Sinoship Spring Issue 2015

SPRING 2015

t om ily s a s.c Da ate pnew d hi up nos si w. ww

The nation’s six LNG carrier builders Chinese financiers back big boxships Ship repair special www.sinoshipnews.com

Breakbulk focus Shanghai running out of coastline for more terminals What next for Hutchison Port Holdings?

Domestic diversification

Nan Tsing Container Lines boss on how to navigate intra-China trades

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CONTENTS ■ ■ ■

■ ■ ■ Regulars 3 Editor’s Comment 5 Economy 7 Lines

The market share of Chinese financed ships in the container sector will continue to grow

12

—Dagfinn Lunde, chairman, Executive Ship Management

9 Yards 10 Offshore 12 Finance 13 Commodities 15 Logistics

■ ■ ■ Profiles 17 Pan Peicong 19 Kenneth Koo 20 Zhang Jian

15

— Pan Peicong, president, Nan Tsing Container Lines

■ ■ ■ Features 23 Breakbulk 26 Ship Repair

28 Shanghai 29 Taipei 31 Hong Kong

■ ■ ■ Reviews 32 Books

— OOCL's director of trades, Stephen Ng

Sometimes you don’t know where are you going next, and life will just take you somewhere

21 Pang-Chuan Tsai

■ ■ ■ Hubs

The government’s call for consolidation in the cold chain industry sounds appropriate

19

17

Back in 2007, I set out to develop a 21st century shikumisen strategy.

That is coming to fruition — Kenneth Koo, chairman, TCC Group

The price war between shipping companies still continues — Zhang Jian, president, Lucky Trans

■ ■ ■ Opinions 33 Bei Hong 35 Andrew Craig-Bennett

25

20

New Chinese break bulk operators are coming into the market by snapping up relatively cheap tonnage on long term charters — Kyriacos Panayides, managing director, AAL Sinoship Spring 2015

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UP FRONT ■ ■ ■

www.sinoshipnews.com

An ASM publication EDITORIAL DIRECTOR Sam Chambers sam@asiashippingmedia.com CHIEF CORRESPONDENT Katherine Si katherine@asiashippingmedia.com CORRESPONDENT Jason Jiang jason@asiashippingmedia.com BEIJING Li Deng Bai SHANGHAI Colin Shek HONG KONG Alfred Romann DALIAN Mark Downing GUANGZHOU Wang Fanglei TAIPEI David Green CONTRIBUTORS Bei Hong, Charles De Trenck, Matthew Flynn, Paul French, Max Hong, Li Dong, Manish Singh, Andrew Craig-Bennett PHOTOGRAPHERS André Eichman, Basil Pao All editorial material should be sent to sam@asiashippingmedia.com or mailed to Office 701, 9 Renmin Lu, Zhongshan District, Dalian, China 116001 COMMERCIAL DIRECTOR Grant Rowles grant@asiashippingmedia.com SALES DIRECTOR Helen Ong helen@asiashippingmedia.com SinoShip advertising agents are also based in Japan, Korea and Scandinavia — to contact a local agent email grant@asiashippingmedia.com for details.

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Copyright © Asia Shipping Media Pte Ltd (ASM), 2014 www.asiashippingmedia.com Although every effort has been made to ensure that the information contained in this review is correct, the publishers accept no liability for any inaccuracies or omissions that may occur. All rights reserved. No part of the publication may be reproduced, stored in retrieval systems or transmitted in any form or by any means without prior written permission of the copyright owner. For reprints of specific articles contact grant@asiashippingmedia.com.

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Corruption jackpot Although I’m no gambler I’ve always had a soft spot for Macau. The city bares no resemblance to its pre-Vegas days, say, 15 years ago, but still there’s a unique atmosphere here, and some of the best food in Greater China – do try A Lorcha if you happen to be passing through, it comes with a Chambers money-back guarantee.

However, things have gone rather quiet in the former Portuguese colony of late.

In February, gambling revenue in Macau plunged 49% from a year earlier, rocked by China’s crackdown on corruption. The drop was the ninth consecutive month of falling revenues for the Special Administrative Region, illustrative of how the corruption crackdown has been quite a party pooper for many high fliers in the People’s Republic.

Maritime firms have been at the centre of the incessant anti-graft campaign which president Xi Jinping has been leading since he came to power in 2013. Although it is illegal for Chinese citizens to hold two passports, this year’s must-have accessory for the queasy Chinese executive is a get-out-of-jail foreign passport. Increasingly we’ve been reporting on our daily news site tales of top management at shipping firms doing runners, just upping sticks and fleeing, leaving behind huge debts, like rats leaving a sinking ship.

Another constant on our site has been the number of maritime-linked firms that have come under scrutiny from Beijing’s anticorruption team. Big names such as Cosco, China Shipping and the two main shipbuilding groups – CSIC and CSSC – have all had their books scrutinised this year. A host of the nation’s top shippers have also been put under the microscope.

Judging by recent soundbites there’s unlikely to be any let up soon. The fact is, corruption is still rife and is a source of deep irritation and frustration for the population at large.

Transparency International ranks China the 76th most corrupt nation in the world out of 175 nations profiled. Putting that in

perspective, Egypt and Colombia are viewed as less corrupt.

Li Keqiang, China’s premier, speaking at the National People’s Congress at the start of March said: "Our tough stance on corruption is here to stay; our tolerance for corruption is zero, and anyone guilty of corruption will be dealt with seriously… We will intensify government supervision, make full use of auditing oversight, and strictly monitor public funds, public resources and state-owned assets."

President Xi has said he would target high-ranking "tigers" as well as lowly "flies" in his anti-corruption drive. Expect some more high profile names in our industry to be taken down and the tills at the Las Vegas of the east to ring hollow for a time to come.

Sam Chambers Editor sam@asiashippingmedia.com Sinoship Spring 2015

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Economy ■ ■ ■

Thin growth Paul French explains changing dynamics in the People’s Republic STRUNG OUT China’s manufacturing prowess is a concern, contracting in January for the first time in more than two years

There’s no doubt that China’s growth story is complicated at the moment. On the one hand, China’s economy is growing more slowly at 7.4% last year, compared to 7.7% for the two previous years.

However, the incremental increase to the size of China’s economy was 100% greater than the increase a decade ago, when GDP rose 10%. This explains why the International Monetary Fund estimates that China accounted for almost one third of total global growth last year.

Inflation-adjusted wages are up approximately 7% in China, compared to 2% in the US. Therefore, consumer spending is understandably still strong, up 11% versus 2% in the US. Yet instead of panda hugging there’s still a lot of panda slugging out there among analysts.

And there are reasons to

be cautious. So much public infrastructure has already been built across China that the growth rate of new construction is inevitably significantly lower.

Commercially built, privately owned housing boomed during its first decade of existence in modern China, and is now growing more slowly as that sector matures. Similarly, as households acquire more essential large consumer items

(washing machines, cars, fridges, etc) that sector will slow somewhat in the future.

But this is all predictable and inevitable.

What is less predictable is the future for China as a manufacturer and exporter, as this obviously relies heavily on global economic trends. And it is trade where analyst concerns are greatest. Both imports and exports reported worse than

China: Average urban salary increases, 2010-2014 Year Gross average urban salary (RMB) 2010 36,539 2011

41,799 2012

46,769 2013

51,483 (Jan) 2014 52,388 Source: Trading Economics & Statistics

anticipated numbers in January and the monthly trade surplus reached a record $60bn. In short, Chinese manufacturing contracted in January for the first time in more than two years – exports down 3.3% and imports by 3%.

Most of this is due of course to globally slumping commodity prices – China’s crude oil imports fell by just 0.6% in volume terms but, due to price cuts, 41.8% in value terms.

The number of tankers sailing for China is the same, it’s just the oil in them is significantly cheaper at the moment. The news that China is planning to raise its own oil exports – Beijing has given Sinopec, CNOOC and PetroChina an oil product export quota of 9.75m tonnes, up about 20% from the initial limit set for 2014 – will mean more tankers sailing out of China’s ports with oil, but of course this will only add to the fuel glut globally and depress prices for longer. Given China’s overwhelming position as an oil importer/buyer, this might actually be a smart move long term.

What the Chinese don’t need right now is more trade spats. Yet, they’ve got them.

Washington is preparing to challenge what it sees as illegal export subsidies to Chinese agriculture, medical goods and other sectors. This argument may well turn nasty and require WTO intervention. China will hope that nothing will stop its exports, needed to keep funding those wage rises and subsequent consumer expenditures that are essential right now to keep China’s growth rolling.

Sinoship Spring 2015

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LINES ■ ■ ■

Evergreen Group agreed to charter eleven 18,000 teu containerships from Japanbased shipowner Shoei Kisen Kaisha, marking a big step up in the Taiwanese line’s boxship sizes. Delivery is expected from 2018 to 2019.

A Dalian shipowner, Winland Ocean Shipping, filed for Chapter 11 bankruptcy protection in Texas in the middle of February after two of its three vessels were confiscated in China and Singapore last year.

The group, which at its peak had a fleet of 12 ships, property holdings plus an online trading platform, said it needs to restructure more than $48m in secured debt.

Shagang Shipping filed for liquidation with a Hong Kong court at the end of February, adding to the recent wave of bankruptcies of dry bulk shipping firms with the Baltic Dry Index hitting record lows in 2015.

China’s third biggest shipping company, Sinotrans&CSC is setting up its shipping headquarters in the Shanghai free trade zone in the first half of this year. The headquarters will integrate 10 shipping companies, including Sinotrans Shipping, Nanjing Tanker, China VLCC and Sinochart and could finally smooth what has been a tricky merger between Sinotrans and CSC.

Nanjing Tanker, the delisted arm of Sinotrans&CSC, said it had completed its restructuring process and cleared off all of its debts in January. The company has now set about its next goals, namely achieving a profit this year and relisting by 2017. The company said it planned to slash its workforce by 50% this year.

Shanghai-listed Heihua Group, a chemical enterprise in Heilongjiang province, detailed a restructuring plan

involving Renjian Group, a shipping group in Fujian province. Heihua Group is selling its entire assets to an entity designated by its parent China Haohua Chemcial Group and acquiring full equity in Renjian-controlled Antong Logistics and Ansheng Shipping by issuing new shares.

Nasdaq listed Sino-Global Shipping America has moved into tanker ownership through an acquisition of a secondhand tanker. The company bought a 13,900 dwt tanker from Rong Yao International Shipping for RMB65m. SinoGlobal acquired Qingdao Zhenghe Shipping's shipmanagement arm, Longhe Ship Management, in September last year.

Hard hit Qingdao Zhenghe Shipping was alleged to have not paid onboard crew for nearly a year this January.

A number of crew took legal action by filing a lawsuit against the company at Qingdao Maritime Court.

The anti-graft inspection team sent by the central government is probing many maritime firms. The Central

Commission for Discipline Inspection (CCDI) has started investigations into 26 state run firms including the nation’s top shipping lines, shipbuilders and key shippers as part of President Xi Jinping’s continued corruption crackdown.

Those on the list include PetroChina, China National Offshore Oil Corp, Sinochem, Cosco, China Shipping, Baosteel, Wisco and shipbuilding groups, CSSC and CSIC.

The boss of Zhejiang Xiazhiyuan Ship Management, Xia Hanren, fled China to escape from mounting debts at the end of January.

Xiazhiyuan has outstanding debts of around RMB2bn.

Similarly, the management of financially troubled Shanghai Hong Sheng Gang Tai Shipping, a domestic containership operator, went missing in February, leaving behind RMB200m in debts.

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Sinoship Spring 2015

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YARDS ■ ■ ■

The great LNG rush The year has started with a raft of dramatic orders for gas ships at yards across China. Sam Chambers reports

Roaring SUCCESS China’s first exported LNG carrier was delivered in January For a long time Koreans looked down on China’s LNG shipbuilding aspirations. The very first LNG carrier built in China back in 2006 had to head for repairs within months of being delivered. Chinese yards were years away from making genuine inroads into the LNG carrier segment, Koreans sneered. No longer. All of a sudden there’s a raft of Chinese yards competing for this rarefied shipbuilding prize.

Shanghai Hudong Zhonghua Shipbuilding had been the only yard to produce LNG ships from 2006 onwards. This is now changing. Up until the start of this year all the ships built by Hudong Zhonghua had been for Chinese clients. On January 8, however, the yard celebrated China’s first exported LNG carrier, delivering a 172,000 cu m ship to Japan’s Mitsui OSK Lines (MOL).

The LNG carrier, Papua, is jointly invested in by MOL, China Shipping and Sinopec, and is the largest LNG carrier the yard has ever built.

MOL has another three LNG carriers under construction at Hudong Zhonghua, deliveries are expected to follow at fivemonthly intervals.

A few days later Dalian Shipbuilding Industry Corporation (DSIC) became only the second yard in China after Hudong Zhonghua to get in on the large scale LNG carrier act. DSIC was notified by China Shipping Group and Sinopec that it has won a bid to build two 170,000 cu m LNG carriers

for the Sinopec APLNG project in Australia.

DSIC also signed a letter of intent with Tianjin Marine last year to build four LNG carriers of between 160,000 to 175,000 cu m, though these ships have yet to be officially signed off.

Other Chinese yards are also entering the sector, albeit chasing smaller tonnage designs, often with intra-China gas shipments in mind.

Most innovative of all is what is happening at Xiamen Shipbuilding Industry (XSI), which this January signed shipbuilding contracts with Landmark Capital, an investment firm in the shipping and

Other Chinese yards are entering the sector, albeit chasing smaller tonnage designs, often with intraChina gas shipments in mind

offshore sector, for the construction of a 45,000 cu m LNG carrier plus one option.

The order is XSI’s first ever LNG carrier order. The vessel is designed by Norwegian company LNG New Technologies (LNT) and is scheduled for delivery in 2017.

The mid-sized carrier will be the first to utilize the LNT A-BOX containment system, licensed and designed by LNT. The vessel has been designed for worldwide trade of LNG, but with special consideration to reloading of cargoes for local and regional trades.

Also in the mix is Cosco Dalian Shipyard which in May 2013 secured a contract valued at more than RMB500m from a Chinese shipowner to build a 28,000 cu m LNG carrier. The order was placed by Dalian owner Inteh Group and the design is by Shanghai Bestway Marine Engineering Design. The ship is set to deliver soon.

Shanghai’s Jiangnan shipyard, meanwhile, is completing its first LNG carrier. The 30,000 cu m will be delivered to CNOOC in March this year.

The newest entrant to LNG ship construction is also the only private Chinese yard to clinch such a deal.

This February Yangzijiang Shipbuilding secured orders, worth $135m, to build two 27,500 cu m LNG carriers for France’s Jaccar Holdings. The ships are scheduled to be delivered from the shipyard in 2017.

Korean shipyards are now increasingly looking over their shoulders at this sudden build up of LNG capable yards across the Yellow Sea. Sinoship Spring 2015

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■ ■ ■ OFFSHORE

Gale force Chinese engineers are getting in on the offshore wind craze Despite falling oil prices offshore wind power continues to blow hot around the world with many projecting it to be the fastest growing renewable energy for the rest of this decade.

The global offshore wind power market is expected to soar more than 500% from 7.1 GW in 2013 to 39.9 GW by 2020, with China becoming one of the most important markets.

China is on course to accelerate the development of its offshore wind power industry this year, authorities claim. This is despite a slowdown in activity last year where only 39 MW of new capacity was added, a yearon-year decline of 69%.

Among new offshore wind farms scheduled to commence operation this year, according to the China National Renewable Energy Centre (CNREC), are the 100 MW Phase II expansion project of Donghai Bridge in Shanghai and China Longyuan Power Group’s Nanri Island project in Fujian province.

The combined capacity of approved offshore wind farms in China has exceeded 4,000 MW, and the combined capacity of offshore wind projects scheduled to start construction this year will exceed 300 MW, according to data from CNREC. In early 2014, the National Energy Administration (NEA) laid out plans to develop Shanghai, Fujian and Zhejiang as the key pilot areas for the construction of offshore wind power projects.

China is expected to install about 10,000 MW of capacity by 2020, based on the statistics of the NEA. 10

www.splash247.com

However, China is more cautious on offshore wind than, say, solar and onshore wind because it tends to be more risky and costly, says Shi Pengfei, honourary chairman of the Chinese Wind Energy Association.

Li Peng, an official from the NEA’s new energy department, says, “The pace and scale of offshore wind are full of changes.”

The major Chinese industry players are developing the sector with domestic and international partners.

China’s leading shipbuilding corporation, China Shipbuilding Industry Corporation (CSIC), has completed its first turbine at its new offshore turbine manufacturing

500%

Likely rise in the global offshore market projected between 2013 and 2020

plant in Rudong in Jiangsu province. The facility is expected to manufacture up to 100 units annually.

These turbines are expected to be supplied for the second 80 MW phase of Sinohydro's Rudong Zhongshui Intertidal Demonstration Project. CSIC installed 10 of its 2 MW turbines during the first phase of the project.

The turbines were jointly developed with Mecal, KK-Electronic and Lehnhoff Consulting.

The first Siemens 4 MW turbine will be manufactured in China by Siemens and its Chinese joint venture partner, Shanghai Electric.

The Siemens 4 MW will be the only offshore turbine built in China at present.

Meanwhile, China’s leading port machinery manufacturer, ZPMC, recently launched the largest domestic offshore wind power installation platform, Longyuan Zhenhua No.2. The

platform places ZPMC at the top table of wind power design and construction.

“Wind power development started relatively late in China, the installation technology lagged behind for a long time.

A lack of professional installation equipment, single pile construction technology with obvious advantages in operation efficiency has been ignored and has not developed,” says a spokesperson from ZPMC. The user of Longyuan Zhenhua No.2 is Longyuan Zhenhua Marine Engineering, a jv between ZPMC and Longyuan Power Group.

ZPMC will also be introducing what it claims is the most advanced offshore wind installation vessel from Europe by the end of the first quarter of this year, dedicated to building up the Chinese wind power market.

