Positive og negative drivere for shipping.
Jeg er totalt sett positiv til shipping markedet og har aksjer i ulike selskaper, mest innen olje og produkt, men også noe bulk og bilfrakt.
Det er mye info der ute. Jeg har forsøkt å sette opp både positive og negative punkter som kan jeg mener påvirke bransjen de neste 3-5 årene. Hvert punkt vil ha ulik påvirkning på bransjen, hjelper lite om man er aldri så positiv om en sort svane påvirker hele bransjen negativt.
Til sist la jeg ved link til en video jeg finner spennende.
Så hva mener menigheten, enig med meg? Hva er den sterkeste driveren? Har dere andre punkter?
Positive drivere:
1. En aldrende flåte, dyrere å klasse skipene etter 20 år
2. Nødvendig skraping av de eldste skipene
3. Svært få nybygg. Høye nybyggpriser og eldre skip verdsetter høyere.
4. Verfts kapasitet halvert siden forrige byggeboom rundt 2008-2010
5. Av dem som gjenstår kan kun noen bygge såpass store skip som VLCC
6. Befolknings- og velstandsvekst i verden driver etterspørselen sakte oppover år for år
7. Gjenåpning i Kina etter Covid etter ca. 3 år med delvis nedstenging
8. Krigen i Ukraina fører til frakt av energi fra andre steder enn Russland, ikke gunstig logistikk, flytter frakten fra mindre skip til større da havnene ikke kan ta imot de store VLCC o.l. Tonn mile har økt gradvis siden 2000
9. Internasjonale hindringer fører til lengre oljefrakt
10. Verftene er fylt opp med andre skip som bla. Container- og LNG skip, første levering er trolig om 3 år
11. Krav til rensing har ført til mange skip med scrubbere, særlig de mest moderne skipene, dette gir bedre rater.
12. Trimming av selskapsstrukturen for en optimalisert drift fører til break-even priser langt under snittratene i tiden etter Covid. Ikke alle selskapene er like effektive men de største er nok proffe på dette.
13. Miljøhensyn fører til usikkerhet for nybygg, som også nå er rekorddyre, ca 125 mill USD for en ny VLCC med rekordlang leveringstid
14. Mer produksjon i fjerntliggende land som USA og Brasil og de nyeste og mest effektive raffineriene er i Asia, det betyr lengre seilingsdistanser enn tidligere. Mange dager i havs.
15. Skyggeflåten har økt betraktelig, snart 900 skip her. Disse kan fort bli de første som skrapes.
16. Strengere EXII krav for fartøy, fører til lavere hastighet for å redusere utslipp
17. Et stort oljeutslipp fra et fartøy i skyggeflåten uten forsikringer kan føre til miljøødeleggelser som igjen fører til forbud mot oljefrakt/ tiltak for å hindre skyggeflåtens virksomhet
18. Etter en periode med høyere renter og skulle inflasjonen komme ned på et akseptabelt nivå, vil verden kunne investere mer og føre til ende mer behov for energi.
19. Utbyttevennlig bransje. Stor utbyttekapasitet og giring på flere av oljefrakt selskapene (FRO, OET, DHT, Hafnia m fl.)
20. Oppkjøp og konsolidering i bransjen fremfor nybygg (ser ofte salg av eldre skip, Hunter skipene ble solgt ut, FRO ville kjøpe EURN sine skip o.l.)
21. Konsolidering kan/vil føre til større investorer på verdensbasis som pensjonsfond o.l. vurderer bransjen som en langsiktig investering, positivt om de tror på en supersykel. (f.eks FRO kom inn i OSEBX i fjor, Folketrygdfondet kjøpte i FRO rundt den tiden og de er ofte en langsiktig investor)
22. Positive «Sorte svaner», en eller flere ekstreme hendelser som er overraskende sett i lys av ens kunnskap og som påvirker prisene i bransjen i en positiv retning. Vi har sett at ventetid i havner pga Covid og skip på grunn i Suez påvirker prisene positivt
23. Summen av dette gjør at mange tror vi er i starten av en flere år supersykel
Negative drivere:
1. Høy inflasjon som fører til mindre vekst i verden, kanskje resesjon eller stagflasjon
2. Slutt på krigen i Ukraina og gradvis en normalisering av seilingsruter, dvs mer optimalisert logistikk. Håper personlig på denne men tror at embargoen mot Russland opprettholdes i etterkant i mange år,
3. Lavere energipriser
4. Nye verft dukker opp, lavere skipspriser og en avklaring på fremtidig fuel
5. Enighet med mer olje fra Iran og Venezuela
6. Alternative energikilder prioriteres mye kraftigere enn i dag. El Nino og andre katastrofer kan vippe stemningen i den retningen, ref. hvordan verden våknet opp ang. plast i havet når hval ble funnet meg magen full av plast.
7. Negative «Sorte svaner», som påvirker bransjen i negativ retning
8. «Alle» er positive til bransjen, er faretegn. Hvem skal man selge til om alle allerede har kjøpt?
9. Store prisvariasjoner i markedet til tross for vi trolig er i en supersykel, både sesong i prisvariasjoner
Til slutt «the tanker race» , en link produsert 09 feb 2023 jeg finner interessant
https://www.youtube.com/watch?v=6fyR5wZUoLM&list=WL&index=40&t=1s
Det er mye info der ute. Jeg har forsøkt å sette opp både positive og negative punkter som kan jeg mener påvirke bransjen de neste 3-5 årene. Hvert punkt vil ha ulik påvirkning på bransjen, hjelper lite om man er aldri så positiv om en sort svane påvirker hele bransjen negativt.
Til sist la jeg ved link til en video jeg finner spennende.
Så hva mener menigheten, enig med meg? Hva er den sterkeste driveren? Har dere andre punkter?
Positive drivere:
1. En aldrende flåte, dyrere å klasse skipene etter 20 år
2. Nødvendig skraping av de eldste skipene
3. Svært få nybygg. Høye nybyggpriser og eldre skip verdsetter høyere.
4. Verfts kapasitet halvert siden forrige byggeboom rundt 2008-2010
5. Av dem som gjenstår kan kun noen bygge såpass store skip som VLCC
6. Befolknings- og velstandsvekst i verden driver etterspørselen sakte oppover år for år
7. Gjenåpning i Kina etter Covid etter ca. 3 år med delvis nedstenging
8. Krigen i Ukraina fører til frakt av energi fra andre steder enn Russland, ikke gunstig logistikk, flytter frakten fra mindre skip til større da havnene ikke kan ta imot de store VLCC o.l. Tonn mile har økt gradvis siden 2000
9. Internasjonale hindringer fører til lengre oljefrakt
10. Verftene er fylt opp med andre skip som bla. Container- og LNG skip, første levering er trolig om 3 år
11. Krav til rensing har ført til mange skip med scrubbere, særlig de mest moderne skipene, dette gir bedre rater.
12. Trimming av selskapsstrukturen for en optimalisert drift fører til break-even priser langt under snittratene i tiden etter Covid. Ikke alle selskapene er like effektive men de største er nok proffe på dette.
13. Miljøhensyn fører til usikkerhet for nybygg, som også nå er rekorddyre, ca 125 mill USD for en ny VLCC med rekordlang leveringstid
14. Mer produksjon i fjerntliggende land som USA og Brasil og de nyeste og mest effektive raffineriene er i Asia, det betyr lengre seilingsdistanser enn tidligere. Mange dager i havs.
