rekomenduoju atkreipti dėmesį ATCO

ypač patyrusi vadovų ir valdybos narių komanda, pvz David Sokol ex Berkshire Hathaway
pagrindinis akcininkas Prem Watsa via Fairfax, dar vadinamas Kanados Buffettu

paskutinės naujienos stiprios.
nauja sutartis su COSCO dėl 17 konteinervežių Time Charter pratęsimo naujomis Win-Win sąlygomis,
naujų konteinervežių statybos užsakymai +45 nauji laivai iki 2024 metų
gryninama kapitalo struktūra, ką pastebėjo ir Fitch, reitingas BB stable

turi pralaužti kanalą pagaliau.

lauksiu komentarų,

dar viena kompanija CMRE

ilga istorija pas šiuos graikus, buvo visko
bet ir vėl atrodo kaip ir visas sektorius ant bangos
naujausias pranešimas, didins div nuo 0,10 iki 0,115, moka kas ketvirtį
kol kas reikia gal palaukti, jeigu pralauš 12.50, privaloma pildytis

Labiau didesne perspektyva matau su ZIM...

ZIM - įdomu žinoma, bet siūlau būti atsargiems...
Kiek tvarus jų verslas? Nė vieno nuosavo laivo! Visi paimti Time Charter sutartimis. Jų logika aiški, mes esame lieknas biznis, tik ofisai, klientai, sutartys, patirtis ir t.t. Tiesa turi kažkiek nuosavų konteinerių.
Kol Rinka auga jie gali leisti sau mokėti tuos kosminius Time Charterius, kas bus kai Rinka pradės leistis?

Nepamirškim, kad DAC - šiaip mažesnis žaidėjas nei ATCO ar CMRE, jau gelbėjo ZIM nuo bankroto savo laiku, kai konteinerių pervežimo frachtai vos dengė realius kaštus.

Tai kol viskas gerai, tol gerai.
Bet tik pirma bėdelė, tai ZIM bus pirmi kurie kris, ir dar su pagreičiu.

Tuo pačiu ir DAC - kol kas raško saldžius vaisius, bet kai kaina pakilo kiek 15 kartų?
Ar turi erdvės dar kilti? Gal būt ir taip, bent jas skaitant SA straipsnelius, tikinčiu šviesia ateitimi pilna.

o juk buvo tarpas kai abejojama buvo DAC graikų sveiku protu, kai jų pagrindinaii klientai buvo ant bankroto slenksčio buvusios linijos HYUNDAI MERCHANT MARINE (HMM), ZIM, ir HANJIN SHIPPING (šitas galų gale ir bankrutavo!)

Įmetu tekstuką, info buvo prieš mėnesį, gal bus aiškiau koks čia biznis su Time Charter'ais šiuo metu,


Container Ship Scores 'Off The Charts,' 'Fantasy' Charter Rate: $135,000/Day

In a sign of just how frenzied the container market has become, a freight forwarder is reportedly paying $135,000 per day for a short-term charter of the S Santiago, a container ship with a capacity of 5,060 twenty-foot equivalent units (TEUs).

"Charter rates for short employment ... have gone out of control," said Alphaliner in its new weekly report.

"Depending on the sources, the ship would have obtained anything between $100,000 and $145,000 per day, an absolute historic high. The name of the charterer has not been fully confirmed, although it is believed to be a forwarder."

An industry source speaking to American Shipper on condition of anonymity said the rate was $135,000 per day, the duration was 45-90 days (one round voyage with an option for a second) and the charterer was Chinese freight forwarder 3 Seas.

The source said that there is "more and more inquiry every day" with "people panicking now" amid "unprecedented times."

Alphaliner said that "this colossal rate is substantially higher than the already whopping $70,000-$90,000 per day -- depending on the final duration -- agreed recently by Hapag-Lloyd for a two- to three-month employment of the 4,308-TEU CMA CGM Opal.

The industry source told American Shipper that the S Santiago deal was concluded last week and that he wouldn't be surprised if a new record were reached this week.

