ovo ti vranjo neću prešutit. zbog svih malih ulagača ovdje na forumu volio bih da nam obrazložiš zbog čega ova dionica ne vrijedi više od 300 i kusur , kako ti kažeš.

kolega vranjo, imate dobre postove, ja sam više za, vi contra, ali zato smo tu.

ovaj račun vam ne valja. dionicama kupujemo budućnost – ako kupujemo bankrot atpl, ovo je grandiozno preskupo, ako kupujemo oporavak, ovo je apsolutni broj 1 zag burze. ili jedno ili drugo, u svakom slučaju ili vrijedi 0 kn ili 3 do 4 puta više, sve između je ludo kupovati, ili vjerujete ili ne vjerujete.

Ma pod tim “vrijedi” sam mislio na cijenu koju su kupci spremni platiti. Dakle želio sam reći da nisu spremni dizati cijenu na 400 iz racionalnih razloga, a ne zbog “pomanjkanja likvidnosti”.
Ja naravno ne namjeravam kupiti ovo iznad 300, a vrijediti će više kad dođe pravi oporavak a ne umjetni i kratkoročni.[emo_palacg]

ovo je grobex i kupci tu su još manje razumna bića nego drugdje po svjetskim burzama. ovdje vlada stampedo logika i to što su ili nisu kupci u danom trenutku spremni platiti, po meni na grobexu je koma pokazatelj. drugdje možda i nešto znači, ali ovdje caruju ingre, dalekovodi, magme itd.

Vranjo

Treba čekati možda bude po
toj cijeni 300 zašto plaćati više ako se može i po manjoj cijeni, Pnmx su probili 10000, to ne znači da je oporavak počeo, treba se potvrditi oporavak vozarina.
Znam da će netko napisati do tada će uteći cijena, možda i neće, za sada ide prema 300 što je dobro za strpljjve.
Dobro je ovdje što dionica pada kada Pnmx rastu, tako ako bi još vozarine nastavile rasti narednih dana možda i cijena dionice brže padne, nije logično ali ipak je na burzi posebna logika

Nije nagovor na kupovinu i prodaju dionica.

Ovo ne treba komentirati, sve je jasno, eto sad znamo da dionica ne vrijedi više od 300 kuna, moš mislit napisala bi Tanja Torbarina[emo_namigusa]

….iskreno rečeno, kad je sve u kolapsu poslovno, drago mi je da me dionice čekaju na nižim cijenama…..ne volim se osjećati ko luzer, kao sa
turističkim dionicama, gdje je dotični, izvadivši novac iz čarapa, poremetio
cijene i predstavio med i mlijeko….pa, vidjet ćemo uskoro, 9.mjesečne izvještaje..

Druže Vranjo,
Ovdje će dobitnici biti oni koji su već unutra, a ti ćeš jednom možda i dočekati AP na 200 kuna ali sa potpuno drukčijim društvom i nickovima na forumu, u slijedećoj recesiji za 7 godina. Živio ti nama.[emo_namigusa][emo_palacg]
Btw skinuo sam ti onaj obećani poklon sa aska na 1000 kuna. Lagano i stvarno kljucanje po bidu upravo tu počinje. Moj logor je nešto visočije blizu budućeg ATH. Sjedim, meditiram i čekam. Pozdrav.

Vidim da se raspričalo o budučnosti ove dionice, članovi uprave su vam s 6k komada pokazali kako predviđaju bližu budučnost [emo_smijeh]

Kormilar

Kada će ta zgrada sa slike u funkciju.

Kakve su procjene bi li cijena mogla kao kod porasta BPI naniže, nakon stavljanja u funkciju.
Nije nagovor na kupovinu ili prodaju dionica.

ovi su puni optimizma za naredni period u dry bulk sektoru:

The dry bulk market has been on the forefront of the shipping news once again, on the back of the best rally in years, which has seen the industry’s benchmark, the Baltic Dry Index rising to two-year highs. Yesterday though, the BDI ended the session, marginally down, after a series of consecutive increases. The BDI was down by 0,4 percent to 1,621 points, with the Capesize market posting minor losses. By contrast, the Panamax market improved yesterday, with the Baltic Panamax Index rising by 37 points to reach 1,278 in total.
According to a report from analyst Commodore Research & Consultancy, Capesize availability is projected to become even tigher in the near future, thus leading to more rate increases. According to Commodore, this will occur “once Drummond coal cargoes return to the market (when the strike is resolved) and also due to the very large amount of Brazilian iron ore cargoes that have continued to surface” it mentioned.
According to Commodore’s research note, “so far this week, 10 capesize vessels have been chartered to haul Brazilian iron ore cargoes. This is a very large amount, and already exceeds the robust 9 capesize vessels that were chartered to haul Brazilian iron ore cargoes during all of last week. The last time that 10 or more capesize vessels were chartered to haul iron ore cargoes in a single week was the Week Ending November 16, 2012. Chinese demand for imported iron ore is currently very strong, which is helping capesize rates to surge. However, the capesize market will again benefit from the current level of activity as spot capesize availability will find itself even tighter in the near future. It is extremely encouraging for the capesize market that so many capesize vessels have recently been chartered for long-haul Brazil to China iron ore exports. In addition, Atlantic basin spot capesize availability will become even more tight whenever the Drummond coal strike officially comes to an end”, Commodore said.
It added that “for the capesize market, near term prospects remain encouraging. There will be
fluctuations whenever there are brief dips in Chinese demand, but overall we believe in the weeks and months to come there will be days when average daily capesize rates easily increase by over $3,000 in a single day. That’s the beauty of dry bulk shipping. Demand for vessels is quite inelastic and not very responsive to changes in prices. When a charterer needs a vessel, he (she) needs a vessel. And when spot vessel availability is tight, an environment is created where freight rates are prone to large increases. With some many capesize vessels recently being chartered to haul long-haul Brazilian iron ore cargoes — and with an increase in Drummond coal cargoes being poised to re-emerge in the market at some point like in the near future — the already tight capesize market will become even tighter”, Commodore concluded.
Meanwhile, in a separate report, shipbroker Fearnleys noted on the Capesize market that “rates are flying as we haven´t seen they do since 2010! Having struggled in a dull and over-supplied market for too long now, it was a relief to see rates jumping in relatively short time. It started off by the west Australian shippers covering a large number of stems, at increasing levels. Present freight is now around USD 12. As the west Australian activity calmed down,
the front haul was getting more busy and ships in the Atlantic have achieved in the upper 40k´s at the time of writing. Tubarao/Qingdao is close to USD 30. We do expect to see more from the miners out of West Australia as well as Brazil, and therefore believe levels will remain strong”, Fearnleys said.
On the Panamax front, it concluded that “the market is alive! Increased coal and iron ore shipments have made a big impact on time charter rates in the Far East. Also the recent Cape rally has had a positive impact on the Panamaxes as we see many Cape splits. Pacific rounds are now reported between USD 13k and 15k per day, an increase of impressive 5k over the last week. The Atlantic on the other hand is not quite as exiting, the sentiment is positive but we have not seen such big increases. Atlantic rounds now trade around USD 10k. We have started to see signs of the USG grain season ramping up. But so far fronthaul rates are quite
stable, USG/China is reported fixed around USD 15500+550K bb. The period market has been active and 1-year on a Panamax with Far East delivery is now up to around USD 11k per day”.
Nikos Roussanoglou, Hellenic Shipping News Worldwide