15. Skyggeflåten har økt betraktelig, snart 900 skip her. Disse kan fort bli de første som skrapes.
16. Strengere EXII krav for fartøy, fører til lavere hastighet for å redusere utslipp
17. Et stort oljeutslipp fra et fartøy i skyggeflåten uten forsikringer kan føre til miljøødeleggelser som igjen fører til forbud mot oljefrakt/ tiltak for å hindre skyggeflåtens virksomhet
18. Etter en periode med høyere renter og skulle inflasjonen komme ned på et akseptabelt nivå, vil verden kunne investere mer og føre til ende mer behov for energi.
19. Utbyttevennlig bransje. Stor utbyttekapasitet og giring på flere av oljefrakt selskapene (FRO, OET, DHT, Hafnia m fl.)
20. Oppkjøp og konsolidering i bransjen fremfor nybygg (ser ofte salg av eldre skip, Hunter skipene ble solgt ut, FRO ville kjøpe EURN sine skip o.l.)
21. Konsolidering kan/vil føre til større investorer på verdensbasis som pensjonsfond o.l. vurderer bransjen som en langsiktig investering, positivt om de tror på en supersykel. (f.eks FRO kom inn i OSEBX i fjor, Folketrygdfondet kjøpte i FRO rundt den tiden og de er ofte en langsiktig investor)
22. Positive «Sorte svaner», en eller flere ekstreme hendelser som er overraskende sett i lys av ens kunnskap og som påvirker prisene i bransjen i en positiv retning. Vi har sett at ventetid i havner pga Covid og skip på grunn i Suez påvirker prisene positivt
23. Summen av dette gjør at mange tror vi er i starten av en flere år supersykel
Negative drivere:
1. Høy inflasjon som fører til mindre vekst i verden, kanskje resesjon eller stagflasjon
2. Slutt på krigen i Ukraina og gradvis en normalisering av seilingsruter, dvs mer optimalisert logistikk. Håper personlig på denne men tror at embargoen mot Russland opprettholdes i etterkant i mange år,
3. Lavere energipriser
4. Nye verft dukker opp, lavere skipspriser og en avklaring på fremtidig fuel
5. Enighet med mer olje fra Iran og Venezuela
6. Alternative energikilder prioriteres mye kraftigere enn i dag. El Nino og andre katastrofer kan vippe stemningen i den retningen, ref. hvordan verden våknet opp ang. plast i havet når hval ble funnet meg magen full av plast.
7. Negative «Sorte svaner», som påvirker bransjen i negativ retning
8. «Alle» er positive til bransjen, er faretegn. Hvem skal man selge til om alle allerede har kjøpt?
9. Store prisvariasjoner i markedet til tross for vi trolig er i en supersykel, både sesong i prisvariasjoner
Til slutt «the tanker race» , en link produsert 09 feb 2023 jeg finner interessant
https://www.youtube.com/watch?v=6fyR5wZUoLM&list=WL&index=40&t=1s
Redigert 11.06.2023 kl 14:27
Du må logge inn for å svare
golf`ern
23.08.2023 kl 16:32
4094
Blir spennende å se om ibux klarer 50 innlegg på forumet i dag folkens...
ibyx
23.08.2023 kl 16:04
4135
Gevinstsikingen driver dagsvolumet opp mot gjennomsnittet! Ikke langt fra target1: 179. :-)
ibyx
23.08.2023 kl 15:41
4195
Klinker ned 5% på NYSE. Ingen bombe selvsagt. Da er det det bare å følge med på volumet... :-)
ibyx
23.08.2023 kl 13:01
4314
5. 2023-01-26 2023-02-28 1.56 130.54 192.22 Magnetar Financial Llc -215.52M
Dette var jo "artig". Inndekkingskurs 192.22 indikerer at det må ha skjedd siste uke? Jeg er 99% sikker på at denne shortopplysningen har "hengt ved" til for kort tid siden. Har dessverre ikke skjermdump, men det burde jo ikke være nødvendig!
Så hvorfor opplyser FT om dette som om det har skjedd 1.mars?
https://ssr.finanstilsynet.no/Home/Details/CY0200352116
Det har jo en *viss* betydning for oss "amatører" å vite om det er en aktiv short av en anselig størrelse eller ei!
Dette var jo "artig". Inndekkingskurs 192.22 indikerer at det må ha skjedd siste uke? Jeg er 99% sikker på at denne shortopplysningen har "hengt ved" til for kort tid siden. Har dessverre ikke skjermdump, men det burde jo ikke være nødvendig!
Så hvorfor opplyser FT om dette som om det har skjedd 1.mars?
https://ssr.finanstilsynet.no/Home/Details/CY0200352116
Det har jo en *viss* betydning for oss "amatører" å vite om det er en aktiv short av en anselig størrelse eller ei!
Flipper
23.08.2023 kl 12:34
4360
MERK schedule vessels for ''delivery into 2027''
Summer Lull Not Enough to Slow Down Newbuilding Orders
in Hellenic Shipping News 23/08/2023
Newbuilding ordering activity has remained high, despite the usual summer slowdown. In its latest weekly report, shipbroker Allied Shipbroking said that “over the past two weeks the pace of new order contracting has remained fairly high, with a decent number of tanker and container/general cargo orders stacking up. Newbuilding prices remain elevated as yards continue to fill their slots and schedule vessels for delivery into 2027 – there is no great need for prices to come down yet. Across all sectors these recent orders demonstrate the growing investment in owners readying themselves for the shift away from conventional marine fuels. Euronav’s latest order follows a pattern established over the previous few years as the company aims to avoid having bet on the wrong future fuel source. Over the past few years they have ordered Suezmax/VLCC vessels with the ability to run on LNG while being suitable for a methanol or ammonia retrofit at a later date. With similar flexibility, MSC have place an order for around $1.3bn for 10 LNG DF container vessels which are also suitable for ammonia/methanol conversion”.
https://www.hellenicshippingnews.com/summer-lull-not-enough-to-slow-down-newbuilding-orders/
Summer Lull Not Enough to Slow Down Newbuilding Orders
in Hellenic Shipping News 23/08/2023
Newbuilding ordering activity has remained high, despite the usual summer slowdown. In its latest weekly report, shipbroker Allied Shipbroking said that “over the past two weeks the pace of new order contracting has remained fairly high, with a decent number of tanker and container/general cargo orders stacking up. Newbuilding prices remain elevated as yards continue to fill their slots and schedule vessels for delivery into 2027 – there is no great need for prices to come down yet. Across all sectors these recent orders demonstrate the growing investment in owners readying themselves for the shift away from conventional marine fuels. Euronav’s latest order follows a pattern established over the previous few years as the company aims to avoid having bet on the wrong future fuel source. Over the past few years they have ordered Suezmax/VLCC vessels with the ability to run on LNG while being suitable for a methanol or ammonia retrofit at a later date. With similar flexibility, MSC have place an order for around $1.3bn for 10 LNG DF container vessels which are also suitable for ammonia/methanol conversion”.
https://www.hellenicshippingnews.com/summer-lull-not-enough-to-slow-down-newbuilding-orders/
desirata
23.08.2023 kl 03:02
4588
Ibyx,
Enig, denne haussinga av tank super syklus vil jeg si startet sent 2020. Det har vært noen glimt oppunder $100k, men ikke lenge.
