Ligger an til høyt volum på NYSE. Etter 2 timer: 68% VS AVG ! Tett på 2mill aksjer = ca350MNOK eller tett på dagsomsetning på OSE: 365MNOK

Oljelagrene i Kina er på rekordnivå, lagrene ha steget hele sommeren og er på ca 1,05 milliarder fat. Ser at flere, også analytikere, sier at ojelagrene er lave, fatter ikke hvor de har det fra.

oooo... den "iranske gråflåten"...? :-)

Markedet overreagerer, forlengelsen av produksjonkuttet var forventet. Oljelagrene i Kina er lave, oljeprisen stiger. Er det Iran som skal forsyne Kina med olje? Eller blir det frakt fra USA ?

Blir ikke med ned denne gangen... Gikk inn med liten post igjen like før smellen. lempa den ut igjen straks..
men det er ikke sikkert fallet blir særlig større . mange vil ha utbyttet som kommer.
Mulig den holder seg over 170NOK / 16USD?

Raser bra nå, OET, Hafni står emot. Papirtapet vokser 😁 Blir å laste opp senere

The Hong Kong Convention, EU regulation and outstanding legal issues in various states
in Shipping Law News 04/09/2023


With the accessions of Bangladesh and Liberia as contract parties, the Hong Kong Convention (“HKC”) will enter into force in 2025. The HKC applies to ships flying the flag of a contract party and ship recycling facilities (“SRFs”) under the jurisdiction of a contract party. Bangladesh, Belgium, Denmark, France, Germany, India, Japan, Liberia, Luxembourg, Malta, the Netherlands, Norway, Panama, Portugal and Turkey are among the contract parties to the HKC.
The EU had already taken on a pioneering role with the EU Ship Recycling Regulation (“SR Regulation”) in 2013. Among other things, it requires that ships with EU flags may only be recycled by SRFs on the so-called “European list”. For ships with non-EU flags, on the other hand, the EU Waste Shipment Regulation (“WS Regulation”) applies as a catch-all provision: waste materials (including ships) from the EU may not be shipped to a non-OECD country, and to an OECD country only with a notification procedure. In order to sanction violations of the SR Regulation and the WS Regulation, each EU Member State must enact its own criminal laws.
What does the entry into force of the HKC mean in practice? The SR Regulation and WS Regulation still apply as EU regulations and must continue to be observed by owners. Just
because an SRF complies with the requirements of the HKC, a violation of the SR Regulation (for example, an EU-flagged ship is dismantled by a SRF that is not on the European list) or the WS Regulation (a ship with non-EU flag is transferred from the EU to another country) may still apply. Also, the buyer’s obligation in a “scrapping MoA” to recycle a ship according to the HKC does not release the owner from his obligations under EU rules.
It is interesting to note that some EU member states have not yet enacted, or only partially enacted, criminal laws to sanction violations of EU rules. While Denmark severely punishes violations of the SR Regulation and WS Regulation with imprisonment of up to two years, France only punishes violations of the SR Regulation with imprisonment of up to two years. If a French-owned vessel flies a non-EU flag and “only” violates the WS Regulation, it is only punished with a fine of up to €3,000, a much lesser deterrent. Germany has not done its homework either. Violating the WS Regulation is punishable according to § 18a AbfallVerbrG with up to five, possibly even 10 years. For ships with an EU flag, however, the SR Regulation applies, superseding the WS Regulation. In such cases, those involved will probably go unpunished as Germany has not yet enacted a criminal law for violating the SR Regulation.
Perhaps most startling in Germany is the dispute concerning the member state of the EU from which a ship shipped for scrapping. Hamburg senior public prosecutor Elsner argues that it is sufficient for a ship to be transferred from any EU member state for it to be punishable under § 18a AbfVerbrG, at least if the purchase contract was concluded in Germany (Elsner, NStZ 2023, 135, 138).
According to an opposing opinion, § 18a AbfVerbrG requires that ships qualifying as waste be taken out of German waters (Altenburg/Kremer, wistra 2023, 133, 139f.). This opposing opinion is coherent, as, according to § 1 no. 1 AbfVerbrG, the German Waste Shipments Act only applies to shipments of waste “to, from or through the territory of the Federal Republic of Germany” (Altenburg/Kremer, loc. cit.). Moreover, there is no need for prosecution in Germany as things currently stand: if all EU member states fulfil their obligation to introduce criminal laws in case of violation of the SR Regulation or WS Regulation, prosecution in the EU is guaranteed. However, as long as the issue is not clarified by the courts, owners should not rely on the opposing opinion.
It is also noteworthy that Bangladesh and India, as recycling states, are parties to the HKC, but not Pakistan. Ships can still be recycled there without regulation. After initial discussions in Pakistan about joining the HKC, interest in doing so to have died down recently.
The entry into force of the HKC is a big step in the right direction. However, even after it comes into force, the legal framework will remain confusing and complex.
Source: Watson Farley & Williams

