By Mike Wackett 21/07/2021
Despite a 30% spike in prices for scrap, just 1,300 teu of cellular tonnage was sold for demolition in the past 60 days as operators seek out and deploy every containership that can pass survey.
“The booming container charter market, with historically high charter rates, has been instrumental in keeping owners away from the demolition scene,” said Alphaliner.
Indeed, notwithstanding scrap buyers offering around $600 per ldt – which hard-pressed shipowners would have jumped at a year ago, particularly for their ageing uneconomic vessels – they are now receiving astonishing offers from carriers for their ships, many times higher than they could achieve on the demolition market.
The consultant identified only 15 container vessels, for a total of 12,431 teu, that had been dispatched to the recycling yards in the first six months of the year – this is in stark contrast to the 56 for 143,000 teu scrapped in the first half of 2020.
作者：Mike Wackett 2021年7月21日
尽管废品价格上涨了30%，但在过去的60天里，只有1300标准箱的移动式吨位被出售用于拆除，因为运营商正在寻找并部署每艘能够通过调查的集装箱船。
Alphaliner表示：“蓬勃发展的集装箱租船市场，以及历史上较高的租船费率，有助于业主远离拆迁现场。”。
事实上，尽管废品买家的报价为每艘ldt 600美元左右（这在一年前可能会大幅上涨，尤其是对于他们年久失修的不经济船只而言），但他们现在却收到了来自运营商的惊人报价，比他们在拆船市场上能达到的价格高出许多倍。
该顾问指出，今年前六个月，只有15艘集装箱船（总计12431标准箱）被派往回收场，这与2020年上半年报废的143000标准箱的56艘集装箱船形成鲜明对比。
And Alphaliner added: “The second half of 2021 is expected to see a persistently low number of demolition sales in the face of a continuously strong charter market.”
Some 200,000 teu of container tonnage was scrapped last year, itself just a third of the record demolition sales in the crisis year of 2016, when Hanjin Shipping went bankrupt and liner shipping was brought to its knees.
The containership post-lockdown capacity crunch and subsequent massive freight rate increases has turbo-charged daily hire rates for containerships, which in turn has significantly increased their asset values.
According the Vesselsvalue data, the scrap and market value of a classic panamax ship just six months ago was around $9m. Today’s demolition value has increased to around $12m, while the market value for even an elderly ship has leaped to something north of $50m, and is rising daily.
An S&P broker told The Loadstar recently the current market reminded him of the evacuation of the allied forces from France in World War II.
“It’s just like Dunkirk,” he said, “any ship that can float is being deployed by the carriers at the moment. They [the carriers] are waving blank cheques in the owners’ faces and are not fussy about age or bunker consumption,” he said.
Olivia Watkins, head cargo analyst at Vesselsvalue, explained: “Owners, like MSC, have been buying vessels instead of entering the charter market as it works out more effective. For example, the 2002-built 4,839 teu Mexico sold for $50.5m to MSC at the end of June. The alternative on a five-year charter could cost up to $70m.”
Alphaliner补充道：“2021年下半年，在租船市场持续强劲的情况下，预计拆迁量将持续走低。”
去年，约20万标箱的集装箱吨位被报废，这只是2016年危机年创纪录的拆箱量的三分之一，当时韩进航运破产，班轮运输陷入瘫痪。
集装箱船封锁后的运力紧缩和随后的大幅运价上涨，使得集装箱船的日租金上涨，进而大幅增加了其资产价值。
根据Vesselsvalue的数据，6个月前一艘经典的巴拿马型油轮的废品和市值约为900万美元。如今的拆迁价值已增至1200万美元左右，而即使是一艘老旧船只的市场价值也已跃升至5000万美元，而且每天都在上升。
标准普尔的一位经纪人最近告诉Loadstar，当前的市场让他想起了二战中盟军从法国撤离的情景。
“这就像敦刻尔克，”他说，“目前航母正在部署任何可以漂浮的船只。他们（航空公司）在船主面前挥舞着空白支票，对船龄和燃料消耗并不挑剔。”。
Vesselsvalue首席货运分析师奥利维亚·沃特金斯（Olivia Watkins）解释说：“船主们，比如MSC，一直在购买船只，而不是进入租船市场，因为租船市场更有效。例如，2002年建造的4839标准箱墨西哥在6月底以5050万美元的价格出售给MSC。另一种为期五年的租船合同的费用可能高达7000万美元。”
Another broker told The Loadstar the only thing stopping daily hire rates and asset values climbing even higher was the lack of candidates.
“There is just nothing to charter and nothing to sell at the moment,” he said.
另一位经纪商告诉Loadstar，唯一能阻止日租费率和资产价值进一步攀升的是缺少候选人。
他说：“目前没有什么可以包租的，也没有什么可以出售的。”。
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