Vi får håpe til vinteren / neste år skjer det. Spørsmålet er hvor lenge, blir det 3-4måneder i vintersesongen, eller ?
Hugs på de 4 dyreste ord i finans verden er: "This time is different"
Enig, denne haussinga av tank super syklus vil jeg si startet sent 2020. Det har vært noen glimt oppunder $100k, men ikke lenge.
Vi får håpe til vinteren / neste år skjer det. Spørsmålet er hvor lenge, blir det 3-4måneder i vintersesongen, eller ?
Hugs på de 4 dyreste ord i finans verden er: "This time is different"
ibyx
22.08.2023 kl 21:52
4760
Er det tegn på metning i cleansegmentet også nå? Torm faller av et par prosent. Står det seg ut så skal gjerne peer Hafnia kuperes en smule imorgen?
https://www.marketwatch.com/investing/stock/trmd
https://www.marketwatch.com/investing/stock/trmd
102oktan
22.08.2023 kl 21:08
4648
Haussingen om "supersyklus" har pågått i alle fall siden høsten -22 uten at vi har sett så mye av det.
ibyx
22.08.2023 kl 20:37
4668
Men det er gjerne blitt uvanlig stort fokus fra finansmiljøene på denne "supersyklusen" nå. Det kan virke hemmende på de som tradisjonelt opererer og kontrollerrer shippingkursene? 🤔
Med min begrensede forståelse vil jeg si at det har pågått en stund nå og fører til en neste søvndyssende stillstand... 😱😀
Med min begrensede forståelse vil jeg si at det har pågått en stund nå og fører til en neste søvndyssende stillstand... 😱😀
Xlan
22.08.2023 kl 19:57
4657
Akkurat dette er jeg redd vi får en reprise av nå. Fro nyse -0,44 i skrivende stund,
ibyx
22.08.2023 kl 19:03
4719
When in September do not remember... Var det slik? :-)
September ifjor var jo riktig "artig". Inn til slutten og begynnelsen av oktober. Huttetu. Det er så man glemmer hvilken sektor dette er... :-)
September ifjor var jo riktig "artig". Inn til slutten og begynnelsen av oktober. Huttetu. Det er så man glemmer hvilken sektor dette er... :-)
Redigert 22.08.2023 kl 19:07
Du må logge inn for å svare
102oktan
22.08.2023 kl 18:38
4693
Solgte meg ut av samme grunn en uke siden men må innrømme at jeg tok en rask tur innom idag og klarte 1% så happy med det. FRO har gått mye på andres meritter den siste tiden så jeg er veldig usikker om den kommer at stige mer på torsdag? 23% av vanlig volym på NYSE nu....hmmm. Vi må ikke glemme at September er runt hjørnet.
Xlan
22.08.2023 kl 18:31
4623
Ja kommer det ikke en positiv rapport om 2 dager tenker jeg denne skyter fart den gale veien. Jeg hoppa inn i equinor så lenge og kjøper meg inn igjen i fro når vi vet svaret på rapporten.
Schenk
22.08.2023 kl 18:25
4626
Ja, den svinger men med Usd 10,63 tilsvarer kurs 18,04 ca nok 191,8. Høy dollar blir fett når utbytte kommer. Jeg tør aldri gå ut og inn av Fro, vet aldri når den hopper eller faller. Langsiktige kursmål eneste som duger for meg
ibyx
22.08.2023 kl 18:23
4560
Fortsetter sidelengs ja. Et ok Q2 er sannsynligvis priset inn nå. Så spørs det hvor mye FOMO-kraft det er i guiding uten at ratene manifesteres snart?
LR2 viser bedring. Og Suez henter seg inn noe fra lave nivåer, men er fortsatt lang under årssnittet ifølge Poten.
VLCC bør vel også vise reelle løft før slottet kan bygges høyere? Hvis ikke er faren for en "tradisjonell" shippingsmell stadig mer overhengende? :-)
LR2 viser bedring. Og Suez henter seg inn noe fra lave nivåer, men er fortsatt lang under årssnittet ifølge Poten.
VLCC bør vel også vise reelle løft før slottet kan bygges høyere? Hvis ikke er faren for en "tradisjonell" shippingsmell stadig mer overhengende? :-)
Xlan
22.08.2023 kl 18:20
4550
Schenk skrev Rett opp i USA, tett på nok 193 nå
Joda, rett opp og rett ned igjen, men kvelden er enda ung så vi får vente å se til kl 22 ihvertfall før det feires .
Xlan
22.08.2023 kl 17:27
4631
Fro går sidelenga i påvente av rapporten som kommer tror jeg. Solgte meg ut i dag da jeg tror rapporten sender fro ned, men der kan jeg ta skammelig feil.
ibyx
22.08.2023 kl 14:20
4771
NYSE premarket følger OSE ned. Ligget nesten stille siste 5 dager etter det fine løftet siste måned.
Er det kraft nok til videre brudd opp, eller sliter den med å finne nok styrke ennå?
Er det da duket for en stasjon tilbake?
Men OET sliter kanskje mer med retningen. +-60 i snart 3 uker.
Vi må nok få noen fetere rater snart. Ikke bare utsikter til fetere rater?
Er det kraft nok til videre brudd opp, eller sliter den med å finne nok styrke ennå?
Er det da duket for en stasjon tilbake?
Men OET sliter kanskje mer med retningen. +-60 i snart 3 uker.
Vi må nok få noen fetere rater snart. Ikke bare utsikter til fetere rater?
ibyx
22.08.2023 kl 10:49
4629
Morgan vil visst helst ha EURN nå. Nøytral på FRO?
https://twitter.com/ed_fin/status/1693884556141592828
https://twitter.com/ed_fin/status/1693884556141592828
Flipper
22.08.2023 kl 10:28
4587
Ship Recycling Market Looking For Solid Footing.
The ship recycling market is still looking for a solid trend, as it remains in flux. In its latest weekly report, shipbroker Clarkson Platou Hellas said that “at present, there seems to be too many obstacles to give any comfort to ship recyclers and help in their analysis of positive sentiment. The seasonal monsoon season that is still causing havoc in the Sub. Continent, continued financial restrictions affecting the domestic Letter of Credit payment structures, weakening steel markets, and now visibly more tonnage being circulated, particularly from the Far Eastern Owners, are all creating a messy conundrum for ship recyclers without few offers being tabled for the available tonnage. This in turn is ensuring some of the cash buyers to question how much lower rates will fall. For example, 10 days ago, a small container vessel was attracting region USD 625/ldt, five days later the sale failed, and a resale was down to region USD 600/ldt, this week we have seen a similar unit being concluded for region USD 564/ldt basis delivery to India.
According to the shipbroker, “reports suggest that in fact, cash buyers are now reselling some of their dry bulk inventories for lower than the USD 500/ldt level, a key marker. Bangladesh is practically on hold for now with the L/C restrictions biting hard and causing local recyclers to refrain from offering which, in turn, is creating problems for those cash buyers with tonnage in hand unable to resell to Bangladesh and having to divert tonnage to their counterparts in India and even Pakistan. The latter, Pakistan, has shown some signs of rejuvenating, as financing becomes, slowly, more available, however the signs are that only the smaller units will be workable for the time being. One further piece of news to emanate from Bangladesh this week is that the ‘Bangladesh Ship Breakers and Recyclers Association’ circulated an announcement that a Committee had reached an agreement that as from 31st August, 2023, the Seller of any vessel arriving for recycling in Bangladesh must provide an IHM (Inventory of Hazardous Materials) as their part of responsibility, this provision of which, to be incorporated in the Memorandum of Agreement and a copy of the IHM must be submitted along with the Notice of Readiness. What impact this will have on the Owners thinking towards Bangladesh remains to be seen”, Clarkson Platou Hellas concluded.
