” Kolege, jeste vi sigurni da je book 1183? Dajte to još jedanput izračunajte ali malo sporije
[/quote]
Trenutni NAV je toliko. A ako realno revaloriziraju vrijednost flote i book će biti toliki. Postao san nedavno kalkulaciju…i dobio žuti karton. Probaj sam. Kreni od vrijednosti flote[smiley2] – 345 mil. dolara. Ostalo je lako izračunati.

Market Intelligence > Dry > Fixtures
Dry cargo fixtures

Friday 19 October 2007

ORE

Guaiba to Taranton — Chou Shan, 160,000t, 49 per tonne, fio 7 days sc, 1/10 Nov. (Ilva)

GRAIN

Mississippi to Bejaia — vessel to be nominated, 40,000t, 11.5 per tonne, fio 8000sx/9000sc, 20/30 Oct. (Dreyfus)

Mississippi to Oran — vessel to be nominated, 30000t, 90.5 per tonne, fio 8000/6000, 25 Oct-5 Nov. (Ameropa)

TIME CHARTERS

Bulk Hong Kong (180,230 dwt, 14.8/67L(A) 15.6/67.B, 2006-built) delivery Rizhao 20/30 Oct, redelivery China, $189,000 daily. (BHP Billiton)

Shagang First (177,656 dwt, 14.3/64L(A) 15.9/64B, 2007-built) delivery South Korea 4/6 Nov, redelivery Japan, $185,000 daily. (NYK)

Pompano (174,240 dwt, 14.25/60L(A) 15.5/60B, 2006-built) delivery Cape Passero 19/21 Oct, redelivery China, $227,000 daily. (STX Pan Ocean)

SA Altius (171509 dwt, 14.5/55L 15.5/55B, 2001-built) delivery Fos spot, redelivery Gijon, $165000 daily. (Cargill)

Cyclades (171,480 dwt, 14.25/55L 15/55B, 2004-built) delivery Dalian 29/30 Oct, redelivery China, $166,000 daily. (Rio Tinto)

Alameda (170,726 dwt, 13.75/57L 14.75/57B, 2001-built) delivery Fangcheng 5/7 Nov, redelivery China, $188,750 daily. (BHP Billiton)

Samos (136,999 dwt, 13.5/51L 14/46B, 1982-built) delivery Zhoushan 16/20 Oct, redelivery China, $58,700 daily. (Spot On)

Bellatrix (77,053 dwt, 37.5/14.5L 31/14.5B, 2006-built) delivery Butterworth prompt, redelivery India, $100,000 daily. (STX Pan Ocean)

Betelgeuze (77,053 dwt, 2007-built) delivery Zhangzhou 19/31 Oct, redelivery India, $91000 daily. (SK Shipping)

Nord Pegasus (75,356 dwt, 14L(A), 2007-built) delivery Santos 28/31 Oct, redelivery China, $81,000 daily plus $1,500,000 ballast bonus. (Glory Wealth)

Medi Tokyo (74,356 dwt, 14/34.5L 14/28.5B, 1999-built) delivery worldwide 15 Nov -15 Dec, redelivery worldwide, 1 year, $81,000 daily. (SK Shipping)

Scythia Graeca (74,133 dwt, 14/35L 15/35B, 2002-built) delivery Aps SW Pass 2/5 Nov, redelivery Japan, $87,000 daily plus $1,350,000 ballast bonus. (K Line)

B Indonesia (70,427 dwt, 14/30L, 1990-built) delivery Qingdao 25/26 Oct, redelivery worldwide, 3/5 months, $86,000 daily. (Pacific Bulk)

Torm Marlene (69,548 dwt, 14/32L 14/31B, 1997-built) delivery Bin Qasim 18/20 Oct, redelivery China, $70,000 daily. (Noble)

Wina (68,359 dwt, 14/36L 36B, 1988-built) delivery Canakkale 24/26 Oct, redelivery Thailand, $83,000 daily. (Aquavita)

