k and nickel ore from Philippines to S.China paying around mid usd 10k. Trips from Safr to MEG/WCI payed surpas around 14k.
PANAMAX
It has been an active week for the Pmax. After a long period with decreasing rates and low activity the sentiment has changed somewhat and the market is firmer in both hemispheres, but especially in the north Atl region. Less tonnage and more cargoes in the north Atl has pushed the rates pretty much and the TA market is priced at mid 7k’s right now, while FH rates are ard high 12k’s. The activity out of S-Am has finally picked up and is a key feature to keep the momentum up in the coming weeks. More activity in the Pacific has pushed the rates for a transpacific RV to mid 6k’s. There is a lot of expectations in the FFA market, Jun is priced at mid/high 7k’s, while Jul is priced at high 8k’s on the P4TC index.
CAPE
An uneventful and slow week with very low volume of cargoes in both Atlantic and Pacific. Brazil and South Africa have been the weakest, something that been dragging the freight for Brazil/China down below the USD 13 pmt mark. The Pacific market have as always seen a certain flow of west Australia cargoes, but in very limited numbers. The timecharter rate for a pacific round is presently around USD 10,000 daily. It is expected that the market will continue to struggle during the summer time, but it is still a relatively positive belief for the end of the year.
CHARTERING (2017-06-14)
GAS
Despite alleged downward pressure on spot rates following poor spreads in an amply supplied LPG market, the VLGC owners are good at fighting back and not letting spot rates fall below mid USD 20’s in the East – equal to USD 14/15,000 per day. Similarly, in the West, no matter how poor the arb is, mid USD 50’s seems to be as low as the market goes for now – this level corresponds to USD 21/22,000 net per day. We have seen an Indian importer floating sales tender for a contractual FOB cargo in the MEG, other FOB cargoes have been sold as well, but so far this has not done shipping any good. Several players are awaiting acceptances of their July lifting nominations from the main exporters in the MEG, until then we don’t expect chartering activity to pick up in the East. In the West market players are waiting to hear latest on inventory builds later today which could spur freight market positively if there is another significant build that could lower Belvieu pricing favourably.
二:2017/05/10船用燃油价格(每吨/usd)
来源: Bunkerworld
IFO 380 __IFO 180 MDO MGO
新加坡 297 333 422 432
鹿特丹 269 295 ----- 403
休士顿 260 360 ----- 430
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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