Elsewhere, China CNR Ship and Offshore Engineering Development has jointly developed a new type of self jack-up offshore wind power installation platform with Shanghai Chonghe Marine Industry.

The new platform can work in depths of 45 m and has a lifting capacity of 1,000 tons.

The two companies said they will develop more self-designed offshore wind power installation platforms to break the foreign monopoly on the sector.

The offshore wind power installation vessel and facilities’ construction is, however, still not mature, and “the nation is making more detailed technology standards to safely develop this industry,” according to Cai Jifeng, an expert from the China General Certification Centre.

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■ ■ ■ FINANCE

NUMBER ONE The world’s largest boxship, MSC Oscar, which - at 19,224 teu - could carry 117m pairs of trainers or 900m cans of dog food

Box behemoths Chinese financial interests are increasingly important liner owners Even mainstream media has been agog of late at the supersizing of container vessels. TV crews have rushed to capture images of the world’s largest containerships, the mantle seemingly changing hands every couple of months.

What is less obvious is the hand Chinese financiers are playing in the rollout of giant boxships, and unlike most other PRC ship finance there is no constraint as to where the ships are ordered, much to the benefit of Korea’s big yards.

This January the world record for containership size was handed from one Chinese owner to another.

The MSC Oscar with a nominal capacity of 19,224 teu was one of three sister ships ordered by China's Bank of Communications at Korea’s Daewoo Shipping and Marine Engineering in 2013 for longterm charter to Mediterranean Shipping Company (MSC).

The ship pips the 19,100 teu CSCL Globe, owned by China 12

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Shipping, which was delivered in November last year, also from Korea.

Data from UK shipbroker Clarkson suggests the Chinese owned containership fleet is set for significant expansion, with Chinese owners accounting for 25% of capacity on the global containership orderbook at the start of 2015, compared with their share of 7% in the existing containership fleet. This trend has been the result of various moves made by a number of different owner types, not least financial institutions.

Finance from Chinese institutions accounts for 61% (0.51m teu) of capacity in the Chineseowned containership orderbook, most of which are ultralarge container vessels (ULCVs), according to Clarkson.

Currently, 'financial interests' own just 3% of the existing Chinese boxship fleet.

The average capacity of vessels on order for these institutions is 11,000 teu, an increase on the average 9,000

25%

Chinese owners’ share of capacity of the global containership orderbook at the start of 2015 teu capacity of a vessel in their existing fleet.

Most of these finance houses are acting as 'charter owners', who will charter out the new ULCVs on long-term contracts to foreign boxship operators such as MSC and France’s CMA CGM. “The sheer size of the two largest state owners, and their participation in key liner alliances, means that these companies will continue to play a major role in the Chinese boxship fleet,” Clarkson noted.

However, it seems likely that they will soon be accompanied in this by a number of financial interests, whose containership fleet will shortly begin to

expand rapidly.”

Until around 2011, Chinese finance institutions had very little part in financing international containerships.

Then there was a shift in the environment when most of the big banks in China created their own leasing subsidiaries, which started with aviation financing.

These days they are taking a larger and larger part – first by financing ships built in China and ships for Chinese owners, but more recently they have expanded their scope to also include Korean-built ships for the largest container operators.

“I do expect that the market share of Chinese financed ships in the container sector will continue to grow as they get more experience and confidence in this segment,” says Dagfinn Lunde, one of the world’s best known names in ship finance.

“However,” he adds, “I do expect that only a few big operators and maybe bigger international tonnage providers will be able to tap this finance market.”

The likes of CMA CGM and MSC are not alone in heading east for financing. Asia continues to gain in importance for the European shipping sector. That's the result of a recent survey conducted by HSH Nordbank, which polled shipping clients primarily from Europe, East and Southeast Asia.

According to the survey, it is primarily Asian providers of capital that are increasing their exposure to ship finance. One third of respondents are already collaborating with Asian banks in financing newbuilds or purchasing second-hand ships.

Furthermore, around 16% obtain capital primarily from strategic investors in Asia. In addition, 80% of those surveyed expect Asian providers of capital to penetrate ship finance – which has traditionally been dominated by European banks – to an even greater extent in the future.

Commodities ■ ■ ■

Cheap stockpiling Beijing has been making the most of low oil prices. Mark Downing reports

Amidst global oversupply, China is benefiting from record discounts offered by competing crude producers. As the world’s second largest consumer and the largest crude oil importer as of 2014, the People’s Republic is expected to overtake the United States in gross crude imports as early as this year.

Since January 2009, China’s oil imports have more than doubled, with crude imports reaching 7.1m barrels per day as of last December.

Despite growth in demand slowing as the economy shifts into lower gear, China continues to soak up oil from abroad. Its crude oil imports have outpaced demand due to stockpiling: when oil prices tumbled last year, China rushed to fill its Strategic Petroleum Reserve (SPR). China is close to accumulating 100m barrels as part of the second phase of this massive energy security initiative.

The National Bureau of Statistics made its first official announcement last November stating that the first phase of the emergency stockpile held about nine days of oil use, out of a goal

of holding 90 days. As reported in the Wall Street Journal, analysts estimate the recent buying spree to hold around 40 days worth, or up to 50 when factoring in commercial reserves.

The binge peaked in October when China National United Oil Corp, a trading subsidiary of China National Petroleum Corp (CNPC), acquired a record 47 tanker loads, or more than 23.5m barrels.

China’s economy is becoming less energy intensive as it transitions from an exportdriven, industrial model to a more domestically focused, consumer-oriented one. Even at an assumed 3.3% annual growth rate, Chinese demand still accounts for 2.2m barrels per day of incremental oil use.

According to the IEA, transport

40%

Percentage Chinese companies accounted for in the VLCC spot market last year

fuels dominate the Chinese growth outlook, accounting for roughly two-thirds of total Chinese oil demand growth up to 2019. China’s apparent oil demand has slowed to 2-3% in the past two years after growing at a compounded annual rate of 6% for a decade. This level is expected to be sustained over the next few years, according to the IEA and US Energy Information Administration.

At the beginning of this year, Iraq — with exports now at an all-time high — overtook Angola and Russia to become China’s second-largest oil supplier after Saudi Arabia, reaching a record 803,000 barrels a day, according to Bloomberg. However, China is making efforts to diversify its crude imports with volumes from Africa — last year it became the biggest importer of African crude — as well as the neighbouring countries from the former Soviet Union and Latin America all projected to rise above 1m barrels per day by the end of the decade.

Unipec, China’s largest international trade company, remained the top dirty tanker

charterer in 2014 with 815 booked ships last year, or 7.8% of total fixtures in the market, according to shipbrokers Poten & Partners. Shell again took second place with 758 fixtures.

Together, Chinese companies account for approximately 40% of the VLCC spot market.

A further effort to beef up energy security is China’s push to bypass the vulnerable Strait of Malacca, through which about 80% of China’s imported oil travels. CNPC co-built a port in the Bay of Bengal to feed the new Myanmar-China crude oil pipeline. In January, a 300,000 dwt tanker of Middle Eastern oil was the first to deliver what could eventually be an annual capacity of 22m tonnes, or 8% of China’s total 2013 oil imports, as part of its 21st Century Maritime Silk Route Economic Belt initiative which aims to knit an infrastructure network throughout Central and Southeast Asia.

In the same month, reliance on imported oil was further boosted when the government of Heilongjiang announced it was cutting back production of its mature Daqing oil field by 11m barrels this year. The higher cost field, which supplies around a quarter of domestic production, cannot compete with the current era of foreign cheap crude.

Just recently, the National Development and Reform Commission announced that refiners will be able to apply for access to imported oil if they meet new technical and environmental standards.

With Sinopec and PetroChina accounting for 90% of imports, independent oil refineries have been eagerly awaiting the changes to become important swing suppliers.

While forecasting China’s actual demand for oil has recently been clouded by its SPR initiative, demand growth has shifted to a lower gear yet China will still be importing massive amounts of oil.

Sinoship Spring 2015

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LOGISTICS■ ■ ■

Cold chain consolidation Beijing has introduced a range of guidelines to ensure a better infrastructure for perishables. Jason Jiang reports Driven by the increasing affluence of the middle classes, who have a growing appetite for quality frozen packaged foodstuffs, China is seeing a burgeoning demand for cold chain services. The growing awareness of food safety issues has also highlighted the importance of modernising the country's food supply chain.

In early January, 10 government departments released a new guidance on cold chains.

The guidance encourages companies to seek joint development opportunities through mergers, integration or alliances. Subsidies are now on offer for the development of infrastructure and purchase of cold chain trucks. The guidance also calls for the development of cold chain information platforms.

“In the long run,” says Stephen Ng, OOCL’s director of trades, “we believe the new guidelines are beneficial to the market in terms of improving the overall management and service quality standards of the cold chain sector in China. In the short run, the government’s call for consolidation in the industry sounds appropriate for many reasons, one of which is because the industry is currently very fragmented.”

The industry mainly consists of many small- and mediumsized players. The government’s new guidelines require substantial investments in technologies and related service improvements which few can fund on their own.

“Consolidation will likely play an important part to a more

sustainable business model and being able to compete with the more established and bigger players in the increasingly competitive industry,” Ng reckons.

Currently most cold storage facilities in China are state-run facilities which are old and have low automation levels.

“One of the essential things is to promote the concept of cold chain, lots of companies only focus on ‘cold’, not ‘chain’,” says Qin Yuming, chief secretary of the Cold Chain Logistics Commission of the China Federation of Logistics and Purchasing.

According to statistics from the commission, the total capacity of cold warehouses in China reached 33.2m tons in 2014, a year-on-year growth of 36.9%. The total number of cold trucks also grew 21.4% year-onyear to 85,000.

International consulting firm Roland Berger estimates that China’s cold chain logistics industry will maintain an

average growth of 25% annually in the next few years and the market scale will increase to RMB470bn by 2017.

“The traditional B2B clients will still play major roles in the market in the next two years, but the rising of e-commerce has also brought more demand for cold chain logistics, and business from the sector is very likely to surge in the coming years,” says Sarna Yeung, a partner at Roland Berger China.

“Lots of cold chain logistics companies tend to enhance operations in the warehousing and value added services which have a higher profit margin, and outsource the basic logistics services, in this situation, the management of the whole logistics chain becomes very important,” Qin says.

“The current cold chain logistics market is transforming from basic logistic services to value-added services. There are more companies from different sectors joining the market,

which will intensify the market competition,” says Wang Jiabin, vice president of Sinotrans PFS, a joint venture between Sinotrans and Preferred Freezer Services.

Wang says the company’s strategy is to further expand into the inland market and gradually establish a nationwide cold chain network.

Sinotrans PFS currently operates three cold storage facilities in Shanghai and Tianjin.

E-commerce companies including Taobao and Yihaodian have made plans to expand their presence in the cold chain logistics market to support their sub-brands, Taobao Fresh and Yihao Fruit Garden. Taobao Fresh recorded a revenue surge of more than 200% last year.

SF Express, one of the leading express companies in China, stepped into the cold chain logistics market by introducing SF Cold Chain last September with the goal of becoming the largest brand in the cold chain logistics market in the next five years.

Currently, SF Express has started services in 12 major cities including Beijing, Shanghai, Guangzhou and Shenzhen, and it expects to start operations of 10 cold storage facilities by the end of 2015.

Swire Pacific Cold Storage, one of the largest cold chain logistics operators in the world, has also made plans to develop 13 cold storage facilities in China by 2020. The company opened two new cold storage facilities in Shanghai and Langfang in 2014.

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PROFILE ■ ■ ■

Nationwide reach Nan Tsing Container Lines has developed a unique network right across the People’s Republic. Jason Jiang meets the line’s president, Pan Peicong

N

an Tsing Container Lines is an established name in China’s domestic container shipping market, becoming one of the largest intra-China players in the last few years.

Established in 1997 as a state-run shipping company, Nan Tsing began to suffer financial difficulties in 2007. At the end of 2008, Zhejiang Tingyu Group, a large-scale multi-sector group based in Wenzhou, acquired Nan Tsing and made it a subsidiary of the group.

Pan Peicong, president of Tingyu Group, has since become the president of Nan Tsing and one of the very few female bosses in the Chinese shipping industry.

Pan was born into an entrepreneurial family. Her father, Pan Tingyu, is a famous tycoon in Zhejiang. Pan started to take major roles in the family group when she was just 18.

Nowadays, Nan Tsing has developed into a major domestic shipping company in China and formed a large network nationwide. It operates more than 70 container vessels.

Pan likes to self-deprecatingly call herself a “rookie in the shipping industry”.

Before her family group took over the company, she was mostly involved in manufacturing, publishing and movie investments.

However, she turned Nan Tsing from a line with nearly RMB400m in debts into a profitable company in under a year from the takeover through a restructuring which optimised the company’s structure and shipping routes.

“Sometimes you don’t know where are you going next, and life will just take you somewhere,” Pan says on her sudden introduction to the world of shipping.

Pan admits that it was a difficult time when she had just taken over the company but she has made it through just about unscathed.

According to Pan, the secret of Nan Tsing is the unique shipping network it has

developed. Nan Tsing has set up operations in several shipping hubs, and the feeder ports of each shipping hub and the shipping hub itself complement and support each other, which has increased the intensity of the company’s shipping routes, and the access rate between each port has also been greatly enhanced.

Currently, Nan Tsing has set up shipping hubs in Jinzhou and Yantai in the north, Haikou, Guangzhou and Xiamen in the south, Chongqing in the west, Wuhan in the middle, and Shanghai in the east.

“Now we can ship cargo to Harbin in the northern edge of the country, and Chongqing and Kunming in the western reaches,” Pan says.

On the overall downturn in the shipping market, Pan says the company will not engage in the price war that dominates much of domestic liner trades. Instead, Nan Tsing is focusing on becoming more involved in logistics.

“As one of the top domestic container shipping companies, sometimes we can act as a balancer of the market. We will step out when the market price is unhealthy,”

Sometimes you don’t know where are you going next, and life will just take you somewhere

Pan says.

According to Pan, Nan Tsing is currently further developing its shipping network through intermodal shipping services with connections to rail and road transportation and customising the best shipping packages for clients.

The company is also speeding up the construction of an online shipping information platform to keep up with the information innovation trend in the shipping industry.

NEED NEED TO TO KNOW KNOW Nan Tsing Container Lines Established in 1997 as a state-run shipping company, and fully acquired by Zhejiang Tingyu Group in 2008. The company is currently one of the top shipping lines in the domestic container shipping market, operating more than 70 vessels.

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PROFILE ■ ■ ■

Resurrecting the heady shikumisen days TCC’s Kenneth Koo is fostering plenty of business in Japan

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ne of the grand names of Hong Kong shipping, Tai Chong Cheang Steamship (TCC Group) held celebrations in Tokyo this January to mark 60 years of business with Japanese partners, a stream of business TCC chairman Kenneth Koo is determined to develop.

TCC opened its Tokyo office under the name of Dowa & Co in the old Iino Building back in January, 1955. Since then, TCC’s Tokyo presence has become the driving force of the family shipping enterprise’s growth.

In 2007, during the height of the socalled shipping supercycle, a decision was made to further strengthen TCC’s Japanese niche and the result is a substantial newbuilding fleet replacement program exclusively in Japanese shipyards with the majority of the tonnage long term chartered to TCC’s Japanese major operator friends.

“Back in 2007, I set out to develop a 21st century shikumisen strategy. That is coming to fruition,” Koo tells SinoShip. The old shikumisen strategy, combining financing, ordering and chartering out of Japan, was how many of Hong Kong’s owners grew big in the 1960s.

TCC’s present newbuilding program of two panamaxes, two to three aframaxes and five to eight capesize bulk carriers to be built and delivered between now and 2020 are, for the most part, tied with long term charters to Japanese business partners.

Last November, TCC formed a joint venture, TK50, with Japanese shipping major, Kawasaki Kisen Kaisha (K Line) for a 182,200 dwt capesize to be built at Japan’s Imabari Shipbuilding. Further ships might be added to this venture soon.

“In today’s increasingly fragmented and commoditised shipping industry, closer collaboration between traditional shipowners would be so important in guarding and continuously improving the demanding standards of international shipping with a united voice,” Koo comments about the new venture.

Koo says TCC’s plan is based around what he describes as a boutique owner strategy building ships towards specific commercial or strategic requirements that the group’s business partners may have.

The TCC boss, the third generation of Koos at the helm, is not at all optimistic about the freight rate environment, telling SinoShip, “Shipping is not going anywhere.”

While many other Hong Kong owners have

Back in 2007, I set out to develop a 21st century shikumisen strategy. That is coming to fruition

put much of their future in China’s growth, Koo has felt that is a risky move for a long time. Owners should no longer put all their eggs in the China basket, he says. Other routes and markets need to be found as China’s growth slows and its lines take a lion's share of cargoes.

For a man born and brought up in a shipping empire, Koo has an interest in developing new technologies to take the industry forward. TCC has been supporting researchers at the University of Southern California (USC) Viterbi School of Engineering in developing a more efficient method to initiate combustion, providing a breakthrough, technological step forward in clean shipping design. The technology, transient plasma ignition (TPI), would allow marine diesel ships to reduce emissions, increase fuel economy and meet the International Maritime Organization’s (IMO) stringent emissions mandate with minimal modifications. The technology will serve as another feather in the cap of the storied history of this 98-year-old shipping line.

NEED TO KNOW NEED GROUP TO KNOW TCC Founded in Shanghai in 1917 as Tai Chong Hsiang Company, a customs brokerage firm. Became an owner in the following decade. Name of firm became Tai Chong Cheang Steamship. The company was resurrected in Hong Kong in 1983. Fleet is a mix of bulkers and tankers. Boss is Kenneth Koo, the third generation running one of Hong Kong’s best-known shipping lines.