Meanwhile, in a separate report GMS, the world’s leading cash buyer of ships, said this week that “the lethargy in sub continent recycling markets continues for another week as owners and cash buyers comtinue to offload tonnage at spiralling prices, chasing down rates seemingly by the day. Indeed we have seen prices decline from over USD 600/LT LDT earlier this year, to seeing several standard (albeit poor condition) dry bulk sales below USD 500/LDT recently. So a fall of over USD 100/LDT has been realized in recycling markets since the start of the summer and the age old problems persist of strained LCs and lack of financing, meaning there appear to be more vessels than capable end buyers at present – certainly in the more challenging markets of Pakistan and Bangladesh.
India remains a constant market, in terms of end buyers capable of opening LCs, yet prices are once again positioned at the bottom of the pile in the sub continent, with most end users fearful of committing on fresh tonnage such has been the extent and ferocity of recent price falls. The supply of tonnage – particularly from Far East and China markets – has remained a constant over these summer months (when it is usually quieter), and those cash buyers who have bougbht ‘as is’ tonnage without back to back end users in place have been hardest hit with tumbling levels and a stockpile of seemingly unsellable tonnage. There is hope however that once monsoon season ends and product starts to shift from yards and mills reopen, that we may see a greater demand at least to acquire once again”, GMS concluded.
Nikos Roussanoglou, Hellenic Shipping News Worldwide.
Muligens gammel info; men ville gjøre oppmerksom på at Aframax ble designed for tax re region, based on 80..0000 tdw. a long time back ..........
https://www.hellenicshippingnews.com/ship-recycling-market-looking-for-solid-footing/
The ship recycling market is still looking for a solid trend, as it remains in flux. In its latest weekly report, shipbroker Clarkson Platou Hellas said that “at present, there seems to be too many obstacles to give any comfort to ship recyclers and help in their analysis of positive sentiment. The seasonal monsoon season that is still causing havoc in the Sub. Continent, continued financial restrictions affecting the domestic Letter of Credit payment structures, weakening steel markets, and now visibly more tonnage being circulated, particularly from the Far Eastern Owners, are all creating a messy conundrum for ship recyclers without few offers being tabled for the available tonnage. This in turn is ensuring some of the cash buyers to question how much lower rates will fall. For example, 10 days ago, a small container vessel was attracting region USD 625/ldt, five days later the sale failed, and a resale was down to region USD 600/ldt, this week we have seen a similar unit being concluded for region USD 564/ldt basis delivery to India.
According to the shipbroker, “reports suggest that in fact, cash buyers are now reselling some of their dry bulk inventories for lower than the USD 500/ldt level, a key marker. Bangladesh is practically on hold for now with the L/C restrictions biting hard and causing local recyclers to refrain from offering which, in turn, is creating problems for those cash buyers with tonnage in hand unable to resell to Bangladesh and having to divert tonnage to their counterparts in India and even Pakistan. The latter, Pakistan, has shown some signs of rejuvenating, as financing becomes, slowly, more available, however the signs are that only the smaller units will be workable for the time being. One further piece of news to emanate from Bangladesh this week is that the ‘Bangladesh Ship Breakers and Recyclers Association’ circulated an announcement that a Committee had reached an agreement that as from 31st August, 2023, the Seller of any vessel arriving for recycling in Bangladesh must provide an IHM (Inventory of Hazardous Materials) as their part of responsibility, this provision of which, to be incorporated in the Memorandum of Agreement and a copy of the IHM must be submitted along with the Notice of Readiness. What impact this will have on the Owners thinking towards Bangladesh remains to be seen”, Clarkson Platou Hellas concluded.
Meanwhile, in a separate report GMS, the world’s leading cash buyer of ships, said this week that “the lethargy in sub continent recycling markets continues for another week as owners and cash buyers comtinue to offload tonnage at spiralling prices, chasing down rates seemingly by the day. Indeed we have seen prices decline from over USD 600/LT LDT earlier this year, to seeing several standard (albeit poor condition) dry bulk sales below USD 500/LDT recently. So a fall of over USD 100/LDT has been realized in recycling markets since the start of the summer and the age old problems persist of strained LCs and lack of financing, meaning there appear to be more vessels than capable end buyers at present – certainly in the more challenging markets of Pakistan and Bangladesh.
India remains a constant market, in terms of end buyers capable of opening LCs, yet prices are once again positioned at the bottom of the pile in the sub continent, with most end users fearful of committing on fresh tonnage such has been the extent and ferocity of recent price falls. The supply of tonnage – particularly from Far East and China markets – has remained a constant over these summer months (when it is usually quieter), and those cash buyers who have bougbht ‘as is’ tonnage without back to back end users in place have been hardest hit with tumbling levels and a stockpile of seemingly unsellable tonnage. There is hope however that once monsoon season ends and product starts to shift from yards and mills reopen, that we may see a greater demand at least to acquire once again”, GMS concluded.
Nikos Roussanoglou, Hellenic Shipping News Worldwide.
Muligens gammel info; men ville gjøre oppmerksom på at Aframax ble designed for tax re region, based on 80..0000 tdw. a long time back ..........
https://www.hellenicshippingnews.com/ship-recycling-market-looking-for-solid-footing/
Redigert 22.08.2023 kl 12:35
Du må logge inn for å svare
ibyx
22.08.2023 kl 09:39
4651
NYSE igår 190,58 0,2% ned. Selges med litt "rabatt" idag da. Tror på litt mer!
Flipper
22.08.2023 kl 09:26
4644
Panamax and Aframax Tankers: Oil Tankers with a Difference
The following elaboration will be beneficial when it comes to understanding more about the panamax tankers and the aframax tankers:
Panamax Tankers: The panamax tankers operate in the region of Panama, especially the Panama Canal. The tanker size is designed as per the size regulations set by the Panama Canal Authority (ACP). The size aspect is very important when it comes to panamax tankers because if the size is not monitored while the tanker is being constructed, then it could pose a lot of problems while the ship is in motion. The operation of the first panamax tanker started in the year 1914 and they are still popular and useful as they were nine decades ago.
Keeping in mind that the entrance and exit points of the Panama Canal are not as wide, the regulations and stipulations about the size of the panamax tankers are very strictly maintained. The panamax tankers measure around 950 foot lengthwise, 106 foot width wise and 39.5 foot depth wise.
However, the most important part about the panamax tankers that requires a lot of strictness is the dimension of the Panama Canal’s lock chambers. It is this part of the Canal that plays a very strategic role in the tankers’ entering and exiting the Panama Canal. The measurement of the lock chambers of the Panama Canal is somewhere around 1050 feet long x 110 feet wide x 85 feet depth wise.