Yasa Ilhan (55,518 dwt, 14.5L(A), 2007-built) delivery Xingang 16/19 Oct, redelivery Singapore-Japan Range, $74,000 daily. (Mitsubishi)

Jin Yuan (55,400 dwt, 2007-built) delivery worldwide Dec 7/Jan 8, redelivery worldwide, 8 months, $72,500 daily. (Transfield)

Ocean Morning (52,404 dwt, 14.5/31L(A), 2001-built) delivery East Coast India 20/30 Nov, redelivery worldwide, 1 year, $68,000 daily. (Charterer not reported)

Sophia (45,950 dwt, 14L(A), 1996-built) delivery Passero 13-Oct, redelivery Skaw, $60,000 daily. (Oldendorff)

Dimitrovskiy Komsomol (38,545 dwt, 1986-built) delivery Paranagua 1/12 Nov, redelivery Cont, $47,500 daily plus $820,000 ballast bonus. (Cargill)

Cosmos Verde (24,838 dwt, 14L(A), 1999-built) delivery Ko Shichang prompt, redelivery Far East, $40,000 daily. (Charterer not reported)

Ako izuzmemo IST , koji može vrijediti cca 10 mil. po tome ispada da noviji brodovi vrijede preko 60 , a stariji preko 50 mil.
Nadam se da je tako , ali nisam specijalist za područje , pa molim komentar.

8. HPB D.D./KD INVESTMENTS – VICTORIA FOND 13.935 0,85 Skrb. račun
9. PBZ D.D. 12.579 0,77 Skrb. račun
10. HYPO ALPE-ADRIA-BANK D.D./HYPO ALPE-ADRIA-BANK AG 11.347 0,69 Skrb. račun

8. HPB D.D./KD INVESTMENTS – VICTORIA FOND 12.354 0,75 Skrb. račun
9. PBZ D.D. 10.430 0,64 Skrb. račun
10. HYPO ALPE-ADRIA-BANK D.D./HYPO ALPE-ADRIA-BANK AG 10.347 0,63 Skrb. račun

Ova trojka se iskrcavala, najviše me brine što kd izlazi …

Kolega, ne da ste ga pretjerali, nego ste ga pretjerali

Market Intelligence > Dry > Indices
BALTIC DRY BULK INDICES 18 Oct 2007

Friday 19 October 2007

INDEX
Baltic Dry Index 10732 +8
Baltic Capesize Index 15299 +27
Baltic Panamax Index 10804 -65
Baltic Supramax Index 6756 +40
Baltic Handysize Index 3135 +26

kolko sam primjetio KD inv. izlazi iz jako puno dionica,ocito sele novce u nesto drugo

FIS DRY BULK FFA PRICES 18 Oct 2007

Friday 19 October 2007

Capesize Oct 07 Q4 07 Cal 08
Average 4 Timecharters 172,000 dwt 175,000 181,500 135,000
Panamax Oct 07 Q4 07 Cal 08
Average 4 Timecharters 74,000 dwt 88,500 87,000 72,000
Supramax Oct 07 Q4 07 Cal 08
Average 5 Timecharters 52,000 dwt 68,000 68,500 60,500

All prices are indications in US$/day of current market level, basis midpoint between bid/offer at 13:00 London time. Contract routes are as current Baltic Exchange definitions. For more information, visit

CAP HANDYMAX INDEX  7281 (+101) 18 Oct 2007

Friday 19 October 2007

18/10/07 17/10/07
ROUTE $ $
1 Antwerp – Skaw trip Far East 63,250 63,250
2 Canakkale trip Far East 58,000 57,750
3 Japan – SK/NOPAC or Australia RV 68,500 67,500
4 Japan – SK trip Gib – Skaw range 67,000 65,500
5 Antwerp – Skaw trip US Gulf 42,000 42,000
6 USG trip Skaw – Passero 835000 83,000
Weighted Average 64,906 64,000
Index basis: 45,000 dwt bulk carrier max 15 years, 25t cranes with no grabs, 14k/29.5 ifo,no diesel at sea