According to U.K.-based valuation and data provider VesselsValue, the 2006-built S Santiago is owned by Cyprus Sea Lines and is currently valued at $38.48 million.

To put the enormity of the charter deal in perspective, the shipowner will earn back one-sixth of the ship's value in a single voyage -- and one-third of the vessel's value if the charterer takes the option for the second voyage.
What This Means For Cargo Shippers

The historic S Santiago transaction is yet another big red flag for cargo shippers. Charter rates like this only make sense if freight rates are high enough for the charterer to turn a profit.

It also underscores just how tight vessel supply is.

Alphaliner reported that only 2.7% of the global container fleet was inactive as of May 24, totaling 660,662 TEUs. Of that, 70% (461,779 TEUs) was inactive due to ships being in the yards for repairs or maintenance.

And cargo shippers will not be getting any relief in the near or medium term from newbuild deliveries.

There has been a surge of orders recently, but those are for 2023-2024 deliveries. Clarksons Research Services estimates that fleet growth in 2022 will fall to 2.5% from 4.6% this year.
What This Means For Ship Lessors

The S Santiago rate was so high because ship lessors, otherwise known as non-operating owners (NOOs), much prefer to put their tonnage on multiyear charters and lock in long-term profits.

"Those electing to accept short-term charters are likely doing so to capture fantasy rates near term," said Fearnley Securities, referring to the "off the charts" S Santiago transaction.

According to Alphaliner, "The market has become one of long-term charters, with 43 of the 51 fixtures reported in the past two weeks concluded for durations of 24 months or over." Of that total, three charters were for five years' duration, nine were for four years, 10 for three years and the remainder for two years.

"The medium-term prospects remain bright for NOOs," affirmed Alphaliner.

Listed NOOs include Costamare(NYSE: CMRE), Danaos Corp. (NYSE: DAC), Seaspan owner Atlas Corp. (NYSE: ATCO), Global Ship Lease (NYSE: GSL), Navios Partners (NYSE: NMM), Euroseas(NASDAQ: ESEA), Capital Product Partners (NASDAQ: CPLP) and MPC Containers (Oslo: MPCC).

What This Means For Liners

The record-setting charter market implies medium-term downside risk for liner companies.

Today's unprecedented freight income more than offsets stratospheric charter costs, but NOOs are forcing liner operators to accept longer durations to get the ships. If freight rates were to fall significantly by 2023-24, charter rates negotiated in 2021 will be much more painful to liners' bottom lines.

ZIM (NYSE:ZIM) offers the most extreme example, because unlike other liners, it charters its entire fleet and does not own vessels.

As of Sept. 30, 2020, 71% of its capacity was chartered for a year or less. The company touted the advantage in its IPO prospectus, stating, "Short-term charter arrangements allow us to adjust our capacity quickly in anticipation of, or in response to, changing market conditions."

But as ZIM has rapidly increased its fleet size to capture freight-rate upside, charter durations have ballooned. Its fleet size nearly doubled from 59 vessels in mid-May 2020 to 110 as of mid-May 2021.

According to Alphaliner, charters by ZIM over the past month include the 6,648-TEU Kobe for 44-48 months at $45,000 per day; an extension of its charter of the 9,784-TEU Santa Linea for 40 months at $42,500 per day starting in Q1 2022; and an extension of its charter of the 3,534-TEU Bach for 36-38 months at $31,250 per day.

During the latest quarterly conference call, ZIM CFO Xavier Destriau conceded a shift to longer durations out of necessity.

"We will continue to bring in vessels in order to capture [revenue] from new lines we are opening and to renew existing charters," said Destriau. "We are not changing our strategy, which is to continue to rely on the charter market. What is changing is the allocation of short-term charters versus long-term charters due to the current market conditions, obviously."

