D'amico: doppio minimo fatto e adesso?

novistocks

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Ripartiamo da qui e speriamo in tutti i sensi.
 
Buongiorno,un vero e proprio doppio minimo non lo abbiamo fatto, sembra che vogliano tenerci a bagnomaria sino ai dati.Solitamente però,si muovono un poco nei giorni che precedono la pubblicazione se la memoria non mi inganna.Vediamo cosa decidono...
 
La cosa positiva è che ci provano a buttarla giù ma sembra ci siano compratori in attesa.
 
Continuano gli scambi di volumi importanti a prezzi concordati...ma non riesco a darmi una spiegazione
 
si prepara la solita disciesa per la chiusura:wall::wall::wall:
 
la nostra più vicina compagnia come tipologia di navi Ardmore e' andata a recuperare il 15% su uscita dati 2017 seppure in rosso. come si spiega che noi invece arranchiamo ?
 
Chartering - Product
EAST OF SUEZ With Chinese New Year celebrations ongoing this week the market in the Middle East Gulf seems without any impulses. Rates are more or less unchanged from last week for the LR1s and LR2s at ws92.5 for the LR1s and ws105 for LR2s, for Far East discharge. Same goes for westward destinations where lumpsum USD 1.175 mill is being paid for LR1s and lumpsum USD 1.350 for the bigger vessels. For MRs it has been a little bit more positive week, and rate for West Coast India to Japan has increased ws15 points to ws130 level today. In the Far East, the short haul voyage from South Korea to Japan is still at 280,000 and the straight MR voyage from Singapore to Japan is unchanged at ws132.5 level. WEST OF SUEZ In contrast to the Far East the West have seen a more positive trend this week. The straight MR Continent to States voyage has improved from ws145 to about ws165 today, and the back-haul cargo from US Gulf has gained ws5 point this week. This give owners who are triangulating daily earnings in the region of USD 17,000 per day. LR1s trading from the Continent to West Africa have been able to stop the decline, and have been able to push rates up ws5 points to ws105. Rate for LR2s loading in the Mediterranean for Far East discharge is still declining, and is today at about lumpsum USD 1.55 mill. Handies trading in the Mediterranean have more or less had a flat week and rate is still around the ws160 mark, whilst the Handies on the Continent have seen a slight improvement and is today concluding business in the ws220 region.

tariffe viste nuovamente in lieve ribasso
 
Chartering - Product
EAST OF SUEZ With Chinese New Year celebrations ongoing this week the market in the Middle East Gulf seems without any impulses. Rates are more or less unchanged from last week for the LR1s and LR2s at ws92.5 for the LR1s and ws105 for LR2s, for Far East discharge. Same goes for westward destinations where lumpsum USD 1.175 mill is being paid for LR1s and lumpsum USD 1.350 for the bigger vessels. For MRs it has been a little bit more positive week, and rate for West Coast India to Japan has increased ws15 points to ws130 level today. In the Far East, the short haul voyage from South Korea to Japan is still at 280,000 and the straight MR voyage from Singapore to Japan is unchanged at ws132.5 level. WEST OF SUEZ In contrast to the Far East the West have seen a more positive trend this week. The straight MR Continent to States voyage has improved from ws145 to about ws165 today, and the back-haul cargo from US Gulf has gained ws5 point this week. This give owners who are triangulating daily earnings in the region of USD 17,000 per day. LR1s trading from the Continent to West Africa have been able to stop the decline, and have been able to push rates up ws5 points to ws105. Rate for LR2s loading in the Mediterranean for Far East discharge is still declining, and is today at about lumpsum USD 1.55 mill. Handies trading in the Mediterranean have more or less had a flat week and rate is still around the ws160 mark, whilst the Handies on the Continent have seen a slight improvement and is today concluding business in the ws220 region.

tariffe viste nuovamente in lieve ribasso

grazie sceriffo . qui però dice in miglioramento

For MRs it has been a little bit more positive week, and rate for West Coast India to Japan has increased ws15 points to ws130 level today.:mmmm:
 
grazie sceriffo . qui però dice in miglioramento

For MRs it has been a little bit more positive week, and rate for West Coast India to Japan has increased ws15 points to ws130 level today.:mmmm:

Si hai ragione ma credo si riferisca alla scorsa settimana, invece il forecast sentiment (complice soprattutto il capodanno cinese) è ribassista. Sono in ogni caso oscillazioni di piccola entità, aspettiamo con fiducia...
 