The New Panamax Project
The limitation caused to the traffic mobility because of the above specified measurement led to the creation of something known as the New Panamax. The New Panamax project was initiated in the year 2006 and calls for the expansion of the constrained lock chambers of the Panama Canal. The stipulated size measurements for the New Panamax are around 1400 feet length wise x 180 feet width wise x 60 feet draft wise. This proposed alteration to the lock chamber facility has been very strongly approved in the business community that mainly caters in the Panama Canal area and is something that can bring positive results to the problem of naval traffic in the days to come.
Aframax Tankers: The name Aframax comes from the Average Freight Rate Assessment (AFRA) system. The aframax tankers were initiated because of the size constraints that were posed when large oil tankers entered sea-routes highly prone to traffic.
The aframax tankers weigh generally around or less than 120,000 DWT (Dead Weight Tonnes).( Oprinnelig 80.000 tdw for tax reasons )This size again, is a very strict stipulation. The aframax tankers generally ply in the European waters of the Black Sea. In addition these tankers are also found as cargo containers in the sea-routes of the Caribbean Sea, North Sea and the one of the most important and busiest route of the Mediterranean Sea.
It has to be noted that from amongst the major oil exporting nations in the world, it is the countries who export oil on a comparatively lesser level than the Middle-Eastern countries that rely on the aframax tankers. This is because the level of oil exported from the Middle-Eastern is quite high and they make use of larger naval vessels to cargo oil. Also, because of the usage of such heavy vessels, the sea-routes tend to get blocked
and tankers like the aframax tankers end up proving to be a great asset.
The panamax tankers and the aframax tankers are a feasible solution to the ever growing problem of traffic in sea-routes. By coming up with such easy-to-adopt solutions, it has been proved beyond doubt that through proper adaptations of engineering science and technology, every problem can be solved and resolved permanently.
Jeg mener å huske at Aframax og kapasitet ble desinged pga. U.S. skatte regler, 80.000 tdw
men lenge iden jeg var aktiv megler, så ta det med en klype salt.
The following elaboration will be beneficial when it comes to understanding more about the panamax tankers and the aframax tankers:
Panamax Tankers: The panamax tankers operate in the region of Panama, especially the Panama Canal. The tanker size is designed as per the size regulations set by the Panama Canal Authority (ACP). The size aspect is very important when it comes to panamax tankers because if the size is not monitored while the tanker is being constructed, then it could pose a lot of problems while the ship is in motion. The operation of the first panamax tanker started in the year 1914 and they are still popular and useful as they were nine decades ago.
Keeping in mind that the entrance and exit points of the Panama Canal are not as wide, the regulations and stipulations about the size of the panamax tankers are very strictly maintained. The panamax tankers measure around 950 foot lengthwise, 106 foot width wise and 39.5 foot depth wise.
However, the most important part about the panamax tankers that requires a lot of strictness is the dimension of the Panama Canal’s lock chambers. It is this part of the Canal that plays a very strategic role in the tankers’ entering and exiting the Panama Canal. The measurement of the lock chambers of the Panama Canal is somewhere around 1050 feet long x 110 feet wide x 85 feet depth wise.
The New Panamax Project
The limitation caused to the traffic mobility because of the above specified measurement led to the creation of something known as the New Panamax. The New Panamax project was initiated in the year 2006 and calls for the expansion of the constrained lock chambers of the Panama Canal. The stipulated size measurements for the New Panamax are around 1400 feet length wise x 180 feet width wise x 60 feet draft wise. This proposed alteration to the lock chamber facility has been very strongly approved in the business community that mainly caters in the Panama Canal area and is something that can bring positive results to the problem of naval traffic in the days to come.
Aframax Tankers: The name Aframax comes from the Average Freight Rate Assessment (AFRA) system. The aframax tankers were initiated because of the size constraints that were posed when large oil tankers entered sea-routes highly prone to traffic.
The aframax tankers weigh generally around or less than 120,000 DWT (Dead Weight Tonnes).( Oprinnelig 80.000 tdw for tax reasons )This size again, is a very strict stipulation. The aframax tankers generally ply in the European waters of the Black Sea. In addition these tankers are also found as cargo containers in the sea-routes of the Caribbean Sea, North Sea and the one of the most important and busiest route of the Mediterranean Sea.
It has to be noted that from amongst the major oil exporting nations in the world, it is the countries who export oil on a comparatively lesser level than the Middle-Eastern countries that rely on the aframax tankers. This is because the level of oil exported from the Middle-Eastern is quite high and they make use of larger naval vessels to cargo oil. Also, because of the usage of such heavy vessels, the sea-routes tend to get blocked
and tankers like the aframax tankers end up proving to be a great asset.
The panamax tankers and the aframax tankers are a feasible solution to the ever growing problem of traffic in sea-routes. By coming up with such easy-to-adopt solutions, it has been proved beyond doubt that through proper adaptations of engineering science and technology, every problem can be solved and resolved permanently.
Jeg mener å huske at Aframax og kapasitet ble desinged pga. U.S. skatte regler, 80.000 tdw
men lenge iden jeg var aktiv megler, så ta det med en klype salt.
Redigert 22.08.2023 kl 10:15
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Flipper
20.08.2023 kl 18:41
5152
LR2 slipper ballast for å trade begge veier ( X trades ) dirty / clean gjetter jeg
ibyx
20.08.2023 kl 12:12
5358
"LR2 (Long-range 2) type tankers, which typically have a 115,000-tonne deadweight (dwt), are more flexible than Aframax vessels and can offer significant advantages in terms of size and profitability."
Så når FRO lister alle sine "Aframax" som LR2/Aframax må vi anta at alle disse lar seg konvertere til å frakte fra crude til clean, om enn til ulik kostnad avhengig av standarden?
https://www.frontlineplc.cy/fleetlist/lr2/
Vi skjønner vel at denne fleksibiliteten er viktig rent økonomisk.
Tar vi utgangspunkt i fredagens Poten Daily for det det er verdt:
Aframax, 70 CAR-USG 16,900 53,500 (2023 snitt)
LR2,75 AG-FE 29,100 37,600 (2023 snitt)
Skjønner ikke helt hvorfor det er så stort sprik i årsbeste her tilsynelatende til fordel for Aframax (=crude) på skip som er "like". Men avstanden fra dagens rate til årsbeste er uansett betydelig større for Aframax/crude som da må sies å lagge betydelig nå?
Videre kan man da anta at FRO gjør det de kan for å konvertere til clean for denne delen av flåten nå?
Kanskje vi får høre om det ved Q2 neste uke?
Ser også at ingen av deres LR2/Aframax er eldre enn 7 år. Men kun de 4 nyeste fra 2021 har scrubber.
Så når FRO lister alle sine "Aframax" som LR2/Aframax må vi anta at alle disse lar seg konvertere til å frakte fra crude til clean, om enn til ulik kostnad avhengig av standarden?
https://www.frontlineplc.cy/fleetlist/lr2/
Vi skjønner vel at denne fleksibiliteten er viktig rent økonomisk.
Tar vi utgangspunkt i fredagens Poten Daily for det det er verdt:
Aframax, 70 CAR-USG 16,900 53,500 (2023 snitt)
LR2,75 AG-FE 29,100 37,600 (2023 snitt)
Skjønner ikke helt hvorfor det er så stort sprik i årsbeste her tilsynelatende til fordel for Aframax (=crude) på skip som er "like". Men avstanden fra dagens rate til årsbeste er uansett betydelig større for Aframax/crude som da må sies å lagge betydelig nå?
