Saturday, March 14, 2009
China’s Ying Kou Port announces 3bn yuan expansion

Technorati Tags: Baltic Dry Index,Baltic Dry Indices,Ship Chartering,Shipchartering,Voyage Fixtures,Time Charter Fixtures,Panamax,Capesize,Handymax,Handysize,Supramax,Dry Cargo Fixtures,Bulk Cargo Fixtures,Baltic Exchange,Freight Review,Maritime Baltic Index,TNT Freight Review,China Ying Kou Port,Ying Kou Port Expansion,Angang Steel

Shanghai: Gao Baoyu, chairman of Ying Kou Port Group, one of the top two port operators in Liaoning province, plans to invest up to 3 billion yuan to build new ports this year, writes China Business News writes.
Gao said that the new ports would boast bulk cargo berths and oil wharves and that the expansion would be part financed from the Group’s capital resources (35%) and the rest of the money will be sourced from bank loans.
Ying Kou Port, which has a listed arm, mainly serves to export grain from Northeast China, and to import iron ores. During the first two months of 2009, throughput of Ying Kou Port increased by 6%. Gao said the major reason was Angang Steel Co Ltd’s new plant in Ying Kou going into production, which spurred iron exports and iron ore imports.
The Group is planning to inject more of its assets into its listed arm, Gao said, but he did not say when. [13/03/09]

Friday, March 13, 2009
Dry bulk market still fragile

Technorati Tags: Baltic Dry Index,Baltic Dry Indices,Ship Chartering,Shipchartering,Voyage Fixtures,Time Charter Fixtures,Panamax,Capesize,Handymax,Handysize,Supramax,Dry Cargo Fixtures,Bulk Cargo Fixtures,Baltic Exchange,Freight Review,Maritime Baltic Index,TNT Freight Review,Dry Bulk Fragile,BDI down,Fearnley,Panamax Demand,Capesize collaspe

Friday, 13 March 2009

The Baltic Dry Index (BDI) shed gains early in the week to return back at 2,201 points (down by 70 points) after yesterday’s session. It’s clear that the index will keep its fragile behavior for some time, at least until more cargoes start flowing in the seas. For that to happen a route to a sustainable world economy must be established. After all, China alone isn’t enough for the global shipping industry. At yesterday’s session all ship types posted losses, with the Capesize retreating at 2,580 points (down by 126) and the “star” of the previous rises, the Panamax Index closely behind, with a fall of 114 points at 2,287. Similarly, the average daily time charter for capesizes has dropped to $25,232, while for the panamaxes is now at $18,326 (down by $929 day-to-day).
In its latest weekly report Fearnley’s said that “the capesize market, showed only marginal variations during this week. There was a short burst of activity in the Pacific as shipments out of Dampier began to return to a more normal level. The W.Australia/China rate jumped to about USD 8.00 before sliding back to USD 7.50. A steady flow of Brazil/China cargoes, especially for Vale, kept the rate on this route stable at about USD 21.00, and the fronthaul tc rate at about USD 45,500. Period activity was practically non-existent”.
Briefly though, the market had reached its highest level from the low point of December of 2008, climbing earier in the week at almost 2,300 points. The main reason for that was the nine-day rally of the panamax sector, which saw time charter rates increasing by 59% at above $18,000. Grain cargoes and large volumes out of especially South America were the factors which supported the panamax market. commenting on the panamax side, Fearnley’s noted that “charters with cargo from South America also had possibilites by taking tonnage from Indian/Pacific areas, as owners were ballasting West”.
Things aren’t looking good though for the iron ore trade, which typically is a major influence for the capesize sector. “With steelmakers looking to cut production again, iron ore purchases have been reduced and there are reports of distress sales and offers by iron-ore traders,” Jim Lennon, a London- based analyst with Macquarie Group Ltd., wrote in a report. “We would expect exports from India to contract once again in coming months.”
Things are looking better in the long term for the handy sector, mainly because of a smaller orderbook, than other dry bulk ship types. The sector has managed to post slight gains during the previous Baltic session, now standing at 790 points (up by 15 from the day before), while the average time charter daily average is up at $11,398. On the short term though, the market isn’t expected to fare much better. Fearnley’s notes that the Indian iron ore market slowed down and will continue over the next one or two months.

@Governor
Sorry. Culpa mea!!!

http://www.poslovni.hr/110908.aspx

Kaj to znači?
Rastemo il padamo sutra?
[undecid]

Zavisi na koju nogu se sutra ustanu veliki magovi naše Burze.

Ima li netko link na kojem se mogu vidjeti ugovori brodova Atlantske, a da nije Lloyd ili nešto slično što treba masno platiti? Bilo bi lijepo od njih da to stave na službeni website.

T: 10.03.2009. 9.PBZ D.D. +1.120 (prosječna cijena 647,59 kn)
Ajmo u sto marki da će na T: 13.03.2009. biti minus cca tisuću komada?!
[sealed]

Report presents doomsday scenario for shipping
Petak 13 ožujak 2009

AN apocalyptic vision of a future in which dysfunctional shipping markets trigger an outbreak of protectionism in trade and the creation of national fleets is outlined in a review of the current crisis by Consultants on Maritime Transport, an independent partnership.

The analysis provides one of the gloomiest assessments of the potential course of the shipping crisis to be placed in the public domain.

COMT’s team comprises four individuals, including the former senior shipping banker William (Tony) Cooper, who have had experience of economic cycles since the early 1970s.

They argue that present shipping crisis has “arrived faster and stronger” than any before and is likely to last longer than even the infamous depression of the 1970s.

“We believe its effect on the other global markets will be considerable,” the review states.

“Indeed, we suggest that the present seizing up of shipping markets might trigger a chain of events that will kill free market economics world-wide for a generation.”

The report says it is inevitable that many shipyards operating in free market economies such as Japan or South Korea will fail due to a combination of cancellations and shipowners not meeting progress payments.

However, the authors believe China, which has as taken enormous trouble to guarantee long-term sources of raw materials and plan its expansion of steel production and shipbuilding capacity, is likely to take a different approach.

“In the face of the same factors of cancellation and non-payment, China is likely
to continue building vessels on schedule through 2009-2012, but now for its own account.

“As its national fleet grows, it will give preference to its own vessels against tonnage chartered from the free market.”

As a result, they believe it is quite possible China will control, directly or indirectly, more than a third of the world’s dry cargo fleet by 2012.

China could then use its muscle to dominate free markets to the nation’s own advantage which, in turn, could provoke a response by the US, the European Union, Russia and India.

The review fears that an atmosphere of “defensive protectionism” could lead to moves to re-establish national fleets.

“If the shipping markets are unable to function freely over a sustained period
then it is but a short step to say that markets will have to work less perfectly on a regulated basis,” it warns.

“We could see the re-introduction of barter and countertrade, bilateral and multi-lateral agreements sponsored by government agencies who, wherever possible, will insist on vessels of their own flag or vessels they can control and regulate.

“Is it possible we are on the brink of the abandonment of free market economics for world trade regulated by political muscle and national domination?”