Click for more articles by Greg Miller
Related articles:

How ZIM, a smaller ocean carrier, is blowing away the big boys
Time to start prepping for Christmas shipping capacity crunch
Why stratospheric container rates could rocket even higher
Sky's the limit for already lofty container-ship charter rates
Flexport: Trans-Pacific deteriorating, brace for shipping 'tsunami'
Image Sourced from Pixabay

DAC - sorry, pamelavau. Kilo ne 15, bet 20 kartų

Prikabintos bylos

pirma kregždė su Q2 rezultatais,

CMRE - didino ir pajamas ir pelną,
https://finance.yahoo.com/news/costamare-inc-reports-results-second-104700134.html

Visi nauji Time Charteriai suderinti naujais ženkliai aukštesniais tarifais.
Abejonių kelia tik nesutramdomas noras leisti pinigus Dry Bulk sektoriuje. Ten Time Charteriai visiškas SPOT. Kol kas tarifai laikosi auštai.. Tikėkimės graikai žino ką daro.

Lieku prie nuomonės, kad pramušus 12.50 būtina pildytis.

Tai praeitis, dabar kritimo trendas

Palaukim DAC rezų už Q2, tada spręskime apie Trendą...

Time Charter tarifai kyla, ir taliau darydami spaudimą jūrinėm linijoms nemažinti frachtų.
Kol kas kokteilis toks, kad pelnai tik didės, bent metus dar tikrai

ATCO guidance 2021-2024 metams /prisegtame faile
man panašu į pinigų spausdinimo mašiną

Trūksta jiems dar 1.7bUSD finansavimo New Building programai vykdyti,
bet paskaičius Q2 Earnings Call transcriptą, abejonių nelieka kad viskas jiems pavyks.

Disclaimer,
ATCO, 1-a pozicija mano portfelyje procentaliai.
Tad esu stipriai subjektyvus.

Prikabintos bylos

CONTAINER SHIPS nuskrido į strotosferą, pasisukiojo, gavo Sell Off, bet ir vėl kyla aukštyn, nuo naujų jau aukštesnių lygių. Vis dar esu stipriai Bullish dėl ATCO ir CMRE.

Bet ir DRY BULK maloniai stebina.
Stebiu CTRM, DSX, EDRY, EGLE, GLBS, GNK, GOGL, GRIN, PANL, SB, SBLK, SHIP.

šiandien DSX atidariau poziciją,
pagrinde dėl to, kad kažkurią įmonę reikėjo jau rinktis.
ir dėl naujienų apie DSX spin off su OceanPal listingavimu NASD, tickeris bus "OP".
+ skelbia dividendų mokėjimą po labai labai ilgos sausros! Labai stipri žinia IMHO.

Sėkmės!

+ pridėjau MPCC.OL (OSLO), labai jau stiprios naujienos

Performance,
https://live.euronext.com/en/product/equities/NO0010791353-XOSL

update 13:15
su MPCC timing'u tai stipriai nepataikiau, nepaisant naujienų lygiuojasi į PEERSus
jau minuse, vietoj starto +9%

Prikabintos bylos

O ką galvojate dėl Navios Maritime (ten du tikeriai, NM ir NMM, nežinau koks tarp jų skirtumas).

Labai jau ta graikų familija Angeliki Frangou įdomi,
nuoltiniai asset perstumdymai NAVIOS įmonių viduje.
daug nepatenkintų buvusių akcininkų....

biški prisibijau, nors žinoma atrodo pigiai kaip velnias.

P.S.
jeigu jau rinksies NAVIOS tai rinkis NMM, imho

Siaip, gal geriau Izraelio imone nei Graikijos?

ZIM pavarys šiais metais, tik man didelės abojonės dėl 2022... Time Charteriai tarifai aukštumoje, neturinti nuosavų laivų bus sunku išlikti konkurencingiems

MPCC transciptas šios dienos,

focus on divs, share buy back not ruled out, valuation of NOK 35+

išvadas darome patys

Prikabintos bylos

darelas prikarksėjai dėl NMM..

Prikabintos bylos

Tai va blyn, nesenai fiksavau išsigandęs kritimo (grynai spekuliacijai buvau paėmęs, be jokių analizių), o per naują nepasiryžau užeiti…