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■ ■ ■ Profile

Lucky timing Realising the incredible competition in the domestic liner trades one ship operator has branched out into logistics. Jason Jiang reports

W

hile the domestic coastal container shipping market is still a battlefield for shipping companies that are struggling to survive, Lucky Trans, an intraChina company headquartered in Qingdao, is trying to get away from the price war and is making efforts to transform.

Lucky Trans was established in 2004.

It currently operates five self-owned 2,400 teu containerships and another 15 on time charter, offering services in the domestic coastal market and Yangtze River with offices in more than 20 port cities. The company uses Qingdao port, Rizhao port and Lianyungang port as its hubs and is specialised in offering short and medium range shipping services.

“We had great opportunities and developed fast in the first five years, but after 2010, things were different,” concedes Zhang Jian, president of Lucky Trans.

“The shipping downturn has made many domestic shipowners switch their vessels from the international market to the domestic coastal market, and many state-run shipping companies also started to order small container vessels to join the market, which has caused great overcapacity problems in the market,” Zhang says.

According to Zhang, in the past a couple of years, most shipping companies in the domestic liner market have been suffering from losses and some of them have already quit the market or gone bankrupt.

“The price war between shipping companies still continues and the coordination mechanism of the industry is hardly working,” he observes.

Given the harsh market conditions, Zhang decided to make a change. He chose

to transform the company from a ship operator to a comprehensive logistics service provider in 2013.

“Currently it is obvious that the ships in the domestic container shipping market are getting larger, it seems that it would save shipping costs for the cargo owners, but actually shipping is only one segment of the whole logistics chain, and it has a limited effect on the cost control of the entire logistics chain,” says Zhang.

Zhang says Lucky Trans has optimised the company’s operating structure to better cope with the logistics business. The company has also developed a land logistics division to provide connections to its shipping business. Currently Lucky Trans runs 15 container yards and more than 1,500 trucks offering door-to-door services. It has formed strategic logistics partnerships with several famous companies including Tsingtao Beer, Hua Tai Group and Asia Pulp and Paper.

“What we are doing is to reduce cargo

The price war between shipping companies still continues 20

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transits and connect cargo owners directly with the shipping companies. We don’t even have to choose to use our own vessels for each business; we can choose the most cost efficient ones for our clients, which has added much more flexibility for our operation,” Zhang says.

Zhang believes that the domestic container shipping market is facing lots of restructuring and adjustment in the next few years, and the outlook remains bleak.

Using SinoShip’s position as the platform for Chinese shipping, Zhang calls on the government and industry associations to reduce the severe competition in the market through establishing more industry regulations and reducing tax.

“From the current development of the company and the industry, I think we made a wise decision and there is still room for us to develop,” Zhang says.

NEED TO KNOW NEED TO KNOW

Lucky Trans Lucky Trans was established in 2004 and is mainly engaged in container shipping services between domestic coastal ports and Yangtze River ports. The company expanded its business into the logistics sector in 2013.

PROFILE ■ ■ ■

Go for Franbo Listed in Taipei last October, Franbo Lines is setting about doubling its fleet. Its chairman talks with Katherine Si

H

capital markets this year too.

While Franbo goes about doubling the size of its fleet, tapping the financial markets and generally making waves, other Taiwanese owners, Tsai observes, are still very cautious in the current choppy market conditions.

“Taiwanese shipping companies have a conservative attitude towards the shipping industry at present,” he sees, noting, “Local owners are taking this opportunity to replace their old fleet with new ships.”

owever perilously low the Baltic Dry Index might be there are opportunities to be had this year in the dry bulk sector, insists the chairman of quickly evolving Franbo Lines from Taiwan.

Pang-Chuan Tsai, Franbo’s chairman, reckons ship scrapping will jump this year and freight rates are unlikely to slump further.

“It is still difficult to predict the shipping industry for the coming years,” he says, “but the rebound opportunity is likely to be high this year.”

Franbo listed last October and has been using the cash to build up its fleet. The firm’s medium-term plans are a fleet replacement programme that will take the fleet to 15 ships by 2017 and up to 20 by 2020.

As well as dry bulk, the Kaohsiung-based company has some general cargoships.

Ships on order today range in size from 5,000 dwt to 46,500 dwt, all at Japanese shipyards, and generally tied to charters from Japanese firms too.

Founded in 1998, Franbo started out with small bulkers. It was then granted a licence to operate cross-strait trades. It has since

NEED TO KNOW

NEED TO KNOW

The rebound opportunity is likely to be high this year secured partners in Japan to forge Southeast Asian routes and it now actively looking to go global, eyeing both Europe and the Americas.

Tsai says Franbo has plans to tap the

Franbo Lines Founded in 1998, Franbo Lines is based in Kaohsiung. Listed in Taipei last year. The bulker owner is in the midst of a significant fleet rejuvenation and expansion program which will give it a 15-strong fleet by 2017. Plans to expand further to 20 ships by 2020.

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Breakbulk ■ ■ ■

Terminal infrastructure gets much needed boost Both along the coast and the Yangtze, ports have added more facilities though congestion is still an issue

F

or the past year, a large number of breakbulk port infrastructure has been added in both coastal ports including Dalian, Qingdao, Tangshan, Ningbo and Yangtze River ports including Wuhan, Taicang, Jiangyin and Wuhu, which has eased up the facility shortage and port congestion problems. The addition of further breakbulk facilities is also on many ports’ to do agenda this year.

“We need more breakbulk facilities in order to avoid berthing delays and prevent port congestions. Some additional technical upgrades and further river traffic

regulations might also help Chinese ports to remain open during fog or other adverse weather conditions,” says Marko Stampehl from Rickmers-Linie.

“We hope that the availability of additional breakbulk port infrastructure will

generate new possibilities over time, specially when other highly frequented terminals are congested,” Stampehl adds.

Juergen Kuntz, general manager of BBC Chartering China, says the new infrastructure adds much value to project clients with regards to their inland transportation needs and he does see a number of opportunities through them.

“Port congestion remains a key problem for carriers as well as different points of view related to port and stevedoring rates prevailing in smaller ports and river ports, which in most cases are not referring to the guidelines of the government,” Kuntz says.

Shi Wenhe, general manager of Hansa Heavy Lift China, says the company is still trying to get better deals for calling at ports, especially along the Yangtze – something that has been a frustration for years.

“Monopolies on port operations need to be addressed otherwise all foreign carriers will continue to suffer very expensive port and stevedoring costs and it would be an advantage if more shippers’ private jetties could be opened. It’s a perennial topic but we haven’t seen any improvement so far,” Shi says.

Monopolies on port operations need to be addressed otherwise all foreign carriers will continue to suffer very expensive port and stevedoring costs Sinoship Spring 2015

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■ ■ ■ FEATURE

Not set in stone Jason Jiang talks to top names in project shipping to assess the changing state of the market

T

hanks to the increasing number of infrastructure projects, offshore projects and power projects, as well as high growth in both exports and imports, China has taken the centre stage and been the global spotlight in recent years for breakbulk and project cargo shipments. Both international and domestic shipping firms have been working to improve their competitiveness in order to join the many players already in the market.

“China will still remain the key manufacturing and fabrication base and the

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main source of these cargoes, with India and Southeast Asia as secondary markets in Asia. There is no doubt China will continue to dominate,” maintains Kyriacos Panayides, managing director of AAL. Panayides is cautiously optimistic that freight rates will recover this year.

“Clearly there are uncertainties, which could impact on the heavylift sector, particularly in relation to the oil and gas industry, where a number of projects could be postponed on the back of falling oil prices. However, the growth in renewables and the fact that many nations suffering

from poor infrastructure with huge budgets are already placed on large projects, could act as a counterbalance to this,” Panayides reckons.

In December, China’s central government released a new development plan for the offshore wind power market, which encourages the development of renewable energy.

Juergen Kuntz, general manager of BBC Chartering China, says the company has seen some business potential for wind power equipment sourced in China and exported rather than for projects within China.

Breakbulk ■ ■ ■

“We believe 2015 will still be a challenging year for most operators. Overall we expect more fluctuation of shipping rates, also due to the fact that the market can still mobilise much of its short term capacity for instance, less slow steaming or lay-ups,” Kuntz says.

Shi Wenhe, general manager of Hansa Heavy Lift China, has seen new

opportunities in the export of nuclear power plants from China, especially to Central Europe, Eastern Europe and South America.

“China will probably start to export nuclear power equipment in 2016,” Shi says, adding that the company will focus on petrochemical projects, mining equipment, floating cargoes, windmill equipment, harbour equipment and offshore modules

China will probably start to export nuclear power equipment in 2016

this year.

Jeremy Sutton, general manager of Asia trades at Swire Shipping, says he has observed a strong upward trend in foreign direct investments by China. “We are expecting an increased level of investments on construction, infrastructure as well as energy projects into the areas we serve,” he says.

According to Sutton, Swire Shipping plans to further utilise and enhance its service network from China to the Pacific. At present, Swire Shipping offers 46 direct calls per year into Shanghai and Qingdao, and it plans to expand that coverage in 2015.

In order to compete with the international players, state-run Cosco Shipping has also been growing its heavylift vessel and semi-submersible fleets.

In January, Cosco Shipping announced a plan to raise RMB2.5bn funds via issuing new shares. RMB1.75bn of the funds will be used for the purchase of two semi-submersible vessels and seven heavylift vessels.

Shortly after the announcement of the plan, Cosco Shipping placed orders for four 28,000 dwt heavylift vessels at Hudong Zhonghua Shipbuilding plus two options.

A senior official from the line says Cosco Shipping has almost completed the company’s twelfth five-year (2011-2015) newbuild plan and further newbuilds in the future will be based on new shipping projects.

“The drop in oil prices will no doubt slow down the investment in the offshore market, which will give a gloomy outlook for the submersible vessel market, despite the drop in fuel costs,” says the official.

“We are making more efforts to improve our standards in safety management and technical management, which are seen as top priorities in the high-end market,” the official adds.

Chipolbrok, a Sino-Polish joint stock heavylift shipping company, took delivery of a 36,000 dwt heavy lift vessel from Jiangsu New Yangzi Shipbuilding in January. The vessel has become the largest heavylift vessel in the world. Another three vessels of the same type will be delivered within the year.

Chipolbrok has deployed the vessel on the emerging South America market.

“There are certainly the traditional Chinese operators that have placed orders for new vessels to join their fleets, as well as new Chinese operators coming into the market by snapping up relatively cheap tonnage on long term charters. This puts pressure on freight rates, especially on intra-Asia business in both the multipurpose and heavylift sectors,” AAL’s Panayides concludes.

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■ ■ ■ FEATURE

Overcapacity caps profits The outlook still looks grim for the nation's repair yards. Katherine Si reports

W

hile some sectors of the shipping and shipbuilding industries are showing recovery signs, however fragile, one area that remains thoroughly depressed is China’s ship repairers.

According to several companies contacted by SinoShip, the smaller Chinese ship repair players will remain in a critical loss-making state for some years to come, while the larger entities will look to economies of scale to buttress themselves from the overcapacity.

There are severe structural problems to overcome as well simple market realities: too many yards competing against each other for limited business has shaved off whatever profit margins existed previously.

CSSC Chengxi Shipyard, a subsidiary of China State Shipbuilding Corporation, is a leading ship repairer in the country.

It thinks salvation lies in pursuing more expensive ship types. The yard is also planning to enter into the offshore wind tower

and port machinery sectors to diversify and reduce financial risks from its strong ship repair focus, according to Wang Yongliang, general manager of CSSC Chengxi.

Currently, the shipyard has ten 10,000 dwt deepwater berths and five floating docks ranging in size from 50,000 to 170,000 dwt.

Qingdao Beihai Shipbuilding Heavy Industry, a major ship repair and building yard in north China, has also looked to diversify its speciality offerings. The key for the shipyard to up its financial performance in the ship repair business is to shift away from its tanker focus to also handle containerships and roro vessels.

In addition, the yard is integrating its shipbuilding and repair facilities together to improve production efficiency and squeeze more profits, according to Liu Yudong, Beihai’s yard manager.

The yard’s aim going forward is to have a capacity to repair up to 212 vessels per year.

Meanwhile, Zhoushan IMC-Yongyue

Too many yards competing against each other for limited business has shaved off whatever profit margins existed previously

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Shipyard and Engineering is saving money through strict cost controls being put in place.

The ship repair yard is establishing detailed and strict rules to control costs looking at every aspect from materials to human resources .

Zhoushan IMC-Yongyue is a joint venture yard invested by IMC Pan Asia Alliance Group, Zhejiang Yongyue Shipping Group, and Zhejiang Haizhongzhou Group.

China’s leading ship repair company, China Shipping Industry, has shut down one of its factories in Guangzhou amid severe overcapacity cutthroat prices. It also plans to integrate its ship repair resources in Shanghai this year.

The implementation last year by Beijing of a ship scrapping subsidy policy has clearly had a knock on effect for the nation’s repair yards. Rather than repairing old ships, a whole swathe of the national fleet above the age of 15 years old has been sent to be torched.

However, there are some yards who believe that this year will mark a new beginning for the ship repair industry.

Ship repair orders are starting to pick up in volume terms while the depressed dry bulk freight market will lead to less orders and an older average age of the global dry bulk fleet, likely equating to more repair work.

Last year, the output of the major Chinese repair yards rose 14.5% year-onyear to RMB12.5bn after four consecutive decreases since 2010, thanks largely to the winning of high-tech and high value-added ship repair orders.

Major yards completed ship repair volume of 3,441 vessels in all in 2014, a decline of 1.2% year-on-year.

According to the China National Association of Shipbuilding Industry (CANSI), the ship repair sector has growing demand this year as the vessels delivered during the last newbuilding binge peaked in 2010 and are thus due for a drydocking.

Moreover, owners are likely to inspect their vessels earlier as the ballast water convention comes into effect soon.

Ship Repair ■ ■ ■

Cruise jackpot The recent drydocking of the Costa Atlantica just outside of Shanghai was a very significant event for the nation’s repair industry

D

iversification of ship types is clearly important for China’s repairers if they are to get back into the black. Few sectors offer bigger returns than cruise, something Chinese yards have hitherto had little access to. China is developing itself to be a major cruise travel destination and is diversifying the whole industry chain to service every facet of the cruise sector. All the major cruise lines have identified China as the cruise source market with the greatest growth potential in the coming years.

Cruiseships are being repositioned to the People’s Republic as never before.

At the beginning of the Chinese new year, Costa Atlantica, a luxury cruiseship belonging to Costa Cruises, went in for repairs and refurb at Shanghai Huarun Dadong Dockyard.

It is the first cruiseship repair work at

the Chinese shipyard, one of the top names for ship repair in the country.

The 18-day renovation was designed to make the cruiseship offer more Chinacentric services for its upcoming China season.

Costa Atlantica was built in 2000 in Finland. The ship is readying a series of Asian cruises from its homeport of Shanghai.

“The materials for the repair work of the cruiseship were transported from Europe, our yard is in charge of repair work of the

Cruiseships are being repositioned to the People’s Republic as never before

cruiseship,” the official in charge of the cruiseship repair project of Huarun Dadong tells SinoShip.

“The cruise industry in China is developing so fast, especially in Shanghai, the city we are based in. More cruiseships are docking at Shanghai, which will bring a lot of cruiseship repair opportunities in the future,” the official says, adding “Repairing a cruiseship is more profitable than a cargo ship, and I think it will be a new business growth point for our yard.”

As a fast growing cruise tourism city, Shanghai is accelerating the development of the whole cruise industry chain.

The refurb of the Costa Atlantica marked the first time for a trading international cruiseship to be repaired by a Chinese ship repair yard.

Huarun Dadong is a joint venture invested by China Resources Machinery & Minmetals, Hudong-Zhonghua Shipbuilding, China Yatong and Shanghai Datong NGS Industries. The shipyard is located opposite the port of Shanghai, at the entrance of the Yangtze River. Currently, the shipyard has four floating docks ranging in size from 50,000 to 300,000 dwt plus a 300,000 dwt drydock.

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■ ■ ■ HUBS: SHANGHAI

Beyond the city limits Authorities are running out of shoreline to expand the port

On the face of it Shanghai port looks to be thriving.

Statistics don't lie – placing China’s financial metropolis at the top of the class when it comes to containers and in the top two for overall cargo numbers. However, future growth may well be stymied by geography.

Shanghai retained its box crown last year recording a container throughput of 35.2m teu while its overall cargo throughput hit 754m tons. To put that in perspective, a decade before Shanghai’s box throughput stood at 14.6m teu.

In December, construction started on what local authorities claim will be the world’s most advanced automated terminal, the phase four project at Yangshan Deepwater Port.

Shanghai International Port Group (SIPG) says the city’s annual box throughput capacity will hit 40m teu once the new RMB13.9bn terminal is completed in 2017.

However, behind the glorious statistics, Shanghai port is 28

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also facing a series of concerns brought about by the fast development of the port.

“One of Shanghai port’s shortages is a lack of deep navigation channels for large vessels to call directly,” says Liu Xunliang, a director from the Shanghai Transport Authority.

Liu says it’s difficult for Shanghai port to copy Hong Kong port’s highly efficient water to water transit capabilities.

“Yangshan port is isolated from the land, the inland river vessels are unable to transit cargo to ocean vessels on water due to the harsh local water conditions, thus the containers have to be transit at Waigaoqiao port before being shipped to Yangshan port, which adds $200 extra cost per container,” he explains.

“The river vessels are also occupying berths at Waigaoqiao port, which has affected the ocean shipping operation at the port. The berths at the port are reaching saturation,” Liu warns.

The congestion at the port

has also led to traffic congestion as there is no railway connection to the pair of Yangshan islands. Fully 70% of the containers at Yangshan port have to be shipped out of the port by trucks, which creates serious traffic jams near the port area.

With further port expansion inevitable authorities are now studing possible intermodal solutions.

“After the completion of the phase four project of Yangshan port, there will be very few available shorelines in the Shanghai area for port expansion,” reckons Zhao Nan, director at the Shanghai International Shipping Research Center.

