一名熟悉顾建安业务的业内消息人士表示，光华集团（Glory Maritime International）已经与三家中国造船厂签署了意向书。
“顾建安已经这三艘船考虑好了承租商。一家中东主权财富基金将资助顾建安的三艘新造船。他们一起合作了多年。”顾建安未对此事置评。
MR油轮建造协议
据说，光华集团与扬子江船业签订了多达六艘成品油轮的建造协议。该订单包括两艘确认订单和四艘备选订单。
《贸易风》获悉，光华集团为每艘确认订单船支付约3,300万美元，计划在2020年第三季度接收首艘船，在下一季度接收第二艘船。这批油轮将按照IMO Tier II标准建造。
这名消息人士说：“顾建安仍在考虑是否应该为这批船安装废气洗涤器。这些新造船是所谓的转售船，因为原本这批船是由在新加坡上市的扬子江船业的全资子公司扬子江航运有限公司订造。”
光华集团还与设在舟山的金海智造公司签订了一艘VLCC建造意向书。据称，这艘船的造价约为7700万美元，这艘300,000-dwt原油油轮将配备洗涤器。
该消息人士说：“这艘VLCC最初由中国海航集团旗下大新华油轮订造。这艘船已建造了约50%，安排于2020年11月交付。”
光华集团将与一家未具名的中国石油公司签订VLCC租船合约。
更多的业务
在散货船板块上，光华集团与山东蓬莱中柏京鲁船业有限公司签订了四艘卡萨姆型散货船新造船的合同。该交易没有备选。
这位业内人士表示：“光华集团已经为这四艘卡萨姆型散货船签订了租船合同。”据称，这批装有洗涤器的IMO Tier［散货船每艘的造价约为为2800万美元。新船安排于2021年交付。
去年夏天，据报道，光华集团在芜湖造船厂签署合同，计划订造最多10艘极限灵便型散货船，每艘船的造价为2400万美元。这份合同包括四确认订单和六艘备选订单。
但是，因为出台的新限制，该合同未能实现。
据报道，顾建安希望用MR油轮新造船取代原本计划在芜湖订造的63,500载重吨散货船订单。现在看来，他已经去了扬子江船业订造成品运输船。
此前有报道称，顾建安已经在出售最后一艘船，即107,000-dwt tanker Diamond Queen
（1998年建成）后，于2011年年中退出海运业务。
据说，光华集团拥有五艘阿芙拉型油轮，这五艘油轮在五到六年前建成，签有为期10年的长期合同。但是，这批船没有列在主要的航运数据库中。

John Koo has re-emerged in the shipping scene with an order for up to 10 ultramax bulker newbuildings worth around $240m at a Chinese shipyard.

Well-placed shipbuilding sources said the former Orient Steamship boss’ newly formed company Glory Maritime International Holdings has contracted four firm 63,500-dwt newbuildings at Wuhu Shipyard.

The deal includes options for up to six more vessels.

One shipping market source familiar with Koo said this is the first time the Hong Kong businessman is investing in ultramaxes.

“He is going for this ship type because it is flexible to trade. Previously, Koo was involved in capesize bulk carriers and some tankers,” said the source.

“Koo finds the newbuilding deal at Wuhu to be a good deal, as he has received a good price for the vessels.”

The source described Koo’s ultramax newbuildings as eco-ships that will be built to the upcoming IMO Tier III emissions rules.

TradeWinds is told that Koo is finalising long-term charter contracts of five to 10 years for the bulkers.
The identity of the charterers and the charter rates are not disclosed.

Koo is said to be paying close to $24m each for the ultramaxes. He may be able to take delivery of the first vessel at the end of 2019, with the rest delivered during the first quarter of 2020.

“Koo is ready to carry out asset play [sales] for some of the vessels if there are good offers,” said the shipping market source.

“However, he is likely to keep the first few vessels with the company.”
On the tanker front, shipping sources say Koo also owns five aframax tankers that were built five to six years ago.

The names of the crude carriers are not disclosed but Koo is said to have acquired them “off market”.
“Koo’s aframax tankers are all chartered out on long-term contracts lasting 10 years,” said the shipping source.

“John Koo is keeping a low profile these days.”

John Koo initially worked at Valles Steamship with his younger brother David Koo. But in 2002 he left to set up Orient Steamship together with another brother, Philip.

At one point, the Hong Kong-based company owned a handful of capesizes, an aframax tanker and a handysize product carrier.

But John Koo was reported to have exited the shipping business in mid-2011 after selling off his last vessel, the 107,000-dwt tanker Diamond Queen (built 1998).

Three Chinese shipyards have signed letters of intent with Glory Maritime.

One industry source familiar with Koo's business said Glory Maritime International Holdings has signed letters of intent (LOIs) with three shipyards in China.

“Koo has charterers in mind for these newbuildings,” he said. “A Middle East sovereign fund will be funding Koo’s newbuildings. They have been working together for some years.”