Videre kan man da anta at FRO gjør det de kan for å konvertere til clean for denne delen av flåten nå?
Kanskje vi får høre om det ved Q2 neste uke?
Ser også at ingen av deres LR2/Aframax er eldre enn 7 år. Men kun de 4 nyeste fra 2021 har scrubber.
Redigert 20.08.2023 kl 12:42
Du må logge inn for å svare
Flipper
20.08.2023 kl 10:58
5423
Rene Chemical / Product tankers
MR Medium range, mindre avstander, men har flere tanker, derav kan seile
med langt flere raffinerte produkter samtidig. Krever mer rensing av tanker,
ikke minst pumper og rør.
Kan ikke seile med dirty crude ( tungolje ).
MR Medium range, mindre avstander, men har flere tanker, derav kan seile
med langt flere raffinerte produkter samtidig. Krever mer rensing av tanker,
ikke minst pumper og rør.
Kan ikke seile med dirty crude ( tungolje ).
Flipper
19.08.2023 kl 17:12
5690
Nyere versjon av LR2. Jeg var nyskjerrig selv, så slo opp type skip ho Veritas GL :
Jeg var nok litt out datet på LR2 ( moderne skip, kall det LR3 ) har bedre evner
enn jeg visste.
New tanker generation calls for new rules
A new class notation from DNV GL helps operators of LR2 tankers highlight their ships’ ability to switch between low and high-grade cargoes without risking contamination.
23 September, 2019
Amid intense competition in the tanker market, ship size and cargo flexibility are key differentiators. As a result, there is a trend among operators to prefer LR2-type tankers which, in contrast to the equally sized Aframax crude oil tankers, have coated tanks. This allows them to carry both “dirty” cargo, such as crude oil or heavy fuel oil, and “clean” cargoes, i.e. petrol (gasoline) or other clean petroleum products.
Typically, cargo owners require carriage of an intermediate cargo, such as diesel oil, for three voyages after carrying crude oil or dirty products before clean products such as petrol can be transported. The intermediate cargo gradually cleans the tanks, pumps and piping for the subsequent clean oil product.
A crucial task: Tank cleaning
An alternative to intermediate cargoes would be to design a ship to enable switching between dirty and clean cargoes on a ballast voyage. This will however require thorough cleaning to remove traces of previous cargo from internal tank surfaces, cargo piping and cargo pumps and avoid contaminating the next product. Tank cleaning is performed by deck-mounted tank-washing machines.
The tanks are washed with seawater during a ballast trip and possibly rinsed with freshwater to remove the salt residue. There are certain designated areas where the washing water cannot be discharged. The discharge must be monitored using oil discharge monitoring equipment (ODME) so the permissible maximum oil content is not exceeded. When the ship arrives at the next loading port, the tanks will be completely clean.
In addition to the arrangement of the tank-cleaning machines, the structural arrangement of the tanks as well as the cargo pump and piping arrangement are important factors to improve tank-cleaning efficiency. A ship’s ability to perform this cleaning routine effectively is key to its competitiveness, since cargo owners insist on shipowners demonstrating their vessels’ ability to minimize cargo contamination.
LR2 (Long-range 2) type tankers, which typically have a 115,000-tonne deadweight (dwt), are more flexible than Aframax vessels and can offer significant advantages in terms of size and profitability. This has prompted DNV GL to develop the new class notation Improved Tank Cleaning (ITC) that is geared exactly towards this ship type, says Olav Tveit, Vice President and Ship Type Expert at DNV GL – Maritime. The new rules quantify the tank-cleaning capability so owners of adequately designed and equipped ships can prove to cargo owners that their LR2 vessels are capable of achieving the required tank cleanliness and cleaning efficiency for the carriage of clean cargoes.
Structural considerations
“Most conventional crude oil tankers in the 115,000 dwt range are fitted with horizontal structural elements, such as stringers, as well as vertical deck girders, web frames and large brackets,” says Tveit. “Their horizontal surfaces increase the area where sludge from crude or heavy fuel oil can accumulate, and vertical structures create shadow areas which the tank-cleaning machines cannot reach.”
The ITC class notation for tank cleaning and cargo operations encourages the use of an alternative structural arrangement where corrugated tank walls replace horizontal stringers and brackets, and deep-well pumps are installed in each tank. “While corrugated bulkheads are more expensive, they are much easier to clean because residue will have no horizontal surfaces to settle on,” says Tveit. “Horizontal corrugations have slanted surfaces that cause the cargo and sludge to run off. Furthermore, corrugated, coated tanks offer no obstructions to the tank-washing machines, so they can be cleaned much more easily than conventional ones. This means they can satisfy high cleanliness standards.”
Scanjet products - DNV GL
Scanjet’s dual-nozzle automated tank-cleaning machine can be used for fixed installation on down pipe or for portable tank cleaning on a flexible hose.
Cargo pumps and piping
“In addition, a traditional tanker is usually equipped with one common pump room with three interconnected pumps for all tanks. These systems involve long cargo lines with large diameters and several interconnections within the pump room, on deck and at the cargo tank bottoms. This complicates stripping of the last remaining cargo from cargo tanks and cargo piping and complicates flushing and cleaning cargo pipes.”
“Using deep-well pumps in each cargo tank instead of a pump room allows shipowners to better strip the cargo tanks and piping from cargo residue and also simplifies the cleaning of the tanks and piping,” says Tveit. “The reason is that all cargo piping is located on deck. In addition, the use of deep-well pumps also enables better segregation when different cargoes are carried on board. Lastly, not having a cargo pump room means that more volume can be allocated for cargo. If owners are willing to make the necessary investments required for the ITC class notation, their vessels will be in a better position than a traditional ship to switch between cargoes rapidly, depending on the qualifiers they choose.”
Three qualifiers
The ITC class notation specifies that tanks must be fully coated and that the coating must be compatible with any cargo the ship is intended to carry. The cargo tank piping must either be coated or made from stainless steel. There are additional requirements regarding the materials for the heating coils and the tank-washing and pumping systems. In addition, a dedicated oil residue tank must be provided on board. All these specifications are based on DNV GL’s experience in the field, Tveit stresses.
The ITC notation has three mandatory qualifiers. The first qualifier specifies the coverage of the tank-washing machine: 80 per cent of the total cargo tank surfaces must be covered as a minimum. Exceeding this minimum requirement and indicating the actual coverage with the ITC notation will be a competitive advantage, says Tveit. The coverage implies that the tank-washing machines must have a certified throw length. “This means that DNV GL does not consider it sufficient for the water jets from the washing system to simply reach the tank walls at that distance. DNV GL also requires a minimum impact force that translates to a certain cleaning effect of the water jet.”
The second qualifier addresses stripping efficiency, which is indicated by the permissible amount of cargo residue left in a cargo tank and the piping after discharging. The draft version of the new rules proposes a maximum of three cubic metres or 3,000 litres. Ships achieving a lower amount of residue will be at an advantage. Individual deep-well pumps will achieve much better stripping efficiency than a pump room system, stresses Tveit, with values potentially ranging as low as 0.1 cubic metres or 100 litres.