“In this situation, Shanghai port has to expand to other neighbouring regions like Jiangsu or Zhejiang,” Zhao says.

Technically the port already has done this – Yangshan is actually in Zhejiang.

The port authority has considered Hengsha Island near Shanghai for expansion, however, the plan was opposed by other government departments

due to environmental concerns.

The authority also considered Da Yang Shan Island near Zhoushan, but according to Zhao, it would be difficult to coordinate with Zhejiang province as the development of Zhoushan Archipelago New Area has already been listed as a national strategy.

In January, SIPG signed a strategic agreement with the Luzhou government in Sichuan to develop Luzhou port on the Yangtze River. Currently SIPG has formed nine joint ventures with nine ports along China’s longest river.

Taicang port in Jiangsu has become an important part of the Shanghai International Shipping Center. It has handled lots of transit cargo from Yangtze River ports for SIPG and has greatly released the burden of Waigaoqiao port, which can focus more on large ocean vessels.

“It is our long term strategy to expand our network to the Yangtze River,” says Chen Xuyuan, president of SIPG. Shanghai Pilot Free Trade Zone (FTZ), a test field for China to promote and reform its open economy, is also looking to expand. The local government announced at the end of December that the area of Shanghai’s FTZ will be expanded from the current 28.78 sq km to 120.72 sq km.

Fu Weizhong, a senior executive at Shanghai CapEx, a company that runs a forward container-booking platform in the FTZ, tells SinoShip: “Developing high-end shipping services is an essential thing for Shanghai to become a real international shipping centre. Now Shanghai is right on the track.”

HUBS: TAIPEI ■ ■ ■

Keelung lifeline Premier Jiang Yi-huah has outlined a revitilisation plan for the island’s northern port

A decade back when plans were first mooted for a giant new port in Taipei, the writing seemed to be on the wall for the island’s venerable port city of Keelung. The northern port, where containerline Yang Ming is headquartered, has long suffered space constraints as well as issues with road connectivity. Its days as a preeminent port on the Asian map had long gone. It was back in the 1980s when Keelung could claim to be the seventh largest boxport in the world – it slipped out of the top 20 at the start of the millennium.

However, plans are now afoot to revitalise the port.

The government is to develop the harbour by relocating military docks and facilities from the east side to the west side in the coming five years

to support the development of cargo and passenger business.

Authorities will invest NT$15bn in the whole project, with plans set to be released by the end of next year, according to the Ministry of Transportation and Communications.

The cargo handling capacity will be expanded and bring in more cargo resources and more revenue for the port.

He reckons the plan will take longer than expected, however he stressed: “This will be a very important development for Keelung in the next half-century.”

“By concentrating container services and navy facilities on the west side, the east side of the harbour adjoining the city’s downtown area can be converted for exhibition centres,

This will be a very important development for Keelung in the next half-century “For the past two decades, the development of Keelung Port has been restricted due to conflicting uses of land along the coastline,” said premier Jiang Yi-huah recently.

hotels, marinas and recreational facilities,” Jiang added.

The coming two years will be the design period of the whole project, with the project work scheduled to commence in 2017.

The newly developed area is expected to generate NT$90bn in revenue and create around 10,000 job opportunities when the whole project is completed.

As part of the plans an extremely futuristic looking new cruise terminal is set to be built.

Keelung city is cooperating with the Taiwan International Ports Corporation (TIPC) to set up the Keelung Port Development Strategy Alliance.

TIPC operates all the ports on the island.

The establishment of the port development alliance is to jointly develop the port and city together, said Lin Yu-chang, Keelung’s mayor.

Amid severe competition from nearby Taipei Keelung is forecasting very moderate growth of just 1.1% this year to 70.58m tonnes.

Sinoship Spring 2015

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HUBS: HONG KONG ■ ■ ■

Waving goodbye?

Asia’s richest man, Li Ka-shing, is seemingly turning his back on Hong Kong and may also relinquish his port assets. Sam Chambers looks at what's next for Hutchison Port Holdings Li Ka-shing has done more for global container terminal development than anyone else. The 86-year-old, dubbed Superman in Hong Kong for his entrepreneurial zeal, built up the world’s largest ports network over the past 25 years, first expanding beyond Hong Kong to Shenzhen and from there to most key trading hubs in the world. The Hong Kongheadquartered Hutchison Port Holdings(HPH) network of port operations comprises 319 berths in 52 ports, spanning 26 countries throughout Asia, the Middle East, Africa, Europe, the Americas and Australasia.

Ports have often provided a safe harbour for earnings in tough years, especially when Li was ploughing millions to get his 3G telecoms network established. Now, however, the signs are his interests lie elsewhere and this canny investor is looking to cash in some or even all of his port assets.

In February, the South China Morning Post reported Li was looking at offloading some of his port investments to a consortium of state-owned mainland firms. The newspaper claimed China Merchants Holdings (International), Cosco Pacific, China Shipping Terminal Development and State Development & Investment Corp are interested in taking a 40% stake in Hutchison Port Holdings (HPH) for HK$150bn to HK$160bn. HPH was quick to deny the report, although China Merchants was more forthcoming, its statement, for those

adept at reading between the lines, clearly showed negotiations were ongoing.

In January, illustrative of Li’s changing attitude, he unveiled a restructuring of his two conglomerates, Cheung Kong (Holdings) and Hutchison Whampoa. Li is separating his Hong Kong property assets from his internationally focused conglomerate including his ports division. The real estate assets of both Cheung Kong and Hutchison would be carved out into a new Hong Kong-listed company, called CK Property.

The remaining assets of both companies, which include ports, mobile telecommunications operations and a stake in Canadian oil firm Husky Energy, will be listed separately as CKH Holdings. The reorganisation is expected to be completed in the first half of the year. Most pertinent was Li’s announcement that the two conglomerates would shift their headquarters from Hong Kong to the Cayman Islands – something that sent shockwaves through the community; Superman was flying off.

Many point out that the revamp has been in order for him to finally pass on the reins to his son, Victor. At 86, however, Li remains incredibly sprite.

The impression is that Li, a

$33.2bn Wealth of Li Ka-shing, according to estimates

by Forbes

keen reader of changing tides, feels safer betting on Europe.

The political turmoil in Hong Kong last year and slowing growth in China have made him look beyond his backyard.

Li has offloaded major property investments on the mainland – where growth slowed to a 24-year low last year – after investing heavily there in the 1990s.

He is in talks to buy O2, a massive UK telecoms firm, for $15bn. He also recently bought the UK’s Eversholt Rail Group, which owns 28% of the nation’s passenger trains, for $3.8bn.

These large investments – and plenty more besides – mean Li needs to tap more funds – the ports, many of which are past their prime growth-wise, could generate billions.

Ports have been a source of fund raising over the years for Li. He has been happy to dilute his ownership of the terminals from time to time in order to

top up funds.

Back in 2006, Singapore’s PSA International paid HK$34bn for a 20% stake in HPH. Under the terms of that nine-year old deal, PSA has first right of refusal in any further stake sale.

Then Li cleverly listed HPH Trust in Singapore, putting his South China ports up to public investment at a time when throughput numbers in the region had slowed dramatically.

In March 2014, HPH Trust announced a joint venture with Cosco whereby the Li vehicle sold a 60% holding in one of its Hong Kong terminals for HK$2.5bn. The sale took place a few months after lengthy strikes at his Hong Kong terminals had caused him acute embarrassment and brought the container port, once the world’s busiest, to a standstill.

Going forward, Li will no doubt hive off other port assets so long as the price is right.

Sinoship Spring 2015

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■ ■ ■ BOOKS

Monsoon Asia The Indian Ocean is set to play a vital role in 21st century geopolitics, as Paul French explains

In comparison to the Pacific or the Atlantic, the Indian Ocean has so far produced far fewer books examining this space of sea. Yet, the Indian Ocean is the world’s third largest, covering 20% of the water on the Earth's surface. Stretching from Australia, across Asia, to Africa and beyond it is clearly a crucial waterway for commerce, geopolitics and the countries that border it. The ocean connects the Mediterranean with the South China Sea. Surely the ocean deserves some good books?

Edited by Abdul Sheriff and Engseng Ho The Indian Ocean covers the general history and development of the sea as “a zone of encounters and contacts ... a privileged crossroads of culture”. Representing trade routes as spaces where different cultures, religions and economic systems have intersected and interacted is all the academic rage at the moment.

Obviously the number of slaves and indentured labourers who crisscrossed the ocean in times past is matched today by the global trade that cross in tankers and containerships.

UCLA history professor Edward Alpers’s The Indian Ocean in World History is part of the New Oxford World History covering history from the third millennium BC to the present day. Again, it focuses on the interactions and crosscurrents of trade and communities; the diasporas of the past two millennia - Persians and Arabs from the Gulf came to 32

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eastern Africa and Madagascar as traders and settlers, while Hadramis dispersed from south Yemen as traders and Muslim teachers to the Comoros Islands, Zanzibar, South India, and Indonesia. Southeast Asians migrated to Madagascar, and Chinese dispersed from Southeast Asia to the Mascarene Islands and to South Africa. Truly the Indian Ocean is a global melting pot.

The Indian Ocean remains a contested water. The bestselling geopolitical writer Robert Kaplan refers to “Monsoon

Asia” in his book Monsoon: The Indian Ocean and the Future of American Power. Monsoon Asia includes India, Pakistan, China, Indonesia, Myanmar, Oman, Sri Lanka, Bangladesh, and Tanzania. Kaplan believes that it is here the fight for democracy, energy independence, and religious freedom will be lost or won. Throw in that this is the epicentre of the world’s projected population growth and potential environmental calamities and Kaplan’s argument that Washington, and by default Europe, should pay

Representing trade routes as spaces where different cultures have intersected is all the academic rage at the moment

more attention to the region is a convincing one.

This thesis is leading to a number of both utopian and dystopian views of the future of the Indian Ocean.

Jonathan Holslag’s China’s Coming War With Asia leans heavily to the dystopian viewpoint.

Put simply, Holslag believes that China’s peaceful rise is impossible to maintain and that it will need to become more assertive in the Indian Ocean region (and elsewhere – the Malacca Straits, Sea of Japan, North Pole, the Pacific, etc) and this will lead to clashes, both military and diplomatic, with other rising nations around the Indian Ocean rim including Indonesia and India.

Others however take a more optimistic approach. Michael J. Fratantuono, in his book The US:India Relationship – Crosssector Collaboration to Promote Sustainable Development, sees the Indian Ocean rim as one where the urgent need to deal with issues of the environment and sustainability will force rational debate and joint action for everyone’s improved future wellbeing.

Whatever the future – utopian or dystopian – it’s pretty clear that the Indian Ocean requires more thought – at least equal to that given to the Pacific and the Atlantic in the past. The potential challenges of Monsoon Asia – environmental, religious, geopolitical, energy and trade included – are immense and vital to the future of the entire globe.

OPINION ■ ■ ■

Beware the ides of March Bulker markets are at their lowest since the mid-1980s, but Bei Hong reckons that’s not a reason to give up hope

SCRAPHEAP A Shagang Shipping bulker pictured in happier times. The line went bust this year Warrant issue on the ropes as investor goes missing’ ‘Yard files for restructuring’ ‘Pushed to a bigger loss after writing down the value of newbuilding contracts it intends to sell’ ‘Suspends dividend payments’ ‘Files for liquidation’ These five quotes, related to five separate shipowning and shipbuilding enterprises, all appeared in various media outlets on a single day in the first week of March. I won’t name and further shame the specific companies here, but coming on the back of plenty of other grim news, those headlines starkly represented what we all already knew: 2015 has got off to an absolutely lousy start, at least if bulk carriers are your game.

This is no place for another market analysis, but an increasingly asked question is how bad is this compared to the mid-1980s? For those of us ploughing through our fourth decade in this business, it allows us to recall times when as relatively fresh inductees to the work place, we didn’t really have much experience

of anything other than lousy rates, ships being arrested and lots of traditional names getting out (or being forced out) of the business, but youthful enthusiasm and the relief at just having a job meant we got on with it. For our more senior peers, however, things were different as they had experience of better markets, and had built up lifestyles to match. As things got worse, and the busiest guys in shipping were demolition brokers working night shifts consigning relatively new tankers to the breakers in Kaohsiung (remember them?), one commodity seemed to disappear – hope.

Whether it was owners scrapping modern ships, old

their backs on shipping. Are we in the same place today?

Perhaps, though probably not.

I’ve been asked a bit of late whether shipbrokers make good insurance brokers, as apparently there are quite a few looking to move on from a job which only a few years ago offered such rich rewards that investment banks were complaining that all the top graduates wanted to be shipbrokers.

Overall though, a sense of realism seems to have set in this time round. Even though the tanker market has gone from being a basket case two years ago to the current golden child, hopes of such a rebound for bulkers just don’t seem to exist. There are just

How can you expect rates to improve when you have over 700 ships on order in just the supramax sector? established families exiting the business permanently or brokers throwing in the towel and going off to pursue another career, a lot of people turned

too many new ships – how can you expect rates to improve when you have over 700 ships on order in just the supramax sector? A turnaround will

come, but by then the ‘arriviste’ investors who were looking for a quick buck will be long gone and the only certainty is that some of the old boys in London, Piraeus and Hong Kong, to name but three ‘old school’ shipping centres, will have weathered the storm, picked up a few choice morsels along the way and continue to go about their business of generating stable, recurrent returns with a commitment to the long term.

The mid-80s might seem like ancient history to many, but it’s time to look back in our past to that time than just rely on short term memory. Last year it was the optimism of the first quarter which laid the foundations for the 2014 bull market which never came. Likewise, many people’s memories are dominated by those boom years up to 2008. Get real, they really aren’t coming back. Those who slogged it through the mid-80s did, in many cases, end up with solid, sustainable businesses and provided both themselves and many others with great careers. Don’t give up hope.

Sinoship Spring 2015

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OPINION ■ ■ ■

Growing regulatory pressures Andrew Craig-Bennett argues that as the world fleet increases in size inexorably national governments will be taking a closer look at shipping’s footprint

An annual growth rate of 2.8%. That is not a figure for a nation’s rate of GDP growth, although it might be. Nor is it a figure for a nation’s population growth, although, again, it might be. It is the rate of growth, in tonnage terms, of the world merchant fleet since 1949.

I have always said beware of putting a ruler on a graph and extrapolating from an historical trend in order to see what the future looks like, because in the short or medium term, that is absolutely bound to give a wrong answer. In the case of very long term trends – secular trends, over Kondratieff cycles – it is more likely to be right.

I compared the number with rates of GDP growth and with rates of population growth in order to shock – 2.8% per annum is a high rate in either category. We know, at the back

of our minds, that world trade moves mostly by sea, and that the volume of trade by sea, measured in ton-miles, grows faster than the rate of growth of the world economy.

Now, what else do we know at the back of our minds? We probably know that the ‘rich world’ is growing rather slowly.

What is the ‘poor world’ doing?

It is getting richer, rather quickly, but because, at this stage, the changes are still small, we can miss them. We sort of know that Africa is no longer a basket case, that Latin America is not now ruled by military dictators with a

fondness for comic opera uniforms, and so on.

We are aware, at the back of our minds, that most people have a mobile phone, most people have a refrigerator, most people have a television, most people have a sewing machine, most people have a bicycle, many have a motor bike. Thirty years ago, they did not have these things. The impact of these things on trade by sea is real, but modest. What happens when everyone wants a car? What happens when everyone wants a foreign holiday?

One part of our industry has

The impact on the world’s seas, and on the air above them, of twice as much merchant shipping is going to be ghastly

understood this – the cruise sector. Be honest – if you are not in the cruise business, you have never believed the cruise sector’s growth forecasts, have you? But they have been right every time.

A rate of growth of 2.8% annually, compounded annually, produces a doubling of the original number in 15 years. In the year 2000, the world fleet was half the size it is now. In 2030, it will be twice the size. There won’t be twice as many ships, but there will be bigger ships.

Allowing for scale effects, that is not quite twice as much steel, not quite twice as much fuel, emissions, paint, luboil, etc.

These are fearsome quantities.

The impact on the world’s seas, and on the air above them, of twice as much merchant shipping is going to be ghastly.

People will notice. There will be regulatory changes. Serious ones.

Our own little UN body, the shambolic and sclerotic IMO, may squawk a bit, but we all know that it can’t keep up.

We are going to be noticed by national governments, in ways that we have not been used to.

The United States is already asking us about the oil in our stern tube bearings and our bow thrusters and what we are doing about it at the next docking. The US government has understood, and they are right to do so. There will be a lot more of this, in ways that we cannot well foresee, and it probably will not be pretty.

Time to start thinking about it?