In one of the deals, Glory Maritime is said to have made a pact with Yangzijiang Shipbuilding for up to six MR product tankers. The order involves two firm vessels, plus four optional slots.

TradeWinds is told that Glory Maritime is paying about $33m apiece for the firm newbuildings and is scheduled to take delivery of the first vessel in the third quarter of 2020 and the second in the following quarter. The tankers will meet the IMO's Tier II emissions standards.

“Koo is still considering if he should install scrubbers on them,” said the source. “These newbuildings are so-called ‘resale units’ as they were originally booked by Yangzijiang Shipping, the shipowning division of the ­Singapore-listed shipyard.”

Glory Maritime has also signed an LOI with Zhoushan-based Jinhai Intelligent Manufacturing for a VLCC. The 300,000-dwt crude tanker, which will be fitted with scrubbers, is said to be costing about $77m.

“This VLCC was originally ordered by GC Tankers, a unit of China’s HNA Group,” the industry player said. “The newbuilding is about 50% built and is slated for November 2020 delivery.”

Glory Maritime is lining up a charter contract for the VLCC to an unnamed Chinese oil company.

On the bulker front, Glory Maritime has signed a contract with Shandong-based Penglai Zhongbai Jinglu Ship Industry for four firm kamsarmax bulker newbuildings. The deal does not include any options.

“Glory Maritime has already lined up charter contracts for these kamsarmaxes,” the industry player said.

The scrubber-fitted, IMO Tier III bulker newbuildings are said to be costing Glory Maritime about $28m apiece. They are scheduled for 2021 delivery.

Last summer, Glory Maritime made headlines when it was reported to have commissioned state-owned Wuhu Shipyard to build up to 10 ultramax bulker newbuildings for about $24m each. The deal was for four firm ships plus six options.

However, the newbuilding contract did not materialise as new restrictions set by the state did not allow Wuhu to build vessels larger than 55,000 dwt, in order to clear the Nanjing Yangtze River Bridge.

China delivers blow to John Koo's bulker order at Wuhu
Koo was reported to be looking to replace the 63,500-dwt bulker order at Wuhu with MR tanker newbuildings. But it appears he has now gone to Yangzijiang Shipbuilding for the product carriers.

Koo initially worked at Valles Steamship with his elder brother, David. But in 2002, he left to set up Orient Steamship with another brother, Philip.

At one point, the Hong Kong-based company owned a handful of capesizes, an aframax tanker and a handysize product carrier.

But John Koo was reported to have exited the shipping business in mid-2011 after selling his last vessel, the 107,000-dwt tanker Diamond Queen (built 1998).

Glory Maritime is said to own five aframax tankers that were built five to six years ago with long-term contracts lasting 10 years. However, they are not listed in major shipping databases.

John Koo has re-emerged in the shipping scene with an order for up to 10 ultramax bulker newbuildings worth around $240m at a Chinese shipyard.

Well-placed shipbuilding sources said the former Orient Steamship boss’ newly formed company Glory Maritime International Holdings has contracted four firm 63,500-dwt newbuildings at Wuhu Shipyard.

The deal includes options for up to six more vessels.

One shipping market source familiar with Koo said this is the first time the Hong Kong businessman is investing in ultramaxes.

“He is going for this ship type because it is flexible to trade. Previously, Koo was involved in capesize bulk carriers and some tankers,” said the source.

“Koo finds the newbuilding deal at Wuhu to be a good deal, as he has received a good price for the vessels.”

The source described Koo’s ultramax newbuildings as eco-ships that will be built to the upcoming IMO Tier III emissions rules.

TradeWinds is told that Koo is finalising long-term charter contracts of five to 10 years for the bulkers.
The identity of the charterers and the charter rates are not disclosed.

Koo is said to be paying close to $24m each for the ultramaxes. He may be able to take delivery of the first vessel at the end of 2019, with the rest delivered during the first quarter of 2020.

“Koo is ready to carry out asset play [sales] for some of the vessels if there are good offers,” said the shipping market source.

“However, he is likely to keep the first few vessels with the company.”
On the tanker front, shipping sources say Koo also owns five aframax tankers that were built five to six years ago.

The names of the crude carriers are not disclosed but Koo is said to have acquired them “off market”.
“Koo’s aframax tankers are all chartered out on long-term contracts lasting 10 years,” said the shipping source.

“John Koo is keeping a low profile these days.”

John Koo initially worked at Valles Steamship with his younger brother David Koo. But in 2002 he left to set up Orient Steamship together with another brother, Philip.

At one point, the Hong Kong-based company owned a handful of capesizes, an aframax tanker and a handysize product carrier.

But John Koo was reported to have exited the shipping business in mid-2011 after selling off his last vessel, the 107,000-dwt tanker Diamond Queen (built 1998).