Baltic Indices 17/02/2009
BDI 1895 (+49) – +2,65%
BCI 3356 (+186)
BPI 1305 (-30)
BSI 1213 (+4)
BHSI 482 (+3)
Copyright Baltic Exchange Information Services Ltd. (2009)
BCITCavg $33635(+2265)
BPITCavg $10442(-246)
BSITCavg $12685(+43)
BHSITCavg $7012(+42)

Malo štiva – ako kome treba

http://shipping.capitallink.com/glossary.html

Capesize – Capesize ships are cargo ships originally too large to transit the Suez Canal (i.e., larger than both panamax and suezmax vessels). To travel between oceans, such vessels used to have to pass either the Cape of Good Hope or Cape Horn. Vessels this size can now transit the Suez Canal as long as they meet the draft restriction (18.91m as of 2008) Capesize vessels are typically above 150,000 long tons of deadweight (DWT), and ships in this class include VLCC and ULCC supertankers and bulk carriers transporting coal, ore, and other commodity raw materials. The term "capesize" is most commonly used to describe bulk carriers rather than tankers. A standard capesize bulker is around 175,000 DWT, although larger ships (normally dedicated to ore transportation) have been built, up to 400,000 DWT. The large dimensions and deep drafts of such vessels mean that only the largest deep water terminals can accommodate them.

Handymax – Handymax or Supramax is a naval architecture term for a bulk carrier, typically between 35,000 and 60,000 metric tons of deadweight (DWT). A handymax ship is typically 150-200 meters (492-656 feet) in length, though certain bulk terminal restrictions, such as those in Japan, mean that many handymax ships are just under 190 meters in overall length. Modern handymax designs are typically 52,000-58,000 DWT in size, have five cargo holds, and four cranes of 30 metric ton lifting capacity.

Handysize – Although there is no official definition in terms of exact tonnages, Handysize most usually refers to a dry bulk vessel (or, less commonly, to a product tanker) with deadweight of about 15,000-35,000 tons. Above this size are Handymax bulkers (typically 35,000 – 58,000 tons deadweight); there is no well-defined or widely accepted size sector below 15,000 tons. Handysize is numerically the most common size of bulk carrier, with nearly 2000 units in service totaling about 43 million tons. Handysize ships are very flexible because their size allows them to enter smaller ports, and in most cases they are ‘geared’ – i.e. fitted with cranes – which means that they can load and discharge cargoes at ports which lack cranes or other cargo handling systems. Compared to larger bulk carriers, handysizes carry a wider variety of cargo types. These include steel products, grain, metal ores, phosphate, cement, logs, woodchips and other types of so-called ‘break bulk cargo’. Handysize bulkers are built mainly by shipyards in Japan, Korea, China, Vietnam, the Philippines and India, though a few other countries also have the capacity to build such vessels. The most common industry-standard specification handysize bulker is now about 32,000 mt deadweight on a summer draft of about 10.0 metres, and features 5 cargo holds with hydraulically operated hatch covers, with four 30 metric ton cranes for cargo handling. Some handysizes are also fitted with stanchions to enable logs to be loaded in stacks on deck. Such vessels are often referred to as ‘handy loggers’. Despite multiple recent orders for new ships, the handysize sector still has the highest average age profile of the major bulk carrier sectors.

Panamax – "Panamax" ships are of the maximum dimensions that will fit through the locks of the Panama Canal. This size is determined by the dimensions of the lock chambers, and the depth of the water in the canal. An increasing number of ships are built precisely to the Panamax limit, in order to transport the maximum amount of cargo in a single vessel. Much bulk merchandise, such as grain products, is moved primarily on Panamax (or sub-Panamax) ships. The increasing prevalence of vessels of the maximum size is a problem for the canal. A Panamax ship is a tight fit that requires precise control of the vessel in the locks, possibly resulting in longer lock time, and requiring that these ships be transited in daylight. Because the largest ships cannot pass safely within the Gaillard Cut, the canal effectively operates an alternating one-way system for these ships.

Panamax is determined principally by the dimensions of the canal’s lock chambers, each of which is 33.53 metres (110 ft) wide by 320.0 metres (1050 ft) long, and 25.9 metres (85 ft) deep. The usable length of each lock chamber is 304.8 metres (1000 ft). The available water depth in the lock chambers varies, but the shallowest depth is at the south sill of the Pedro Miguel Locks and is 12.55 metres (41.2 ft) at a Miraflores Lake level of 16.61 metres (54 feet 6 in). The height of the Bridge of the Americas at Balboa is the limiting factor on a vessel’s overall height.

Sve je moguće: Atlantska pogrešno isplatila predujam dividende!?
Autor/izvor: SEEbiz
DUBROVNIK – Atlantska plovidba izvijestila je da je, prilikom pripreme dokumentacije za isplatu predujma dividende za 2008. godinu, došlo do slučajne administrativne pogreške odnosno upotrebe pogrešne datoteke dioničara.
Upravo se u ovim trenucima vrši korekcija prema ispravnoj datoteci

http://seebiz.eu/hr/tvrtke/transport/sve-je-moguce-atlantska-pogresno-isplatila-predujam-dividende!%3f,37743.html

Trenutno je prosječna vozarina za panamaxe oko 11000$,a troškovi su oko 5000$,tako da se i sada zarađuje

Tuesday, 17 February 2009
Daily capesize rates, which fell below operating costs in December, dropped 6.2 percent to $31,370 yesterday. Panamax rentals slid 4.6 percent to $10,688 a day. Operating costs are $6,500 for capesizes and $5,000 for panamaxes, according to Erik Nikolai Stavseth, an analyst at shipbroker Lorentzen & Stemoco in Oslo.

Danas nas BDI izgleda sve pozitivno iznenadio sa svojim rastom.

Danas nas BDI izgleda sve pozitivno iznenadio sa svojim rastom.

http://www.dryships.com/pages/report.asp

s obzirom da uvijek pišem iskreno neću se služiti nikakvim drukanjem nego ću reći zdravo seljački… molim prodavače da ne izgube ritam i da i dalje sipaju po bidu jer još mi nije sjela lova od dividende na PBZ Investor a želim dokupiti što jeftinije…unaprijed hvala..

…cijena dionice Atpl također…samo kako koje, i u kojem smislu…

opet sam kupio i nemam više – sada prelazim u ”dugoročne” [pray]

Ja mislim da smo već odavno u pm
kako li sam samo bio pohlepan kad sam uzeo po 710 i za tjedan dana ona na 820, ali ne ide to još gore treba biti strpljiv, evo popušio opet po ko zna koji put
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Moja žena priča u firmi kak ja uvijek nakon što kupim padne cijena. A ljudi joj tam kažu da i oni isto tako.[rolleyes] Eto, velkam tu du klab. ‘Malo nas je’ al nas ima. [thumbsup]