ICAP HYDE SUPRAMAX INDEX 10404 (+201) 18 Oct

Friday 19 October 2007

18/10/07 17/10/07
ROUTE $ $
1 Black Sea to Far East 65,250 65,000
2 US Gulf to NCSA/Skaw-Passero 95,000 92,000
3 Far East to Atlantic 71,000 69,500
4 Australia/India (Pac round) 71,000 70,000
Average 4TCs 75,563 74,125

Index basis: 50-52,000 dwt bulk carrier, maximum 10 years old, 25t cranes with grabs, 14k on 30t ifo no diesel at sea

Tanker orders turn to bulkers

Some tankers on the design board will travel down the slipway as bulkers.

Tanker owners are looking to convert their newbuildings into bulk carriers to cash in on the rates boom in dry cargo, with at least five yards being approached for changes to contracts.

Market sources say South Korea’s Daewoo Shipbuilding&Marine Engineering, Hyundai Heavy Industries, Hanjin Heavy Industries, Japan’s Sasebo Heavy Industries and China’s Jiangsu Rongsheng Heavy Industries Group have been asked to convert very large gas carriers (VLGCs), suezmax and aframax tankers into capesize vessels.

“The spot rate for capesize ships is at the historical high and when these tanker owners convert their newbuildings into capesize vessels, they can easily sell them for good money,” said a market observer.

He adds that the move is being driven by the current gas and oil-tanker business, which is not doing well in comparison with the bulker sector, and projections that the dry-cargo business will remain positive for some years to come.

Brokers say the Vafias group of Greece and Gulf Marine are two of the shipowners that have firmed up the conversion of two VLGC newbuildings at Daewoo (see story below). The two companies are believed to be paying an extra $20m per vessel for conversion.

A European owner that has two 114,000-dwt aframax tankers on order at Hanjin Heavy Industries for delivery in 2010 is also said to have plans to change the vessels into capesizes. However, Hanjin is said to be reluctant to make the contract swap and discussion on the conversion is incomplete.

Over at Hyundai, one Greek owner is also said to have also switched two suezmax tanker newbuildings into capesize ships. The identity of the shipping company is unknown.

However, an official from Hyundai denies that the shipyard has agreed to any contract conversion. He said: “It is true that some owners have approached us and tried to convert their tanker newbuildings into capesize vessels but we did not agree to that because of the extra work that we have to put into it.”

Over in Japan, Cido Shipping, which has five aframax tankers booked at Sasebo for delivery between the end of 2009 and the end of 2010, has also changed the crude-oil tankers into 180,000-dwt bulker newbuildings. The conversion of the contract is said to have taken place in the first half of this year.

Chen Qiang of Rongsheng confirms that his yard has been approached by owners of suezmax tankers to switch their newbuildings into capesizes. He says he is still considering their proposals.

Market observers say it makes sense for shipyards to accept the conversion as owners will be paying the price differences and, on top of that, the costs of building capesize bulkers are lower than that of building suezmax tankers or VLGCs.

On the other hand, one shipbuilding player says he does not understand why Daewoo has agreed to Vafias’s conversion request as procurement of the VLGCs’ equipment, suchas main engines, would have already been done.

“In this case, we think Vafias will be asked to pay for the engine cancellation fees and at the same time, the company will have to fork out the difference in price between the capesize newbuildings and the VLGCs,” said a shipbuilding observer.

Another market watcher says the conversion of the newbuilding contracts will bring additional “burden” to the shipyards as they will need to change the design of the vessels and go through the process of cancelling the equipment procurement.

He also cautions shipyards that if they allow such practices, owners may come to them again for conversions if the drybulk sector makes a turn and heads south in a few years time while tanker business takes off.

By Irene Ang, Shanghai

published: 19 October 2007