The third qualifier is the combined total area of upward-facing horizontal structures inside a cargo tank, excluding tank bottom and deck, in square metres. The background for this qualifier is that horizontal surfaces represent a potential for the accumulation of sludge and cargo residue. The qualifier indicates the total horizontal surface area per cargo tank on board. A ship with corrugated bulkheads will feature very small surface areas and again be at a significant competitive advantage.
“The ITC class notation will provide owners with a clear competitive advantage by demonstrating that quick and efficient tank cleaning is ensured, so clean and dirty products can be carried interchangeably without risking contamination,” explains Tveit.
This new class notation is primarily intended for new ships since some criteria, including stripping efficiency, are subject to specific test requirements. Nevertheless, it may be granted to existing vessels as well, provided they meet the criteria. The new ITC rules have been published in July 2019, with an effective date of 1 January 2020, says Tveit. “As with all rules, we will gather feedback and experience over time, and fine-tune the requirements where it makes sense,” he adds.
Er noen bilder på linken : https://www.dnv.com/expert-story/maritime-impact/New-tanker-generation-calls-for-new-rules.html
Jeg var nok litt out datet på LR2 ( moderne skip, kall det LR3 ) har bedre evner
enn jeg visste.
New tanker generation calls for new rules
A new class notation from DNV GL helps operators of LR2 tankers highlight their ships’ ability to switch between low and high-grade cargoes without risking contamination.
23 September, 2019
Amid intense competition in the tanker market, ship size and cargo flexibility are key differentiators. As a result, there is a trend among operators to prefer LR2-type tankers which, in contrast to the equally sized Aframax crude oil tankers, have coated tanks. This allows them to carry both “dirty” cargo, such as crude oil or heavy fuel oil, and “clean” cargoes, i.e. petrol (gasoline) or other clean petroleum products.
Typically, cargo owners require carriage of an intermediate cargo, such as diesel oil, for three voyages after carrying crude oil or dirty products before clean products such as petrol can be transported. The intermediate cargo gradually cleans the tanks, pumps and piping for the subsequent clean oil product.
A crucial task: Tank cleaning
An alternative to intermediate cargoes would be to design a ship to enable switching between dirty and clean cargoes on a ballast voyage. This will however require thorough cleaning to remove traces of previous cargo from internal tank surfaces, cargo piping and cargo pumps and avoid contaminating the next product. Tank cleaning is performed by deck-mounted tank-washing machines.
The tanks are washed with seawater during a ballast trip and possibly rinsed with freshwater to remove the salt residue. There are certain designated areas where the washing water cannot be discharged. The discharge must be monitored using oil discharge monitoring equipment (ODME) so the permissible maximum oil content is not exceeded. When the ship arrives at the next loading port, the tanks will be completely clean.
In addition to the arrangement of the tank-cleaning machines, the structural arrangement of the tanks as well as the cargo pump and piping arrangement are important factors to improve tank-cleaning efficiency. A ship’s ability to perform this cleaning routine effectively is key to its competitiveness, since cargo owners insist on shipowners demonstrating their vessels’ ability to minimize cargo contamination.
LR2 (Long-range 2) type tankers, which typically have a 115,000-tonne deadweight (dwt), are more flexible than Aframax vessels and can offer significant advantages in terms of size and profitability. This has prompted DNV GL to develop the new class notation Improved Tank Cleaning (ITC) that is geared exactly towards this ship type, says Olav Tveit, Vice President and Ship Type Expert at DNV GL – Maritime. The new rules quantify the tank-cleaning capability so owners of adequately designed and equipped ships can prove to cargo owners that their LR2 vessels are capable of achieving the required tank cleanliness and cleaning efficiency for the carriage of clean cargoes.
Structural considerations
“Most conventional crude oil tankers in the 115,000 dwt range are fitted with horizontal structural elements, such as stringers, as well as vertical deck girders, web frames and large brackets,” says Tveit. “Their horizontal surfaces increase the area where sludge from crude or heavy fuel oil can accumulate, and vertical structures create shadow areas which the tank-cleaning machines cannot reach.”
The ITC class notation for tank cleaning and cargo operations encourages the use of an alternative structural arrangement where corrugated tank walls replace horizontal stringers and brackets, and deep-well pumps are installed in each tank. “While corrugated bulkheads are more expensive, they are much easier to clean because residue will have no horizontal surfaces to settle on,” says Tveit. “Horizontal corrugations have slanted surfaces that cause the cargo and sludge to run off. Furthermore, corrugated, coated tanks offer no obstructions to the tank-washing machines, so they can be cleaned much more easily than conventional ones. This means they can satisfy high cleanliness standards.”
Scanjet products - DNV GL
Scanjet’s dual-nozzle automated tank-cleaning machine can be used for fixed installation on down pipe or for portable tank cleaning on a flexible hose.
Cargo pumps and piping
“In addition, a traditional tanker is usually equipped with one common pump room with three interconnected pumps for all tanks. These systems involve long cargo lines with large diameters and several interconnections within the pump room, on deck and at the cargo tank bottoms. This complicates stripping of the last remaining cargo from cargo tanks and cargo piping and complicates flushing and cleaning cargo pipes.”
“Using deep-well pumps in each cargo tank instead of a pump room allows shipowners to better strip the cargo tanks and piping from cargo residue and also simplifies the cleaning of the tanks and piping,” says Tveit. “The reason is that all cargo piping is located on deck. In addition, the use of deep-well pumps also enables better segregation when different cargoes are carried on board. Lastly, not having a cargo pump room means that more volume can be allocated for cargo. If owners are willing to make the necessary investments required for the ITC class notation, their vessels will be in a better position than a traditional ship to switch between cargoes rapidly, depending on the qualifiers they choose.”
Three qualifiers
The ITC class notation specifies that tanks must be fully coated and that the coating must be compatible with any cargo the ship is intended to carry. The cargo tank piping must either be coated or made from stainless steel. There are additional requirements regarding the materials for the heating coils and the tank-washing and pumping systems. In addition, a dedicated oil residue tank must be provided on board. All these specifications are based on DNV GL’s experience in the field, Tveit stresses.
The ITC notation has three mandatory qualifiers. The first qualifier specifies the coverage of the tank-washing machine: 80 per cent of the total cargo tank surfaces must be covered as a minimum. Exceeding this minimum requirement and indicating the actual coverage with the ITC notation will be a competitive advantage, says Tveit. The coverage implies that the tank-washing machines must have a certified throw length. “This means that DNV GL does not consider it sufficient for the water jets from the washing system to simply reach the tank walls at that distance. DNV GL also requires a minimum impact force that translates to a certain cleaning effect of the water jet.”
The second qualifier addresses stripping efficiency, which is indicated by the permissible amount of cargo residue left in a cargo tank and the piping after discharging. The draft version of the new rules proposes a maximum of three cubic metres or 3,000 litres. Ships achieving a lower amount of residue will be at an advantage. Individual deep-well pumps will achieve much better stripping efficiency than a pump room system, stresses Tveit, with values potentially ranging as low as 0.1 cubic metres or 100 litres.
The third qualifier is the combined total area of upward-facing horizontal structures inside a cargo tank, excluding tank bottom and deck, in square metres. The background for this qualifier is that horizontal surfaces represent a potential for the accumulation of sludge and cargo residue. The qualifier indicates the total horizontal surface area per cargo tank on board. A ship with corrugated bulkheads will feature very small surface areas and again be at a significant competitive advantage.