Sinoship Spring 2015

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■ ■ ■ PHOTO FINISH

PHOTO FINISH ■ ■ ■ READY FOR THE OFF A ferry prepares to leave Dalian for Korea 一艘准备离开大连去韩国的渡轮 ©

Eliza Jaroni

Bringing maritime media out of the dark ages

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27/1/14 11:59 pm

2015年春季刊

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目录 ■ ■ ■

■ ■ ■ 定期报道 2 编者语 3 经济 4 班轮 7 船厂 9 离岸 10 金融 11 商品 12 物流

■ ■ ■ 人物专访 13 潘佩聪 14 顾建纲 15 张健

■ ■ ■ 专题

中国出资购买的船舶在集装 箱领域所占的市场份额将继续 增长 —Executive Ship Management董事长

Dagfinn Lunde

政府关于行业整合的号召 是合适的

12

25 书籍

13

— 南青集装箱班轮董事长潘佩聪

2007年，我开始发展21世纪 四衢战略，现在已经结出硕果

■ ■ ■ 枢纽

■ ■ ■ 评论

— 东方海外贸易总监 Stephen Ng

有时，你不知道未来该怎么 走，但生活会带你前行

17 散杂货 20 修船 22 上海 23 台北 24 香港

10

14

— 泰昌祥轮船董事长顾建纲

航运公司的价格战仍在持续 — 和易海运董事长张健

■ ■ ■ 意见 26 Bei Hong 27 A ndrew Craig-Bennett

15

新的中国运营商进入市场，争取 长期租赁中相对便宜的吨位

17

— AAL 总经理Kyriacos Panayides

Sinoship 2015年春季刊

1

■ ■ ■ 编者语

www.sinoshipnews.com ASM刊物 编辑主管 Sam Chambers sam@asiashippingmedia.com 首席通讯记者 司湘

katherine@asiashippingmedia.com

腐败赌资

通讯记者 姜浩

jason@asiashippingmedia.com 北京 上海 香港 大连 广州 台北

Li Deng Bai Colin Shek Alfred Romann Mark Downing Wang Fanglei David Green

供稿人

Bei Hong, Charles De Trenck, Matthew Flynn, Paul French, Max Hong, Li Dong, Manish Singh 摄影

André Eichman, Basil Pao 所有编辑资料请发送至sam@asiashippingmedia.com 或邮寄到中国大连中山区人民路9号701办公室， 邮编116001 商务主管 Grant Rowles

grant@asiashippingmedia.com 销售主管 Helen Ong helen@asiashippingmedia.com SinoShip同时也在东京、首尔和奥斯陆设有广告 代理机构。欲获取当地代理联系信息请发送邮件 到grant@asiashippingmedia.com。 媒体信息可在www.asiashippingmedia.com下载。 所有商务资料请发送至grant@asiashippingmedia. com 或邮寄到Asia Shipping Media Pte Ltd 30 Cecil Street, #19-08 Prudential Tower Singapore 049712 设计 Tigersoft Pte Ltd 印刷 香港雅联印刷有限公司 订阅 总部设在中国的所有海运公司都可以免费获取SinoShip 期 刊。对于 所 有 其 他 公 司，订 阅 S i n o S h i p 2 014 年 4 期 需 要 收 费10 0 美 元 。订 阅 每 月 发 行 两 次 的 P D F 格 式 的 S i n o S h i p电子 新 闻（包 含 独 家 新 闻 、数 据 和 分 析）需 收 费5 0 0 美 元。订 阅 咨 询 请发 送 邮 件 到 su b s@ asiashippingmedia.com。 版权 © Asia Shipping Media Pte Ltd (ASM), 2014 为确保 本刊物所包含信息的准确性，尽管作出了所有努 力，但出版社 对可能出现的任何错误或疏忽不承担任何 责任。版权所有。未事先获得版权拥有人的书面批准，不 得对本刊物的任何部分进行复制、储存于检索系统或以 任何形式或方式传输。

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虽 然 我 不 赌博，但我对澳门总是情有独 钟。该城市与其15年前的拉斯维加斯式光 景大不相同，但是此处仍有一种独特的氛 围，还有在大中华地区最可口的美食—如 果您碰巧经过，一定要去A Lorcha船屋餐厅 美餐一顿，如不满意，这单算我的，保证不 会让您失望。 但是，这块前葡萄牙晚期殖民地已悄无 声息地发生变化。2月，受内地反腐运动重 创，澳门博彩业收入较去年同期下滑49%。 这是澳门特别行政区的收入连续第九个月 下滑，侧面反映强硬的反腐力度打消了许多 中国赌客来澳门一掷千金的热情。 自2013年执政以来，习近平主席掀起一 波又一波的反腐浪潮，而海运公司一直处 于这股浪潮的中心。尽管法律不允许中国 公民持有两个国家护照，但是今年，中国 的贪官污吏们想方设法地获取外国护照， 以逃脱牢狱之灾。船运公司高管跑路的消 息在我们的每日更新的新闻网站上层出不 穷，他们不告而别、人间蒸发，留下巨额债 务，就像老鼠逃离沉船一样。 我们网站上经常出现的新闻还有已经接 受中央反腐小组调查的海运相关公司。中 远集团、中国海运集团等著名企业以及两 大造船集团—中国船舶重工和中国船舶 工业—今年均已提交账薄以供审核。大批 中国领先船运公司也已经在监督之下。 根据最近的领导人发言判断，反腐浪潮 不会很快停止。实际上，腐败之风仍然盛 行，且是公众深恶痛绝的源头。 Transparency International对全球175个 国家展开腐败程度调查，结果显示，中国 排在第76位。相比之下，埃及与哥伦比亚 的腐败被视为有所改善。 中国国务院总理李克强在3月初召开的 全国人大会议上表示： “我们要坚定不移 地惩治腐败；绝不容忍任何腐败行为，我 们将严肃处理任何腐败问题……我们将加 强行政监察，发挥审计监督作用，对公款、 公共资源和国有资产严加监管。”

习近平主席曾经说过，他将在反腐行动 中坚持“老虎” “苍蝇”一起打。预计我们行 业中将有更多高官被打倒，而对于东方拉斯 维加斯来说，这可能未必是个好消息。

Sam Chambers Editor sam@asiashippingmedia.com

经济 ■ ■ ■

微弱增长 Paul French阐述中国不断变化的态势

一月份中国制造业出现两年多来的首次萎缩，增长进程放缓着实令人担忧

毫无疑问，中国目前的增长状 况一言难尽。一方面，中国经济 的增长速度进一步放缓，从两 年前的7.7%降至去年的7.4%。 尽管如此，中国经济规模的递 增比十年前GDP增长达10%的 时候高出100%。这正好解释了 国际货币基金组织的估计，即 中国占去年全球增长总额的近 三分之一。扣除通货膨胀后， 中国的工资上涨约7%，而美国 为2%。因此，消费支出得以保 持强劲，升幅达到11%，而美国 为2%。然而，仍有许多分析师 反对“拥抱熊猫”（指与中国合 作），认为中国前路难行。 他们保 持 谨慎也不无 道 理。放眼中国，许多 公共基础

设施已修建完毕，新建筑的增 长速度势必大幅下降。商品房 在现代中国出现的前十年发展 迅速，现在，随着该行业的成 熟，增长也逐渐放缓。同样，随 着家家户户购置齐更加必要的

大件消费品（洗衣机、汽车、冰 箱等），该行业在 未来 也将有 所放缓。但这些完全在我们的 意料之中且是不可避免的。 不甚明朗的是中国作为制造 国和出口国的未来，因为这些

中国：城市平均工资上涨(2010年至2014年) 年份 城市平均工资总额（人民币） 2010

36,539 2011

41,799 2012

46,769 2013

51,483 2014（一月） 52,388 资料来源：Trading Economics & Statistics

行业明显严重依赖全球经济走 势。这也是分析师最为担心的 行业。一月的进出口数据均不 如预期，月贸易顺差达到创记 录的600亿美元。简而言之，一 月份中国制造业出现两年多来 的首次萎缩— —出口额下降 3.3%，进口额下降3%。 当然，这一现象主要归咎于 商品价格的全球性下滑— — 从数量上来看，中国的原油进 口仅下降0.6%，但由于价格下 跌，从价值 上 来 看，进口额 下 降41. 8%。开往中国的油轮数 量保持不变，只是目前的油价 要便 宜得多。据悉，中国计 划 提高自己的石油出口量，中央政 府已向中石化、中海油和中石 油授出9 75万吨的石油产品出 口指标，比2014年的最初限额 高约20%，这意味着将有更多 满载石油的油轮从中国港口驶 出，但这只会令全球燃料过剩 的问题雪上加霜，导致石油价 格长期低迷。鉴于中国作为石 油进口国/买家的重要地位，从 长期来看，这或许确实是明智 之举。 中国目前 不 希望 看 到 更 多 贸易争端。但争端会自己找上 门来。华盛顿准备就一系列农 业、医疗及其他行业的出口补贴 向中国发难，认为这些是非法 出口补贴。这场争端可能会变 得激烈，并需要世贸组织出手 调停。中国希望出口之路 一帆 风顺，这能够促使工资继续上 涨，保持目前必不可少的消费支 出，推动中国经济增长。 Sinoship 2015年春季刊

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■ ■ ■ 班轮

长荣集团与日本船东正荣汽船 株式会社(Shoei Kisen Kaisha, Ltd.)签订合约,承租共十一艘 18,000 teu集装箱船，这对于这 家台湾航运公司的集装箱船队 发展来说进了很大一步。交付 日期预计在2018到2019年间。

大连船东公司，威兰德船务，二 月中旬在美国德克萨斯申请破 产保护。去年，公司三艘船船队 中的两艘被中国和新加坡方面 扣押。公司顶峰时期的船队规 模曾达到12艘船，并经营地产 公司和在线贸易平台。据称公 司需要进行超过4800万美元的 担保债务重组。

中国第三大航运公司，中外运 长航将于今年上半年在上海自 贸区成立航运总部。航运总部 将整合十家航运公司，包括中 外运航运，南京油运，中国能 源运输和中国租船。这或许也 是中外运和长航整合中的微妙 之笔。

南京油运，中外运长航旗下的 退市公司，称公司在一月完成 了重组并清空了所有债务。公 司现在有了新的目标，预计今 年实现盈利并在2017年重新 上市。公司表示计划今年缩减 50%的员工。

上海上市的黑化集团，是一家位 于黑龙江省的化工企业，详述了 和福建航运公司仁建集团的重 组计划。黑化集团将向母公司中 国昊华化工指定的实体出售全 部股份，并购买仁建旗下的泉州 安通物流有限公司及泉州安盛 船务有限公司各100%股权。

中央巡视组对许多海事公司也 进行了反腐调查。中纪委对26 家国有企业进行调查，包括中 国领先的航运公司，造船企业 和主要的货主，这是习近平主 席反腐行动中的一部分。这些 公司包括中石油，中海油，中化 集团，中国远洋，中国海运，宝 钢，武钢和造船企业, 中国船舶 工业和中国船舶重工。

纳斯达克上市的Sino-Global Shipping America通过收购一艘 二手油轮成为油轮船东。公司 以6500万元的价格从荣耀国际 船务购买了一艘13,900载重吨 油轮。Sino-Global去年九月收 购了青岛正和航运的船舶管理 分支隆和船舶管理服务。

今年一月，受重创的青岛正和 航运据称一年来未向船员支付 工资。一些船员通过向青岛海 事法院递交诉讼要求对正和采 取法律措施。

浙江夏之远船舶管理老板夏汉 仁，由于债务问题在一月底潜 逃出国。夏之远的债务高达约 20亿元。同样，国内一家集装 箱航运公司上海鸿盛港泰海运 公司的管理层由于债务问题集 体失踪，留下2亿元债务。

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液化天然气船采购热潮 新年伊始全中国的造船厂迎来大量的天然气运输船订单。Sam Chambers报道

长期以来，韩国人一直轻视中 国制造 LNG 船舶的雄心。中国 于2006年建造的第一艘LNG 运 输船在交付后几个月之内即需 赶赴修理 厂。韩国人讥笑 道， 中国造船厂真正打入LNG运输 船领域尚遥遥无期。但好景不 再。突然之间，大量的中国造船 厂都开始竞逐造船业这片珍稀 的宝藏。 上海沪东中华 造 船 集团有 限公司曾经是自2006年以来建 造 LNG 运输船的唯一造船厂。 目前这种情况正在发生变化。 直至今年年初，沪东中华建造 的所有船只都针对中国客户。 但是，1月8日，该造船厂举行中 国出口首条 LNG 运输船的庆 典，向日本的商船三井株 式会

社交付一艘 172,000 立方米的 船舶。 LNG 运输船 Papua 号由 商 船三井、中国海运集团和中石 化共同投资，是该造船厂曾经 建造的最大LNG运输船。商船 三井有另外三艘 LNG 运输船正 在沪东中华建造，预计将每隔 五个月陆续交付。 几天以后，大连船舶重工成 为中国继沪东中华之后参与到 建造大型 LNG 运输船运动的 第二家造船厂。大船重工接获 中国海运集团和中石化的中标

通知，将为澳大利亚的中石化 APLNG 项目建造两艘 170,000 立方米 LNG 运输船。 去年，大船重工还与天津市 海运签署了意向书，以建造四 艘运输量为 160,000 至 175,000 立方米的 LNG 运输船，只是正 式协议尚待签署。 中国其它的 造 船厂正在 进 入该领域，不过追求小吨位设 计，通常定位于国内的天然气 运输领域。 最有创 新的是 厦门船 舶 重 工。今年一月，该公司与船运和

中国的其它造船厂正在进入该领 域，不过追求的是小吨位设计，通 常定位于国内天然气运输领域

海工领域的一家投资公司澜玛 资本签署了造船合同，以建造 一艘 45,000 立方米的 LNG 运 输船，附加一份选择权。 这 是 厦门船 舶 重工有史以 来第一次接到 LNG 运输船订 单。该船由挪威公司 LNG New Technologies设计，计划于 2017 年交付。 该 艘 运 输 船 规 模 中 等，是 采用 LNT 设计并授权的 LNT A-BOX 贮存系统的第一艘运输 船。该船设计用于全球 LNG 贸 易，但是特别考虑了货物的重 新装载以及当地和区域贸易。 进入这一阵营的还有大连中 远船务工程。2013 年 5 月，公 司与一家中国船东签订一项价 值 5 亿多元人民币的合同建造 一艘 28,000 立方米的 LNG 运 输船。下订单的是大 连船东因 泰集团， 设计方为上海佳豪船 舶工程设计有限公司。该船将 即行交付。 上海的江南造船厂也即将完 成其第一艘LNG运输船，这艘 30，000立方米的船即将在三月 交付给中海油。LNG 运输船建 造业的一家新晋成员也是敲定 此类交易的唯一中国私营造船 厂，今年二月，扬子江船业获得 价值 1.35 亿美元的订单，为法 国的 Jaccar Holdings 公司建造 两艘 27,500 立方米的 LNG 运 输船。这两条船预定于 2017 年 在该造船厂交付。 现在，韩国造船厂正日益惴 惴不安地注视着黄海对面堪当 大任的 LNG 造船厂出人意料 地发展壮大。 Sinoship 2015年春季刊

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离岸 ■ ■ ■

风力发电 中国的工程师们正在加入离岸风电开发热潮 尽管石油 价格暴跌，但是离岸 风电继续席卷全球，许多人预 测它将是到2020年增长最快的 可再生能源。 全 球 的离岸风电市场 有 望 飙长 500% 以上，从 2013 年的 7.1 GW 增长到 2020 年的 39.9 GW，而中国将成为最重要的市 场之一。 当局声称，今年中国预备加 速发展离岸风电产业。相形之 下，去年的增速下滑，新增量只 有 39 MW，同比下降 69%。 根 据国家 可 再 生能 源中心 (CNREC) 讯息，计划今年开始 运营的新离岸风场包括上海东 海大桥的 100 MW 二期扩展项 目以及中国龙源电力集团的福 建南日岛项目。 CNREC 数据显示，中国经验 收的离岸风场综合产能已经超 过 4,000 MW，计划今年开始施 工的离岸风场项目综合产能将 超过 300 MW。 2 014 年 年 初，国 家 能 源 局 (NEA) 制定计划将上海、福建 和浙江发展成离岸风电项目建 设的重点试验区。 根 据 N E A 的 统 计 数 据，到 2020 年中国有望实现约 10,000 MW 的装机容量。 但是，中国风能协会荣誉理 事长施鹏飞表 示，中国对于离 岸风电所持的态度比太阳能和 陆上风电等更为谨慎，因为它 往往风险大、成本高。 国家能源局新能源和可再生 能源处长李鹏表示： “离岸风电 的步伐和规模充满变化。” 中国该领域的重要企业正在 与国内外合作伙伴一起发展这 一领域。 中国领先的造船公司中国船

舶重工集团公司 (CSIC) 已经在 其位于江苏如东的新离岸涡轮 机制造厂建造了它的首台涡轮 机。预计该基地每年可以建造 多达 100 台涡轮机。 这些涡轮机预计将装备于中 国水电的如东潮间带示范项目 80MW二期工程。2013 年，CSIC 已经在该项目一期安装了十台 2 MW 涡轮机。 这些涡轮机是与 Mecal、KKElectronic和 Lehnhoff Consulting 共同开发的。

预计2013年至 2020年全球离岸 风电市场可能增长

500%

西门子将和中国合资伙伴上 海电气在中国制造西门子的第 一台 4 MW涡轮机。 西门子4M W涡轮机即将成 为目前唯一在中国制造的离岸 涡轮机。 同时，中国领先的港口机械 制造商振华重工近期推出了最 大的国产离岸风电安装平台龙 源 振 华2 号。该平台将 振 华重 工推向风电设计和施工的首要 位置。 “中国的风电 发 展 相 对 起 步较晚，安装技术长期滞后。 由于缺乏专业安装设备，具 有 明显运营效率优势的单桩施工 技术一直被忽视，没有得到开 发。”振华重工的一 位发言人 如此表示。 龙源振华 2 号的用户为龙源 振华海洋工程有限公司，是振

华重工与龙源电力集团成立的 一家合资公司。 在今年第一季度结束之前， 振华重工还将推出其号称最先 进的欧 洲离岸风电安装船，专 门用于发展中国的风电市场。 另外，中国北车船舶和海洋 工程发展有限公司已经与上海 崇和实业有限公司共同开发了 一种新型自升式离岸风电安装 平台。 该 新 平台的工作 深 度为45 米，起重能力为 1,000 吨。 两家公司表示它们将开发更 多自主设计的离岸风电安装平 台，以打破该领域的国外垄断。 但是，离岸风电安装船和设 施建造仍不成熟，北京鉴衡认 证中心蔡继峰 表 示： “国家正 在制定更详细的技术标准以安 全发展这一产业”。 Sinoship 2015年春季刊