Sembra invece che a colpi di 4 / 500000 alla volta in attesa dei conti qualcuno stia uscendo in modo programmato visto che trova sempre compratori dalla parte opposta.Quindi finchè non hanno finito non si va da nessuna parte.
 
Ultima modifica:
MOMentum Alternative Investments S.A. Premium 4,742,731 0 0.85 3.45 10/31/2017
Zenit SGR SpA Premium 2,881,886 588,820 0.52 0.42 01/31/2018
Lupus alpha Asset Management GmbH Premium 2,100,000 500,000 0.50 0.82 12/31/2016
Mediolanum Gestione Fondi SGR PA Premium 2,278,878 0 0.41 0.02 09/30/2017
Albemarle Asset Management Ltd Premium 1,703,468 0 0.30 0.69 10/31/2017
PKB Privatbank Premium 1,500,000 0 0.27 1.66 12/31/2017
Dimensional Fund Advisors LP Premium 1,462,009 -4,991,228 0.26 0 12/31/2017
STANLIB Asset Management Limited Premium 1,371,188 426,756 0.24 0.02 09/30/2017
Eurizon Capital SGR SpA Premium 1,385,000 0 0.25 0.10 10/31/2017
Sella Gestioni SGR SpA Premium 340,425 -175,000 0.06 0.09 01/31/2018
 
In terms of new tanker orders, 2018 is off to a slow start. It seems as if the recovery of the dry bulk sector meant that most orders placed in January were for dry bulk ships. One VLCC, two LR1s, five MRs and six handysize is it – for now.

For deliveries in 2018, the VLCC sector (with 734 ships at the end of 2017) will see some 30 units launched. In the product tanker sector, the MR fleet (with 1,387 ships at the end of 2017) will see up to 40 MR-workhorses entering the fleet in 2018.

Outlook

One of the volatility factors to watch out for in the crude oil tanker market is the amount of capacity being used for floating storage. Depending on the amount of newbuildings delivered, a huge increase in the use of oil tankers for floating storage could deliver a “virtual” decline in the operating fleet size. This in turn affects the freight market balance in a positive way – at least temporarily. Even though gross delivery of crude oil tankers in 2018 will be lower than last year – the level of floating storage will be lower as well.

According to McQuilling Services, less than 20 VLCC are currently being used for floating storage. This is due to the oil market backwardation (future price of oil being below the spot price) which does not encourage anyone to store oil, at sea or on land, until contango (future price of oil being above the spot price) returns on a more permanent basis. Floating storage at current level has no impact on the freight market.

The future of oil demand and subsequently of tanker demand is very much policy driven. It has been so in the past to some extent, but in coming years this will be more apparent.

The impact of policy can be seen in many forms. Such as:

The building of strategic petroleum reserves in the US, China and India to mention a few that can afford it.

The resumption of crude oil exports from the US in early 2016 and

Rapidly increasing refinery capacity in the Middle East.

These are all major market policy events that have impacted the tanker market and its trading lanes.

Next in the line of policy driven changes with a potentially widespread impact, particularly on the oil market and oil tanker market comes from the industry itself. The 2020 marine fuel sulphur cap is a huge issue, not just in terms of the uncertainties surrounding fuel availability and compliance, but also in terms of the positive knock-on-effect on shipping demand but also the negative and inevitable higher cost of bunkers.

More questions are raised by the day, with only very few absolute replies to any of them. Will there be a sufficient amount of compliant low sulphur marine fuel available from 1 January 2020? Even if there is, how much of this compliant fuel will require largescale redistribution from its production area to the purchase place of the bunkers? Will there be a requirement to refine and stockpile compliant fuel ahead of 1 January 2020, if yes how much?

What is apparent is that shipping demand will be positively impacted – mainly, in the short term with the building of local stocks, but possibly also in the longer term if the compliant marine fuels from the refineries continue to be produced remotely to the bunker refueling hubs. Last but not least, what will the refining industry do with the high sulphur residuals previously “disposed of” through the shipping industry? They will need to find new markets to ship to.
 
Tutto fermo:

Limited activity across the board and hire rates remain flat due to the Lunar New Year and few incentives for much change on the horizon.

In the crude sector charterers call for structured deals.
 
Indietro