“The ITC class notation will provide owners with a clear competitive advantage by demonstrating that quick and efficient tank cleaning is ensured, so clean and dirty products can be carried interchangeably without risking contamination,” explains Tveit.
This new class notation is primarily intended for new ships since some criteria, including stripping efficiency, are subject to specific test requirements. Nevertheless, it may be granted to existing vessels as well, provided they meet the criteria. The new ITC rules have been published in July 2019, with an effective date of 1 January 2020, says Tveit. “As with all rules, we will gather feedback and experience over time, and fine-tune the requirements where it makes sense,” he adds.
Er noen bilder på linken : https://www.dnv.com/expert-story/maritime-impact/New-tanker-generation-calls-for-new-rules.html
Redigert 20.08.2023 kl 10:57
Du må logge inn for å svare
lisleby
19.08.2023 kl 11:12
5726
Ganske vanlig av FRO å vise til rapportering siste dag mulig i financial calender, men å varsle faktisk ca 1 uke tidligere. Bør ikke tyde noe i det. Tror allikevel resultatet blir bra.
ibyx
18.08.2023 kl 22:56
5890
På høy tid antagelig for å forsvare prematur kursoppgang. US indeksene endte kanskje litt overraskende i flatt og FRO med dem. Det gir 2% høyere enn oslokurs.
habbiten
18.08.2023 kl 22:47
5872
Ser på poten daily at aframaxratene har begynt å bevege seg oppover 😀
102oktan
18.08.2023 kl 20:08
3139
Snart i pluss på Nyse. Respect! Bankene ja de går konkurs oftest på en lørdag eller på søndag. Tør man sitte med FRO over helgen? Kanskje.
ibyx
18.08.2023 kl 18:03
3218
102oktan skrev Fin Super Cycle, når tar den slut?
Vanskelig å si. Spørsmålet er også hvor nær toppen vi er?
Hvis markedet fornemmer at ferden er "over" så kan det gå styggfort nedover.
Men først skal nok kursen et stykke over 200 i løpet av vinteren.
Kanskje kan den gå så langt som 250? Men da må nok VLCC over 100K og Suez og LR2 må også betydelig opp.
Snart i pluss over dammen ser jeg. Undertegnede har kanskje bommet med korreksjon fra dette nivået..
Vel. Var jo en slags minikorreksjon idag da. :-)
Hvis markedet fornemmer at ferden er "over" så kan det gå styggfort nedover.
Men først skal nok kursen et stykke over 200 i løpet av vinteren.
Kanskje kan den gå så langt som 250? Men da må nok VLCC over 100K og Suez og LR2 må også betydelig opp.
Snart i pluss over dammen ser jeg. Undertegnede har kanskje bommet med korreksjon fra dette nivået..
Vel. Var jo en slags minikorreksjon idag da. :-)
102oktan
18.08.2023 kl 17:58
3192
En sak til, hvorfor kommer Q2 / Halvårsrapporten ut en uke tidligere enn annonsert? Man kan vel nesten utgå at den blir bra da? Og guidingen til Q3 bærer da preg av fortsatt Super Cycle-haussing? Store poster som må realiseres føre Wall St. krakker?
ibyx
18.08.2023 kl 16:37
3252
Når vi ironijusterer kommentariatets reaksjoner her så er vel begeistringen "sånn passe" over disse forventede ratene?
Selvsagt blir det fine utbytter av det da! :-)
https://twitter.com/ed_fin/status/1692419264706158849
Selvsagt blir det fine utbytter av det da! :-)
https://twitter.com/ed_fin/status/1692419264706158849
ibyx
18.08.2023 kl 16:10
3242
Overraskende sterk på NYSE. Skader ikke at EURN kun er 0,58% ned selvsagt.
Redigert 18.08.2023 kl 16:21
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ibyx
18.08.2023 kl 15:25
3167
Apropos høvle. Synes den er sterk idag tross alt. OET som er "best i klassen" faller tross alt over 3%. Har ikke de andelsmessig mere clean også?
Spennende å se hva yankeeboy kan finne på i dagens rørete farvann på OSE! :-)
Premarket ligger ca en krone lavere. Men den er nok ca 95% psykologi...
Spennende å se hva yankeeboy kan finne på i dagens rørete farvann på OSE! :-)
Premarket ligger ca en krone lavere. Men den er nok ca 95% psykologi...
Redigert 18.08.2023 kl 15:27
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Flipper
18.08.2023 kl 14:51
3203
LR2 kan gå med Clean, men dersom har gått med dirty koster det
ca. 6 / 7 Mill $ + offhire to '' clean up '' to again carry product/clean.
Langdistanse er det aktuelle, '' normalt '' er product mindre skip, men små
tanker/ holds og kan seile med langt forskjellige produkter. Krever også stor
kunnskap om produkter, hva carried sist feks. og hva som ikke går sammen.
Derfor er Danskene og Norske rederier dominerende på denne sektoren.
Et lite eksempel. Skal du lakke gulvet ditt må du vita hva slaks lakk som ligger
fra før. Bruker du feil lakk så bruser det, og du må høvle gulvet helt før legge på
ny lakk.
ca. 6 / 7 Mill $ + offhire to '' clean up '' to again carry product/clean.
Langdistanse er det aktuelle, '' normalt '' er product mindre skip, men små
tanker/ holds og kan seile med langt forskjellige produkter. Krever også stor
kunnskap om produkter, hva carried sist feks. og hva som ikke går sammen.
Derfor er Danskene og Norske rederier dominerende på denne sektoren.
Et lite eksempel. Skal du lakke gulvet ditt må du vita hva slaks lakk som ligger
fra før. Bruker du feil lakk så bruser det, og du må høvle gulvet helt før legge på
ny lakk.
Redigert 18.08.2023 kl 15:39
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ibyx
18.08.2023 kl 13:39
3231
FRO har noe produkt. Kun LR2.
Det spriker jo en del som vi vet når det gjelder daglig statistikk. Vet ikke om Pareto ligger i "topp". Men Poten ser nå ut til å ligge i bunn..
https://1975593.fs1.hubspotusercontent-na1.net/hubfs/1975593/PDB/2023%20PDB/AUG%202023/August%2017%2c%202023.pdf
Ikke mye fest med de Suezratene her...
Det spriker jo en del som vi vet når det gjelder daglig statistikk. Vet ikke om Pareto ligger i "topp". Men Poten ser nå ut til å ligge i bunn..
https://1975593.fs1.hubspotusercontent-na1.net/hubfs/1975593/PDB/2023%20PDB/AUG%202023/August%2017%2c%202023.pdf
Ikke mye fest med de Suezratene her...
Bullhorn
18.08.2023 kl 13:14
3255
Pareto daily i dag:
Spot, ECO n/Scrubber
VLCC: 36.200$
Suezmax: 24.300$
Aframax: 24.100$
LR2: 34.300$
LR1: 33.200$
MR: 32.700$
Produkt sterkt stigende og høye rater. Uten tvil fordelaktig Hafnia og Torm. Høge VLCC-rater årstiden tatt i betraktning.
Spot, ECO n/Scrubber
VLCC: 36.200$
Suezmax: 24.300$
Aframax: 24.100$
LR2: 34.300$
LR1: 33.200$
MR: 32.700$
Produkt sterkt stigende og høye rater. Uten tvil fordelaktig Hafnia og Torm. Høge VLCC-rater årstiden tatt i betraktning.