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■ ■ ■ 金融

MSC Oscar号是全球最大的集装箱船，其装载量为19,224个标准箱， 可运载1.17亿双跑鞋或9亿罐狗粮

巨型集装箱船 中国金融巨头成为日益重要的班轮所有者 近 来，就 连 主流媒体也对集 装箱船的超大尺寸感到兴奋不 已。电视台摄制组蜂拥而来，以 求拍到全球最大的集装箱船， 但拍摄对象似乎每几个月就会 发生变化。中国金融家在推出 庞大的集装箱船这件事情上所 玩的把戏让人捉摸不透，而且 不同于大多数其它中国船舶融 资，他们对于在何处订购船舶 没有限制，这让韩国的大型船 厂受益匪浅。 今年一月，集装箱船尺寸的 世界纪录被一个又一个的中国 船主刷新。 “MSC Oscar”号是2013 年中国交 通银 行从韩国大 宇船 运和海洋工程公司 (Daewoo Shipping and Marine Engineering) 订购的三艘集装 箱 船 之一，其 额 定 装 载 量 为 19,224个标准箱，现已经获得 地中海航运公司（MSC）的长期 10

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租约。 该船刷新了于去年11月交付 的“中海环球”号的记录，后者 的装载量为19,100个标准箱， 归中国海运所有，也是韩国制 造。 据英国船 舶经纪公司 Clarkson的数据显示，中国拥有 的集装箱船船队势必会大规模 扩张，因为2015年初，在全球集 装箱船订单中，来自中国船主的 订单占据了装载量的25%，而 他们在现有集装箱船船队中的 比例仅7%。这一趋势是众多不 同类型的船主—尤其是 金融 机构— 做出的多项举动带来 的结果。 根据Clarkson的消息，在中 国拥有的集装箱船订单中，来 自中国机构的资金占61%（51万 个标准箱），其中大部分是超大 型集装箱船 (ULCV)。 在现 有中国集 装 箱船 船队

2015年初，在全球 集装箱船订单中， 中国船东所占的装 载量份额为

25%

中， “金融巨头”目前只拥有3%。 这些机构所 订购船 舶的平 均装载量为11,000个标准箱， 而他们现有船队中船舶的平均 装载量为9,000个标准箱，平均 装载量有所增加。 这些金融公司大多充当“租 船船主”，他们与国外集装箱 船运营商（如 MSC 和法国达 飞）签订长期租约，将新ULCV 租出去。 “两大资金雄 厚的中国 船 主 加 入 主 要 班 轮 联 盟，意

味 着 这 些 公司将 继 续 在中国 集 装 箱船 船 队中发 挥 重 要 作 用，”Clarkson 称。 “然而，一大批金融巨头似 乎很快 会加入这一行列，他们 的集装箱船船队将在短期内开 始迅速扩张。” 2011年之前，中国金融机构 鲜少出资购买国际集装箱船。 此后，环境发生变化，伴随着 航空融资的开始，中国的许多大 型银行纷纷成立自己的租赁子 公司。如今，他们的参与度越来 越大，先是为中国制造的船舶和 中国船东的船舶提供资金，而后 他们又于最近扩大投资范围，对 韩国为最大的集装箱运营商制 造的船舶也一视同仁。 “ 我 真 心 期 望中国出资 购 买的船舶在集装箱领域所占的 市场份额继续增长，因为他们 在此领域的经验越来越丰富， 信心也越 来越强，”船舶融资 领域的世界知名人物Dag f inn Lunde表 示。 “然而，”他补充 道， “我确实希望只有少数大型 运营商，或许是较大吨位的国 际船舶供应商能敲开这一融资 市场。” 并非只有法国达飞和MSC钟 爱前往东方寻求资金。亚洲在 欧 洲航 运领域的 重 要性 持 续 增长。这是德国北方银行(HSH Nordbank)于近期开展的调查 得出的结果，其对主要来自欧 洲、东亚和东南亚的航运客户 进行了民意调查。 根据调查，在船舶融资领域 曝光量不断增多的主要是亚洲 资本提供者。三分之一的调查 对象已与各大亚洲银行展开合 作，获得资金建造新船或购买 二手 船 舶。此 外，约16%的调 查对象主要从亚洲战略投资者 手中获得资本。另外，80%的调 查对象希望亚洲资本提供者能 够在未来提高船舶融资的参与 度，而这一领域在传统上是由 欧洲的银行所主宰。

商品 ■ ■ ■

逢低囤货 北京正在尽情享用廉价原油 Mark Downing 报道

在 全 球 供 应过 剩之际，中国 正受 益于原 油 厂 商 相 互竞 争 而带来的创纪录折扣价。作为 2 014 年世 界 第二大 原油 消费 国和最大的原油进口国，中国 有望最早于今年在原油进口总 量上超过美国。从20 0 9年1月 算起，中国原油进口量已逾翻 番，去年12月原油进口量达每 天710万桶。 尽管经济转入慢行道导致消 费增长下滑，但中国仍继续从海 外吸纳原油。囤积已令原油进 口步伐快于需求：去年油价剧 降之时，中国加紧充实其战略 石油储备(SPR)。作为这项庞大 的能源安全计划的第二阶段， 中国已接近累积1亿桶原油。 国家统计局在去年十一月做 出的首次公示中声明，在 90 天 用油量的总目标中，第一阶段 紧急储备预留 9 天的用油量。 据《华尔街时报》报道，分析师

预计近期的扫货令存量达到约 40 天用量，如考虑商业储备则 达到 50 天用量。十月份，中国石 油天然气集团公司 (CNPC) 的 贸易分支中国联合石油集团获 得了创纪录的 47 油轮载量，相 当于超过 2350 万桶，令这场豪 饮达到巅峰。 中国经济在从出口导向到注 重内需、消费导向的转型过程 中，单位产能能耗正在降低。即 使假定 3.3% 的年增长率，中国 的需求仍然产生每天 220 万桶 的用油增量。根据国际能源署 (IEA) 的消息，运输燃料决定着

40%

去年中国公司占据的 超大油轮 (VLCC) 即期市场份额

中国的增长前景，产生约三分 之二的中国原油需求增量并将 持续至 2019 年。中国的表观原 油需求在以 6% 的复合年增长 率增长十年之后已在过去两年 降至 2-3%。根据国际能源署和 美国能源情报署的消息，这个 水平预期将持续数年。 今 年 初，伊拉克— 出口量 历来最高—超过安哥拉和俄 国，成 为 继 沙 特 阿 拉 伯 之 后 中国第二大供油国，据彭博社 称，其供油量达到创纪录的每 天 803,000 桶。然而，中国正 致力于将原油进口量分摊到非 洲——去年成为非洲原油的 最大进口国——以及前苏联 的邻国和拉丁美洲，预期三者 的进口量都将在十年内超过每 天 100 万桶。 根据船舶经纪公司 Poten & Partners 的消息，中国最大的 国际贸易公司— — 中国国

际联合石化公司 (Unipec) 去年 以 815 船次租量，或市场总量 的 7.8% 继续居 2014 年重油油 轮租船人的榜首。壳牌公司再 次以 758 船次居次席。总和方 面，中国公司占据了约 40% 的 超大油轮 (VLCC) 即期市场。 作为强化能源安 全的进 一 步 措 施，中国 正 在争取 绕 过供 大 约 8 0 %的中国进口原 油通 过的马六甲海峡 这个软 肋。CNPC 在孟加拉湾共建一 个港口以利用缅甸至中国的新 输油管道。一月份，一艘载有 中东石油的 300,000 载重吨 位油轮首次抵运，最终可期达 到 220 万公吨的年运量，相当 于中国 2013 年 8% 的总原油 进口量。这项实践作为 21 世纪 海上丝绸之路经济带倡议的一 部分，后者旨在编织一幅纵横 中亚的基础设施网络。 同月，对进口原油的依赖进 一步加深，因为黑龙江政府宣 布在今年将其老化的大庆油田 的产量削减 1100 万桶。供应国 内四分之一产能的这片高成本 油田，竞争不过当今的外国廉 价原油。 就在最近，国家发展改革委 员会宣布，炼油厂商将可以在 满足技术和环境标准的条件下 申请原油进口权限。中石化和 中石油占据了 90% 的原油进口 量，独立的炼油厂商一直急切 期待着这类变化的发生，以成 为举足轻重的供应商。 尽管对中国实际原油需求的 预测最近因战略石油储备计划 (SPR) 而迷雾重重，需求增长已 转向慢行道，但中国仍将进口 巨量原油。 Sinoship 2015年春季刊

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■ ■ ■ 物流

冷链整合 北京推出了一系列指导措施以保证更好的易腐产品物流设施

随 着 中产 阶级对高质量冷冻 食品需求增加，中国的冷链服 务需求也随之大增。对食品安 全问题关注度的增高也进一步 凸显了食品供应链现代化的重 要性。 一月初，十个国家部门共同 推出了一份对冷链行业的指导 意见。该意见鼓励行业内公司 通过合并，整合以及组建联盟 共同寻求发展机遇。同时对开 发基础设施以及购买冷链货车 提供补助。指导意见还呼吁建 立冷链信息平台。 “从长期来看，”东方海外的 贸易总监Stephen Ng说， “我们 认为新的指导意见将对提高中 国整体冷链市场管理水平以及 服务质量有益。短期来看，政府 关于行业整合的号召就多方面 原因来说都是合适的，其中一 个就是该行业目前非常分散。” 目前该行业主要由中小型公 司组成。政府的指导意见要求 在技术以及相关服务方面大量 投资，很少公司可以靠自己完成 投资。 “整合很可能对业务的可持 续性产生重大作用，并且使之 有能力与行业内的大公司开展 竞争，”Ng认为。 目前中国大部分的冷藏设施 由国家运营，设备陈旧并且自动 化程度很低。 “一个首要的问题是推广冷 链的概念，目前很多公司只是 关注冷而不是链，”中国物流与 采购联合会冷链物流专业委员 会秘书长秦玉明说。 12

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根据该委员会的数据，2014 年中国冷库的总容量达到3320 万吨，年增长36.9%。冷藏车总 量年增长21.4%到85000辆。 国 际 咨询 公司罗兰 贝格 估 计中国的冷链物流行业将在未 来几年保持25%的平均年增长 率，市场规模将在2017年达到 4700亿元。 “未来两年传统的B2B客户 还将在市场上占据主要角色， 但电子商务的崛起也为冷链物 流带来了更多需求，从该行业 产生的业务将在未来几年高速 增长，”罗兰贝格的中国合伙人 Sarna Yeung说。 “许多 冷 链 物流企 业意图 在 有大 利 润 空间的 仓 储 和 增

值服务上扩大经营，并把基础 的物流业务外包，在这种情况 下，整个物流链的管理至关重 要，”秦说。 “目前的冷链物流市场正在 从基础的物流服务向高附加值 服务转型。更多其他行业的公 司也正在进入市场，将会加剧 市场竞争，”中外运普菲斯的副 总裁王加斌说。 王称其公司的战略是进一步 扩张内陆市场并逐渐建立全国 性的冷链网络。 目前中外运普菲斯在上海和 天津运营三个冷藏设施。 电子商务公司包括淘宝和一 号店已经计划扩张冷链物流业 务以支持其子品牌淘宝生鲜和

一号果园。有淘宝生鲜在去年 销售额增长200%。 中国领先的快递公司顺丰速 运在去年九月推出顺丰冷链进 军冷链物流市场，公司目标在 未来五年内成为中国冷链物流 市场最大的品牌。 目前顺丰速运在包括北京， 上海，广州，深圳在内的12个主 要城市开始了冷链业务，并将 在2015年底开始运营10座冷藏 设施。 世界最大 的冷 链 运营 商之 一太 古 冷 链，也计 划 在 2 0 2 0 年之 前 在中国 开发1 3 座 冷 藏 设 施 。2 014 年该公司在 上 海 和廊 坊 开 设了 两座 新 的 冷 藏 设施。

人物专访 ■ ■ ■

运输网络覆盖全国 南青集装箱班轮公司已形成一个独一无二的运输网络，覆盖整个中国。Jason Jiang与该公司总裁潘佩聪 会面

南

青集装箱班轮公司在中国 国内集装箱航运市场上赫 赫有名，近几年成为最大 的国内船运公司之一。 南青成立于1997年，成立之初是一家 国营航运公司，2007年开始遭遇财务困 难。2008年底，一家位于温州的大型跨领 域集团浙江挺宇集团收购南青，使之成为 其旗下子公司。 挺宇集团总裁潘佩聪此后也成为南青 的总裁，她是中国航运业屈指可数的几位 女老总之一。 潘佩聪生于企业世家。她的父亲潘挺 宇是浙江有名的实业家。潘佩聪年仅18岁 便开始在家族集团担任要职。 如今，南青已发展成为中国大型国内 航运公司，并在全国建设了巨大的航运 网。该公司经营70多艘集装箱船。 潘佩聪为人谦虚，她喜欢称自己为“ 航运业的新人”。在她的家族集团收购南 青前，她主要从事制造业、出版业和电影 投资。然而，她在收购南青后实施重组， 优化公司的架构和航线，不到一年时间就 让南青浴火重生，从一家负债近4亿人民 币的公司变为一家盈利的公司。 “有时，你不知道未来该怎么走，但 生活会带你前行。”在临危受命，意外步 入航运业时，潘这么说道。 潘承认，刚刚接手南青时非常艰辛， 但她挺过来了，并没有损失什么。 潘佩聪表示，南青的秘密在于其构建 的独一无二的航运网络。南青已在多个航 运枢纽开展业务，各个航运枢纽的集散港 与航运枢纽本身相辅相成，此举不但提高

了公司航线的密度，还大大提高各个港口 之间的通行速度。 目前，南青已在北部的锦州和烟台， 南部的海口、广州和厦门，西部的重庆， 中部的武汉及东部的上海设立航运枢纽。 “现在，我们可以将货物运至中国北 端的哈尔滨，以及西部的重庆和昆明。” 潘表示。 在航运市场的整体低迷期，潘表示公 司不会参与在国内班轮运输贸易中打得如 火如荼的价格战。南青将另辟蹊径，集中 精力进军物流。 “作为顶级国内集装箱航运公司之一， 我们有时可充当市场的平衡者。如果市场 价格不健康，我们将退出。”潘说道。

有时，你不知道未来该怎么走，但生活会带你 前行

潘表示，南青目前正在进一步发展运 输网络，通过与铁路和公路运输衔接，打 造联运服务，为客户量身定制最好的运 输组合。 此外，该公司正在加速一个网络运输 信息平台的建设，以便跟上航运业的信息 创新趋势。

南青集装箱班轮公司 成立于1997年，成立之初是一家 国营航运公司，2008年被浙江挺 宇集团完全收购。该公司现为国 内集装箱航运市场中的龙头航运 公司之一，经营70多艘船舶。

Sinoship 2015年春季刊

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■ ■ ■ 人物专访

重整顽固的四衢时期 泰昌祥的顾建纲在日本发展大量业务

香

港船运业响当当的名号之 一泰昌祥 轮 船 有 限 公司 于一月在东京举行庆典活 动，以纪念与日本合作伙伴 开展业务60周年，而该等业务正是泰昌祥 董事长顾建纲致力于发展的一系列业务。 19 55 年1月，泰昌祥 设 立 其 东 京办 事 处，名称是Dowa & Co，地址位于以前的 Iino大厦内。自此以后， 泰昌祥的东京办 事 处成为了这一家族 船 运公司成长 的 推动力。 20 07年，在所 谓的 船 运 超 级 周 期巅峰，公司决定 进 一步增强泰昌祥 在日本的利基市场， 由此催 生了一项大 规 模的新建船 队更替计 划 ，

该等船舶全部在日本造船厂建造，其中大多 数吨位长期租赁给泰昌祥在日本的主要运 营伙伴。 “20 07年，我开始发展21世纪四衢战 略，现 在 已 经 结出 硕 果 。”顾 建 纲 告 诉 SinoShip。以前的四衢战略组合了日本以外 的金融、订购和租赁，众多香港船东在20 世纪60 年代得以发展壮大。 泰昌祥的目前新建造计划是在2020 年之前建造和交付两艘巴拿马型散 货船、二至三艘阿芙拉型油轮、五 至八艘海峡型散货船，大部分将长 期租赁给日本的企业合作伙伴。 去年 11 月，泰昌祥与日本船 运龙头企业川崎汽船株式会社 (K Line) 组建了合资公司TK50，在日 本 的 今 治 造 船 株 式会 社 建 造 一 艘 182,200 载重吨海峡型船舶。该合资 公司中可能很快会增加其它船只。 “在现今 越 来越 分散和 商品化的船运行业， 传 统 船东 之 间需 要更密切地 进 行 协 作 ，这 对 于以统一的声 音保护和继续 提高国际船运 的苛刻标准 十分重要。” 顾建纲对新 合资公司如 此表示。 按 照 他 的话来说，

2007年，我开始发展21世纪四衢战 略，现在已经结出硕果。 14

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顾建纲表示泰昌祥的计划是为专有船东战 略建造船舶，面向的是集团业务合作伙伴 可能需要的特定商业或战略要求。 掌权的泰昌祥老板是顾氏家族的第三 代传人，他对运费环境毫不乐观。他告诉 SinoShip： “船运并不是哪里都去。” 在香港的其他许多船东将其未来押在 中国的增长上时，顾建纲早已认为这种做 法风险很高。他表示，船东不应再将其所 有的鸡蛋放入中国这个篮子。由于中国的 增长放缓，而中国市场占据了大部分的货 运量，船东需要寻找其它途径和市场。 对于一个在船舶帝国出生和成长的人来 说，顾建纲希望开发新技术以推动该行业 的发展。泰昌祥一直支持南加州大学 (USC) 维特比工程学院的研究人员开发一种更有 效的点火方法，在清洁船舶设计方面实现 技术性突破。该技术称为瞬态等离子点火 (TPI)，能够在不需要进行大型改装的情况 下，令船用柴油机船舶减少排放，提高燃 油经济性以及符合国际海事组织 (IMO)的 严格排放法规。该技术将是这家拥有98年 历史的船运公司另一项值得夸耀的成就。

泰昌祥轮船集团 泰昌祥于1917年在上海成立，是 一家报关行。1920年代成为船 东。公司更名为香港泰昌祥轮 船有限公司。1983年香港泰昌 祥正式成立。船队既有散货船 也有集装箱船。作为香港最知 名的航运公司之一，泰昌祥的老 板为第三代传人顾建纲先生。

人物专访 ■ ■ ■

幸运的时机 国内班轮运输竞争激烈，船舶经营公司进军物流。Jason Jiang报道

为

了生存而苦苦挣扎的船运 公司仍在国内沿海集装箱 运输市场上拼 个你死我 活，而一家总部位于青岛的 中国公司和易海运正在尝试退出价格战， 努力转型。 和易海运成立于2004年。该公司现有五 艘自有集装箱船舶（2,400标准箱），15艘 期租船舶，在国内沿海市场和长江地区提 供服务，在20多个港口城市设有办事处。 该公司以青岛、日照和连云港为主港，专门 提供中短距离运输服务。 “前五年我们遇到了巨大的机遇，发展 迅速，但2010年以后，情况就不一样了。” 和易海运总裁张健承认。 “航运业不景气迫使许多国内船主从 国际市场转战国内沿海市场，许多国有航 运公司也开始订购小型集装箱船加入国内 市场，这导致市场上产能严重过剩。”张表 示。 据张所说，在过去几年，国内班轮市场 中的大多数航运公司都出现亏损，部分公 司已经退出市场或宣布破产。 “航运公司之间的价格战仍在继续，行 业协调机制空有其名。”他评论道。 考虑到市场条件艰 难，张决定作出改 变。2013年，他选择将公司从船舶经营商 转变为一个综合性物流服务供应商。 “目前，国内集装箱航运市场中的船舶 明显越来越大，这似乎能为货主节省航运 成本，但实际上，航运只是整个物流链的 一环，其对整个物流链的成本控制影响有 限。”张表示。 张表示，和易海运已优化公司的运营结 构，以便更好地应对物流业务；公司还设

置陆地物流部门，与航运业务衔接。和易 海运现经营着15个集装箱堆场和1,500多 辆卡车，提供门对门服务。公司已与多家知 名公司形成战略物流伙伴关系，其中包括 青岛啤酒、华泰集团及亚洲浆纸业有限公 司。 “我们所做的是减少货物转 运，将货 主与运输公司直接联系起来。我们甚至不 一定要选用我们自己的船舶来完成每项业 务；我们可以选择对客户而言最划算的船 舶，这让我们的运营灵活得多。”张表示。 张认为中国集装箱航运市场未来数年 将面临大 量 重组和调整，且前景仍 然惨 淡。 张利用中国航运平台SinoShip中国船运

呼吁政府和行业协会制定更多行业规定和 减税，缓解激烈的市场竞争。 “从公司和行业的目前发展来看，我认 为我们做出了一个明智的决定，而且仍有 供我们发展的空间。”张表示。

和易海运 和易海运与2004年建立，主 要经营国内沿海以及长江航 运业务。公司在2013年进军 物流行业。

航运公司之间的价格战仍在继续 Sinoship 2015年春季刊

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散杂货运输 ■ ■ ■

支持码头基础设施建设 虽然拥堵问题依然存在，但是沿海和长江沿岸港口已经增加了更多设施

去

年，沿海港口（包括 大连、青岛、唐山、宁 波）以及长江沿岸港口 （包括武汉、太仓、江 阴和芜湖）都加建了大量散杂货港口基 础设施，缓解了设施不足和港口拥堵问 题。进一步增加散杂货设施也是今年很 多港口计划开展的事情。 “我们需要更多的散杂货设施，以避 免停泊延误并预防港口拥堵。采用额外 的技术升级和更多河流交通法规，也可 帮助中国港口在大雾或其它不良天气条 件下保持开放。”瑞克麦斯轮船公司的 Marko Stampehl 表示。 “我们希望额外的散杂货港口基础 设施将逐步产生新的商业可能性，特别

是在其它使用极为频繁的港口拥堵的时 候。”Marko 补充道。 BBC Chartering（中国）总经理 Juergen Kuntz指出，新基础设施为项目委托人带 来了更多价值，满足其内陆运输需求需 求，他确实在其中看到了诸多机遇。 “对于航运公司而言，港口拥堵仍是 一个主要问题，与较小港口和内河港口 存在的港口和搬运成本相关的不同观点 也认可这是个主要问题，大多数情况下 问题并不在于政府的指导方针。”Kuntz

表示。 Hansa Heavy Lift（中国）总经理 Shi Wenhe表示，公司正在尝试获得更好的港 口停靠条件，特别是长江沿岸港口。这 是一个令人困扰多年的问题。 “港口垄断问题需要解决，否则所有 外国航运公司将继续承受港口费用和搬运 成本极为昂贵之苦，如果开放更多船运公 司的私营码头，就能形成一种优势。这是 一个老生常谈的话题，到目前为止我们没 有看到任何改进。”Shi表示。

需要处理港口专营问题，否则所有外国航运 公司将继续承受港口费用和搬运成本极为昂贵 之苦 Sinoship 2015年春季刊

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■ ■ ■ 专题

没有一成不变的事情 Jason Jiang 与顶尖项目船运公司探讨，评估不断变化的市场态势

长

江依然是中国 LNG 燃

料 实验的实验 室。但却 存在一个明显的瓶颈。 在船运业从业者们愿意 为这次燃料变革买单之前，基础设施需要 到位。 由于基础设施项目、近海项目和发电项

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目的数量日益增多，以及进出口实现高增 长，近年来中国已经登上散杂货和项目货 船运的中心舞台，已经成为全球的亮点。 国际和国内航运公司一直在努力提升竞争 力，以加入市场中已有的诸多竞争者行列。 “中国仍将是这些货物的重要制造和 装配基地以及主要来源，印度和东南亚是

亚洲的第二市场。毫无疑问，中国将继续 主导局面。”澳亚航运 (AAL) 董事总经理 Kyriacos Panayides 坚持这种观点。 Panayides 对于运费将在今年恢复增长 持谨慎乐观的态度。 “显然存在可能影响重吊领域的不确 定性因素，特别是与石油和天然气行业相

散杂货 ■ ■ ■

中国可能将于2016 年开始出口核电设备

关 的领域，多 个项目在油价下跌 的背 景 下会延期。但是，可再生能源的增长以及 许多基础设 施不足、但 是已经 对于大 型 项目推出巨大预算的国家，会平衡这一形 势。”Panayides 表达自己的预想。 12 月，中国中央政府发布了近海风能市 场的新发展计划，鼓励发展可再生能源。 BBC Chartering（中国）总经理 Juergen Kuntz 指出，公司已经看到了在中国采购和 出口风能设备的一些商业潜力，而不是中

国国内项目的商机。 “我们相信，2015年对于大多数运营商 仍将是具有挑战性的一年。整体上讲，我 们预计运费波动会更大，也是因为市场依 然能够调动很多短期能力，例如，更少的 减速运航或停航。”Kuntz 表示。 Hansa Heavy Lift（中国）总经理 Shi Wenhe 已经看到了从中国出口核电设备的 新机遇，特别是出口到中欧、东欧和南美 洲。

我们预计运费波动会更大

“中国可能将于 2016 年开始出口核电 设备。”Shi 表示，并指出公司今年将重点 关注石化项目、采矿设备、未到埠货物、风 力设备、港口设备以及海工模块。 太古轮船的亚洲贸易总经理 Jeremy Sutton 表示，他观察到中国的外国直接投 资出现强劲上升趋势。 “我们预计在我们 服务的区域，对建筑、基础设施以及能源 项目的投资将增加。”他表示。 据 Sutton 所述，太古轮船计划进一步 利用和增强其服务网络，将其从中国扩展 到太平洋。目前，太古轮船每年直接停靠 上海和青岛 46 次，公司计划在 2015 年扩 大停靠范围。 为了与国际竞争者开展竞争，国营公司 中国远洋也在一直扩展其重吊船和半潜式 船队。 一月，中国远洋宣布一项通过发行新股 筹集25亿元人民币资金的计划。该资金中 的17.5亿元人民币将用于采购两艘半潜式 船和七艘重吊船。 在宣布该计划后不久，中国远洋在沪东 中华造船集团有限公司订购了四艘 28,000 载重吨重吊船，另加两艘选择订单。 该公司的一名高级官员表 示，中国远 洋几乎完成了公司的第十二个五年（20112015 年）新船建造计划，未来要基于新的 船运项目建造新船。 “但是，尽管燃油成本下降，油价暴跌 无疑将放缓海工市场的投资，为潜式船市 场的发展前景蒙上一层阴影。”该官员表 示。 “我们正在作出更多努力，改进我们的 安全管理和技术管理标准，这些管理方法 在高端市场被视为优先考量因素。”该官 员补充道。 一月，中波合股重件运输公司中波轮船 已经接收了江苏新扬子造船有限公司交付 的一艘 36,000 载重吨重吊船。该船已经成 为全球最大的重吊船。另外三艘同类型船 将在今年内交付。中波轮船将这艘船部署 在新兴的南美市场。 “传统的中国运营商中，当然有一些已 经下订单订购新船加入其船队，也有新的 中国运营商进入市场，争取长期租赁中相 对便宜的吨位。这将对运费产生压力，特 别是对亚洲范围内多用途和重吊领域产生 压力。”澳亚航运 (AAL) 的 Panayides 总结 认为。 Sinoship 2015年春季刊

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■ ■ ■ 专题

产能过剩挤占利润空间 中国船厂的前景依旧惨淡。Katherine Si报道

航

运业和造船业的某些领 域正显示出复苏迹象， 尽管只是 星 星之火，但 仍带来了希望，可中国的 船舶修理领域仍一片萧条。 SinoShip从接触的几家公司了解到的情 况是，较小的中国船舶修理企业未来几年 仍将处于生死攸关的亏损状态，而较大的 企业则寄希望于规模经济，支撑自己度过 产能过剩难关。 需要克服的除了严重的结构性问题，还 有简单的市场现实：过多的船厂为赢取有 限的业务相互竞争，令之前存在的利润空 间所剩无几。 中国船舶工业 集团公司旗下的子公司 中船澄西船 舶修 造公司是中国领先的船

舶修 理 公司。其认为出路在于 追求价值 更高的船 舶类型。中船澄西船 舶修 造公 司总 经理 王 永良表 示，该公司还打算进 军 海上 风 塔和 港口机 械领域，从专注于 船舶修理的单一业务转为多样化发展， 降低财务风险。 目前，该公司有十个10,000载重吨级的 深水泊位和五个50,000到170,000载重吨级 不等的浮船坞。 华北地区的大型船舶修理和建造公司 青岛北海船舶重工有限责任公司也希望让 其专业产品多样化。该公司要提高其在船 舶修理业务中的财务绩效，关键在于将以 油轮为中心的业务模式转变为同样能够修 理集装箱船和滚装船。 此外，该公司正在整合其船舶建造和修

过多的船厂为赢取有限的业务相互竞争， 令曾经存在的利润空间所剩无几。

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理设施，以提高生产效率，创造更多利润， 北海船舶重工修船厂厂长刘玉东表示。 该船厂的未来目标是修船年产能达到 212艘船舶。 与此同时，舟山万邦永跃船舶修造公司正 在通过实施严格的成本控制措施节约资金。 该船舶修造公司正在制定详细而严格的 规则，从材料到人力资源的方方面面控制 成本。 舟山万邦永跃公司是一家由万邦集团、 浙江永跃海运集团及浙江海中洲集团共同 投资的合资企业。 在产能严重过剩和残酷价格的双重打 压下，中国船舶修理龙头公司中海工业已关 闭其在广州的一间工厂。公司还计划于今 年整合其上海的船舶修理资源。 中央政府去年实施的拆船补贴政策，显 然对中国船舶修理公司造成严重一击。船 东们不再愿意修理旧船，全国有一大批船 龄超过15年的船被付之一炬。 不过，有一些船厂认为今年将是船舶修 理行业的新起点。 船舶修理订单的数量开始增长，干散货 运输市场持续低迷，导致订单量减少，但全 球干散货船舶的平均船龄较大，可能意味 着修理工作会更多。 去年，中国主要的几家船舶修理公司的 修船产值在经历自2010年以来的连续四年 下降后，同比上升14.5%，达到人民币125亿 元，这主要归功于赢得高科技和高附加值 船舶修理订单。 2014年，主要船厂合计完成3,441艘船舶 的修理量，同比下滑1.2%。 中国船舶工业协会(CANSI)表示，船舶 修理行业今年将迎来不断增长的需求， 因为于上一个新船交付期间交付的船舶在 2010年达到顶峰，因此是时候进干船坞检 修了。此外，船东可能会提前检修船舶，因 为压舱水公约即将生效。

修船 ■ ■ ■

邮轮“头奖” 歌诗达“大西洋号”最近在上海进行了检修，这对于中国船舶修理业来说意义重大

中

国的船 舶修 理 公司想要

扭亏为盈，船舶修理类型 的多样化显然至关重要。 没有几个领域的回报高于 邮轮，但迄今为止，中国船厂在邮轮修理领 域都鲜有涉猎。中国正在将自己发展为一 个重要的邮轮旅游目的地，也正在丰富整 个产业链，以服务邮轮领域的各个方面。 各大邮轮公司一致认为，中国是未来数年 增长潜力最大的邮轮市场。邮轮在中国获 得了前所未有的重新定位。 新年伊始，歌诗达邮轮旗下的豪 华邮 轮“大西洋号”(Costa Atlantica)进入上海华 润大东船厂进行修理和翻新。 这是中国船厂承接的首个在役邮轮修理 项目，项目承接船厂华润大东是中国最顶

尖的船舶修理公司之一。 为期18天的翻修旨在使邮轮提供更加注重 中国元素的服务，迎接即将到来的中国季。 歌诗达“大西洋号”于2000年在芬兰建 造。该邮轮正在准备一系列从母港上海出 发的亚洲巡游。 “ 该 邮 轮 修 理 所用 的 材 料从 欧 洲 运 来，我 们 船 厂负责 邮 轮 的 修 理 工作。” 华 润 大 东 邮 轮 修 理 项目的 负 责 人告 诉 SinoShip。 该负责人 表 示， “中国邮 轮 业 发 展 迅

邮轮在中国获得了前 所未有的重新定位

速，尤其是我们所在的城市上海。越来越 多的邮轮进入上海港，未来将带来很多邮 轮修理机会。”他补充道， “修理邮轮的利 润比货船高，我认为这将是我们船厂的新 业务增长点。” 作为一座迅速发展的邮轮旅游城市，上 海正在加快整个邮轮产业链的发展。 歌诗达“大西洋号”的翻新，是中国船 舶修理公司修理现役国际邮轮的处女秀。 华润大东是一家由华润集团、沪东中华 造船公司、上海亚通股份有限公司及上海 大同农工商实业有限公司共同投资的合资 企业。该公司位于长江入口处，与上海港 隔江相望。目前，该公司有四个50,0 0 0到 300,000载重吨级不等的浮船坞，及一个 300,000载重吨级的干船坞。 Sinoship 2015年春季刊

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■ ■ ■ 枢纽：上海

去年上海卫冕集装箱港口之王

走出城市限制 当局正在走出海岸线扩展港口

表面上看，上海港看上去繁荣 无比。统计数据不会说谎—这 个中国金融之都的集装箱吞吐 量位列前茅，而整体货运量则 位居前二。但是，它的进一步增 长受到了地理位置的影响。 去 年上 海卫冕 集 装 箱港口 之 王，集 装箱吞吐 量为3, 52 0 万标准箱，整体货物吞吐量达 到7,540万吨。十年前，上海的 集装箱吞吐量达到1,4 6 0万标 准箱。 12 月，当地政府宣布据称是 全球最先进自动化码头的洋山 深水港第四期项目开始施工。 上海国际港务集团表示，在 2017年投资人民币139亿元的 新码头竣工时，上海每年的集 装箱吞吐能力将达到4,0 0 0万 标准箱。 但是，在这一繁荣的统计数 据背后，上海港也面临着港口快 22

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速发展引起的一系列忧虑。 “上海港的缺点之一是缺乏 大 型 船 舶 直 接 停 靠的 深 水航 道。”上海国际航运研究中心的 专家刘巽良表示。 刘表示，上海港很难复制香 港港口的高效水水转运能力。 “洋山港与陆地隔离，内河 船舶无法将货物转运到水域上 的远洋船舶，因为当地水域条 件恶劣，因此，在运输到洋山港 之前，必须在外高桥港转运集 装箱，每个集装箱增加了 200 美元的额外成本。”他解释道。 “内河船舶也要占用外高桥 港的泊位，影响了港口的远洋 船运操作。该港口的泊位正在 走向饱和。”刘警告说。 港口拥塞也导致交通拥堵， 因为洋山岛没有铁路连接。洋 山港 70% 的集装箱必须采用 卡车运出港口，造成港口区域交

通拥堵严重。 随着港口不可避免地进一步 扩展，当局正在研究采取联合 运输解决方案。 “ 在 洋山 港四 期 项目竣 工 后，上海区域可用于扩展港口的 海岸线将非常少。”上海国际航 运研究中心主任赵楠表示。 “在此情况下，上海港不得 不扩展到其它邻近区域，例如 江苏或浙江。”赵楠说道。 从技术上讲，该港口已经完 成了这一方面的工作—洋山实 际上位于浙江。 港务局已经考虑扩展上海附 近的 横沙岛，但 是，出于环境 考虑，其它政府部门反对这一 计划。港务局也考虑舟山群岛 附近的大洋山岛，但是，据赵楠 所述，这样将很难与浙江省协 调，因为舟山群岛新区的开发 已经被列入国家战略。

一月，上港集团与四川泸州 市政府签署了战略协议以开发 长江 上的泸州港。目前，上港 集团 已经与位于中国最长河流 上的九个港口成立了九家合资 公司。 位于江苏的太仓港已经成为 上海国际航运中心的一个重要 组成部分。它已经为上港集团 处理了长江港口的许多转运货 物，大幅减轻了外高桥港的负 担，令外高桥港可以更专注于服 务大型远洋船舶。 “我们的长期战略是将我们 的网络扩展到长江。”上港集团 董事长陈戌源表示。 作为中国 促 进和 改革 其 经 济的一块试验田，上海自由贸 易试验区 (FTZ) 也正在寻求扩 张。当地政府在12月底宣布， 上海自贸区的面积将从目前的 28.78 平方公里扩大到120.72平 方公里。 上海运力集装箱服务有限公 司是在自贸区运营集装箱远期 订舱平台的公司，公司总经理付 伟忠称： “发展高端船运服务对 于上海成为一个真正的国际航 运中心至关 重要。目前上海正 在向着这个目标前进。”

枢纽：台北 ■ ■ ■

基隆的生命线 行政院院长江宜桦已经勾勒出这个台湾北部港口的复兴计划蓝图

十 年 前，在 台北建立一个巨 型 新 港 的 计 划 首次 被 提 出， 报道似乎聚焦在台湾久负盛名 的港口城市基隆。这一北部港 口是集装箱航运公司阳明的总 部所在地，长期受空间有限的 困扰，并且面临道路连接的问 题。在亚洲地图上，它耀眼夺目 的时代已经过去很久。20 世纪 80 年代，基隆可称得上是全球 第七大集装箱港，21 世纪起， 它滑出了前 20 名。 但是，目前正在制定复兴港 口的计划。 未 来 五年，政 府 会 将 军 用 码 头和 设 施 从 东侧 搬 迁 到 西

侧，从而支持货运和客运业务 的发展。 运输交通部称，当局将在整 个项目中投资150亿新台币，并 将在明年年底前发布计划。 货物处理能力将扩大，将会 为该港口带来更多的货物资源 和收入。

计划用时将超过预期，但是，他 强调： “这将是基隆在下半个世 纪极为重要的发展。” “通 过让 集 装 箱服务和 海 军设施集中在西侧，临近该市 闹市区的港口东侧可以转换为 会展中心、酒店、码头和娱乐设 施。”江宜桦补充说。

这将是基隆在下半个世纪极为重 要的发展 “过去二十年，基隆港的发 展受到限制，因为沿海岸线的 土地用途有冲突。”行政院院 长江宜桦最近表示。他估计该

未来两年将是整个项目的设 计期，项目工程计划于2017年 启动。 项目竣工时，新开发区域有

望带来 900 亿新台币的收入， 创造约 10,000 个就业机会。 作为计划的一部分，基隆将 建造一个极具未来色彩的新景 观邮轮码头。 基 隆市正与台湾 港 务 公司 (TIPC) 合作建立基隆港开发战 略联盟。TIPC经营台湾的所有 港口。 基隆市长林右昌表示，建立 港口开发联盟旨在共同发展港 口和城市。 基 隆面临近 邻台北的 激 烈 竞争，预计今年基隆货物吞吐 量小幅增长，仅为1.1%，达到 7058 万吨。 Sinoship 2015年春季刊

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■ ■ ■ 枢纽：香港

挥手告别？ 亚洲首富李嘉诚似乎正在离开香港而且还有可能放弃其港口资产

李 嘉诚 为 全球集装箱码头发 展 作出的 贡 献 超 过 其 他任 何 人。这位86岁的香港“超 人” 在过去25年期间凭借其企业家 的热情建立了全球最大的港口 网络，首先走出香港扩张到深 圳，然后扩张到全球许多重要 贸易中心。总部位于香港的和 记黄埔港口 (HPH) 的港口运 营网络 包括52个港口的319个 泊位，横跨亚洲、中东、非洲、 欧洲、美洲和澳大拉西亚的26 个国家。困难时期，港口通常为 收益提供了一个安全的港湾， 特别是在李嘉诚花费上百万资 金建立 3G 电信网络的时候。然 而，目前的迹象显示他的兴趣 是在其它地方，这位精明的投 资人目前正在寻求兑现其部分 乃至全部港口资产。 二月，《南华 早报》报 道李 嘉诚 正 在 寻求 将 其 部 分 港口 投 资出售 给 大 陆 的国 有企 业 财 团 。该 报 声 称 ，招 商 局 国 际有限公司 (China Merchants Holdings (International)) 、 中 远 太平 洋 有 限 公司( C o s c o Pa ci f ic)、中 海 码 头发 展有限 公司 (China Shipping Terminal D e ve l o p m e n t) 和国 家 开发 投 资公司 (State Development & Investment Corp) 有意以 1500 亿 港元至1600亿港元收购和记黄 埔港口 (HPH) 40% 股份。HPH 很快否认了该报道，但招商局 的表态则较为含糊，对于善于 解读字里行间的人士来说，其 声明明显表明磋商正在进行。 一月，李嘉诚的态度开始转 24

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变，他透露他的两大 集 团 长 江 实 业（集 团）以及和记黄埔正 在进行重组。李嘉诚 正在将其香 港地产 资产（包括其港口） 从其跨国重 要集团 拆分出来。长江集团 以及和记黄 埔的房 地产资产将 被 割离 出来注 入一 家 称为 CK Property 的香港 上市公司。两个公司 的其余资产（包括港 口、移动通讯运营以 及 加 拿 大石油 公司 Husky Energy 中的 股份）将作为 CKH Holdings 独立上市。预计将在 上半年完成重组。最受关注的 是李嘉诚宣布会将两个集团的 总部从香港迁至开曼群岛— 这在社会上引起轩然大波，超 人飞走了。 许多人指出，改组的目的是 使其最终让位给他的儿子李泽 钜。但是，86 岁的李嘉诚仍然 机敏，不可置信。 人们的印象是李嘉诚准确把 握变革潮流，认为将赌注押在 欧洲更安全，去年香港的政治

332

亿美元 福布斯估计李嘉诚 拥有的财富

动荡和中国的增长放缓已经使 他另谋他处而不是扎身于自家 后院。 在20 世纪9 0 年代投入巨资 之后，李嘉诚已经出售了他在 大陆的主要地产投资。去年，大 陆的增长放缓到24年的新低。 他正在开展谈判以 150 亿 美元的价格收购英国一家大型 电信公司 O2。最近他还收购了 英国的 Eversholt Rail Group， 该集团拥有 28% 的全国客运 列车，收购价格为 38 亿美元。 这些巨额投资（以及更多的其 它投资）意味着李嘉诚需要获 取更多资金 – 港口（许多曾是 其黄金增长点）可以带来几十 亿资金。 港口曾是李嘉诚多年以来的 融资来源。他乐意随时稀释他 的码头所有权获取资金。

2006 年，新加坡国际港务 集团 (PSA International) 以 340 亿港元取得了 HPH 20% 的股 份。根 据九年交 易条款，P SA 拥有任何进一步股份出售的第 一拒绝权。 之后，李嘉诚精明地在新加 坡将 HPH Trust 上市，将其华 南港口放给公众投资，而当时 该区域的吞吐量急剧放缓。 2014 年 3 月，HPH Trust 宣 布与中远(Cosco) 成立一家合资 公司，李嘉诚以 25 亿港元的价 格出售了其中一个香港码头的 60% 股份。这场出售是在其香 港码头长时间罢工后几个月开 展的，该罢工使其处于极端困 境，并使曾经这座全球最繁忙 的集装箱港口处于停滞状态。 只要价格合适，未来李嘉诚将 毫无疑问地出售其它港口资产。

书籍 ■ ■ ■

亚洲季风带 Paul French 认为，印度洋注定将在二十一世纪的地缘政治中发挥关键作用

相 较 于 太 平洋和大西洋，关 于 印度 洋 这 片 海 域 迄 今为止 的著 述不丰。然而，印度洋是 世界第三大海洋，涵盖了地球 表面 20% 的水域。它东起澳 大利亚，横贯亚洲，西抵非洲 以远，在商业上、地缘政治 上以及 对其沿边国家而言 显然是至关重要的水上门 户。这片海洋将地中海连 至中国南海。难道不值得 为其奉献一些佳作吗？ 由 Abdul Sheriff 和 Engseng Ho 编纂的《印度 洋》(The Indian Ocean) 呈 现了这片作为“交臂与邂 逅 之地”— —或称为得天独厚 的文化交汇地的通史和发展历 程。代表不同文化、宗教和经 济体交汇往来的贸易路线是当 前正风靡学界的热门话题。过 去，往来穿梭于这片海洋的奴 隶和契约劳工，于今已换成了 承载着全球贸易的油轮和集装 箱货船。 加利福尼 亚大学 洛杉 矶分 校 (UCLA) 历史学教授 Edward Alpers 所著《世界史中的印度 洋》(The Indian Ocean in World History)，是讲述公元前三千年 至今历史的《新牛津世界史》 (New Oxford World History) 中的 一部分。同样，此书聚焦于贸易 和族群间的交往与碰撞；过去 两千年中的族群迁徙——波 斯湾的波斯人和阿拉伯人为经 商或定居来到了东非和马达加 斯加，而哈德拉毛人为经商或 作为穆斯林教师从南也门散居

印度洋未来的观点，乌托邦式 和反乌托邦式均有。Jonathan Holslag 所著《中国与亚洲战 争在即》(China’s Coming War With Asia) 就从反乌托邦的 角度浓墨重彩地进行了描 述。简言之，Holslag 相信 中国不可能延续和平崛 起，它需要在印度洋地 区变得更具魄力（其他 地区也是如此— — 马六甲海峡、日本海、 北极、太平洋等），而这 将在军事和外交上导致 与其他环印度洋崛起的 国家（如印度尼西亚和印 度）发生冲突。 然而 其 他 人 则 采 取了 更 为 乐 观 的 态 度 。M i c h a e l J. Fratantuono 在其《美印关 系— — 促 进可持 续发 展 到科摩罗群岛、 桑给巴尔、南印度和印 度尼西亚。东南亚的亚洲人迁 徙至马达加斯加，而华人则从 东南亚散居至马斯加林群岛以 至南非。印度洋其实就是一个 全球性的大熔炉。 印度 洋 仍 然是 一片充 满 竞 逐 的 水 域 。地 缘 政 治 畅 销 书 作家 Robert Kaplan 在他的 作品《季风：印度洋和美国影 响力的未来》(Monsoon: The Indian Ocean and the Future of American Power) 中提到了“亚

洲季风带” 。亚洲季风带包括 印度、巴基斯坦、中国、印度尼 西亚、缅甸、阿曼、斯里兰卡、 孟加拉国和坦桑尼亚。Kaplan 相信这里关系到争取民主、能 源独立和宗教自由的成败，并 认为这里是世界上预期出现人 口增长和潜在环境灾难的中心 地带，而美国华盛顿和责无旁 贷的欧洲应该更加关注这个区 域。Kaplan 的这些论断是让人 心悦诚服的。 这个 话题 引发出诸 多关于

代表不同文化交汇的贸易路线已 成为当前正风靡学界的热门话题

的跨区域合作》(The US:India Relationship – Cross-sector Collaboration to Promote Sustainable Development) 一书 中认为，环印度洋这一区域在 处理环境问题和发展可持续性 方面的急切需要将敦促开展理 性的讨论和共同的行动，以利 各方未来的福祉。 无 论 未来如何— — 无 论 是乌 托 邦式 还 是 反乌 托 邦 式— —毋庸置疑的是，印度 洋需要更多的关注——至少 要看齐以往太平洋和大西洋所 获得的青睐。在环境、宗教、地 缘政治、能源和贸易等方面，亚 洲季风带潜伏着巨大的挑战， 这攸关整个地球的未来。 Sinoship 2015年春季刊

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■ ■ ■ 意见

注意三月状况 散货船市场正处于自 20 世纪 80 年代中期以来的最低谷，但是，Bei Hong 表示这不能成为放 弃希望的理由

经营顺利时期的一艘沙钢航运散货船。该航运公司今年已破产

“担保问题 纠缠不清，投资人 不见踪影” “船厂申请重组” “写下意在出售的新造船合同 价值之后，损失越来越大” “暂停支付红利” “清算档案” 以上是与五家独立船东和造 船企业相关的五条引用话语， 均在三月份第一个星期的同一 天出现在各大媒体头条。在此 我不想说出具体公司的名称并 对其进 一步羞辱，但 是，由于 出现其它更严厉的消息，这些 标题完全展现了我们已经知道 的消息：2015年的开头绝对糟 糕，至少散货船位居其中。 已经没有余地进行其它市场 分析，但是，询问越来越多的问 题是这种状况与 20 世纪 80 年 代中期相比有多糟糕？ 对于进 入这一领域第四个十年的人来 说，我们能够回忆的时光是， 作为参加工作的相对较新进入 26

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者，除了费率低廉、船只被扣、 许 多 传 统 公司 退 出（被 迫 退 出）业务以外，我们并没有真正 太多的体验，但是年轻人的热 情以及只要有个工作的安慰意 味 着要继续做下去。但是，对 于我们的更多资深同行而言， 情况则不同，因为他们拥有市 场更好时的体验，已经建立了 相匹配的生活方式。由于情况 变得更糟，船运业最繁忙的伙 计是拆船经纪人，他们连夜加 班马不停蹄地工作，将相对较 新的油轮委托给高雄的拆解公 司（记得吗？）。有种东西似乎 已经消失 – 那就是希望。 不管是 报 废 现代 船只的船 东，永远退出业务的名声显赫 的旧家族，还是拱手认输开始

谋求其他事业的经纪人，许多 人已经离开了船运业。今天我 们陷入同样的境况了吗？ 可能 一样，也可能不一样。后来，人 们问我是否船舶经纪人转做保 险经纪人比较好，因为很明显 不少人在打算离开这个几年前 能提供丰厚回报的工作，甚至 当时投资银行抱怨所有的顶尖 毕业生都想成为船舶经纪人。 但是，整体上而言，现实感 似乎已经扎根于这个时代。尽 管油轮市场早在两年前就已经 从一个毫无希望的行业成为目 前的香饽饽，但对于散货船而 言，此种逆转希望似乎并不可 能。新船太多 - 仅在 Supramaxe 大灵便型运输船就订购 700 多 艘的情况下，您如何能够指望

仅在Supramaxe大灵便型运输 船就订购700多艘的情况下，您 如何能够指望费率增加？

费率增加？ 转机将会到来， 但到那时，寻求得到快速回报 的“暴发户心理”投资人早已不 在，唯一能够确定的是伦敦、比 雷埃斯夫和香港（仅以这三个 为例）等“守旧”运输中心的一 些老手将平息风暴，沿途作出 少量选择，并继续开展其带来 稳定、周期回报的业务，承诺期 期相守。 对于许多人而言，80 年代中 期看上去就像是一个古老的历 史，但是，现在要回顾我们的过 去，不只是依赖短期的记忆。 去年，第一季度的乐观情况为 2014 年从未出现的牛市奠定了 基础。同样，许多人的记忆都还 停留在 2008 年的繁华年代。 其实，这样的盛况不会再出现 了。曾经在 80 年代中期艰难前 行的大 多 数 人 的确最 终 收 获 了可靠、可持续的业务，并为自 己和许多其他人提供了美好事 业。不要放弃希望。

意见 ■ ■ ■

不断增长的管制压力 Andrew Craig-Bennett称世界船队规模不可避免的增加，各国政府将更仔细管理航运业

2 .8 % 的 年 增 长率。这并不 是一个国家的GDP增长率，尽 管看起来有点像。这也不是一 个国家人口的增长率，尽管， 也有可能是。这是全世界商船 船队吨位自从1949年以来的增 长率。 我经常说要小心把尺子放在 图上并从历史趋势推断未来， 因为在中短期，它肯定会给出 错误的答案。只有在十分长期 的趋势，康德拉基耶夫周期，它 更有可能是正确的。 我将此项数据与GDP增长率 以及人口增长率相比较，2.8% 的年增长率在这两个类别里都 属于惊人的高。我们脑海中都

知道大部分世界贸易由海运完 成，由吨英里衡量的海运贸易 量增长率比世界经济的增长率 都快。 现在，我们的脑海中还知道 什么？我们可能知道“富有的 世界”增长缓慢。那么“贫穷的 世界”在做什么呢？它在十分快 速变的更富有，但是因为在当 前的状况下，改变还很微小，我 们会忽视他们。我们大概知道

非洲不再是一穷二白，拉丁美 洲也已经不再由喜欢穿着滑稽 戏服的军事独裁者统治等等。 我们的脑 海中知道大部 分 人拥有手机，拥有冰 箱，拥有 电视，拥有缝 纫机，拥有自行 车，一些人拥有摩托车。三十年 前，他们并没有这些东西。这些 商品海运贸易是真实的，但是看 起来微不足道。如果每个人都 想拥有一辆车会怎么样，每个人

对于世界海洋以及它们上面的 空气，两倍的商船运输影响将会 是可怕的

都想去国外度假又会怎么样？ 我们行业的一个部分很了解 这些，邮轮业。实话说，如果你 不是身处在邮轮生意中，你永 远不会相信这个行业的增长预 测，你会吗？但是他们每次都是 对的。 每 年2 . 8%的 增 长率，每 年 叠加，意味着在15年里翻了一 番。在20 0 0年，世界船队规模 只是现在的一半。到2030年， 又会增长一倍。到时并不会有 两倍多的船只，而是更大规模 的船。从规模效应来说，这并 不是两倍的钢铁，燃料，排放， 油漆以及润滑油。 这些数量是可怕的。 对于世界海洋以及它们上面 的空气，两倍的商船运输影响将 会是可怕的。人们将会注意到。 严厉的管控措施将会出现。 我们自己的小联合国实体， 混乱以 及 呆 板 的国 际 海 事 组 织，可能会发点牢骚，但我们都 知道它不会坚持下去。我们将 会从以前没有过的方式得到国 家政府的通知。 美国已经对我 们的艉管轴承和我们的船首推 进器中的油做出要求，我们将 在下次靠岸时遵守。美国政府 知道他们这么做是正确的。更 多的这种情况会以我们不能很 好预见的方式出现，而且可能 不会很好看。 是 时候 想一 想 这个 问题 了 吧？ Sinoship 2015年春季刊

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