Ja sånn kan det gå..
179 (5.9) ✅
169 ...

Upps...
Saudi og Putin forlenger kutt
https://twitter.com/hashtag/OPEC?src=hashtag_click&f=live

Sett i bakspeilet ser vi at fallet fra 28. august er jevnt med tydelig retning. Ned hver dag. Ikke noe sjokkdump som vi oftere har sett?
Dette vil selvsagt dempe videre nedside ved at faren for større dump dermed er betydelig redusert?
Hafnia begynner også å få litt økt vertigo nå forresten.

Joda. Legger man inn -8,60NOK i utbytte så er kanskje 159 realistisk. Vi har sett slike scenarier utspille seg mange ganger tidligere! Altså ca 168 NOK? Er jo "bare" 10% ned det. Vanlige dagswings i shipping mange ganger det? :-)
Ok. Tenker 175 i praksis er et greit mål. Men selvsagt avhengig av hvilke "signaler" som måtte dukke opp og endre de signaler som nå foreligger... Som altså er drastisk fall i Suez og VLCC over stadig flere uker nå som allerede strekker seg kontraktsmessig inn i Q4.. Et Q4 som skulle være fundamentet for fin prising, som det har vært!

Med lite hjelp fra Nyse kan det gå. Det store fallet kommer neste uke når FRO går ex 159 absolutt realistisk

201,3 (28.8) ✅
189 (1.9) ✅
179 5.9?
169
159
149
🤔

Labor Day igår så her må OSE styre skuta selv et par dager!
Og Den Daglige Poten er jevnt laber. VLCC og Suez ikke bra.
Det sier nok dessverre noe om klima for FRO og OET også selv om de oppnår en del høyere priser.
https://1975593.fs1.hubspotusercontent-na1.net/hubfs/1975593/PDB/2023%20PDB/SEPT%202023/September%201%2c%202023.pdf
Kanskje kan Panamaproblemet øke trykket? Lite Panamax her da.

Hmm. Modern scrubber med doble rød piler ned... Virker som den går i minus?
Princess Natalie (2011 - Modern Scrubber) On Subs (Estimated Voyage CII: C 🟡) WAfr/Thailand ExxonMobil Hellenic Tankers
https://app.tankersinternational.com/fixtures/6d78bbec-67be-4231-91b9-e589026efe66

Da har FRO lagt seg "lydig" ned på NYSE sluttkurs fredag.. 185,90 NOK.
Mens OET blir rødere... og selv Hafnia nærmer seg nullpunktet.

Heftige skrell i TD3 fra USD70k I juni til ca USD10k nå...
Men det spriker! Likevel.. hvis dette varer lenger enn markedet hadde *regnet* på/med... 🤔
https://twitter.com/ed_fin/status/1698641402979065954

Tankers: Russian Crude Oil Exports via the Northern Sea Route Are Expected to Increase in the Future

Russia’s crude oil export routes are in a state of constant flux, as the exporter is shifting volumes to other clients/countries, China being one of the main ones. As such, the importance of alternative and more cost-effective routes is increasing. In its latest weekly report, shipbroker Gibson said that “voyages through the Northern Sea Route (NSR) are no longer a surprise. Russia has been trying to develop this route for many years now, making it one of its strategic priorities in the 2000s. Reports of tanker shipments date back over a decade, with the 1st voyage successfully completed back in 2010 and volumes shipped (all commodities) gradually edging up over the past decade. The navigation season along the route is fairly short, typically beginning in early summer and ending mid/late autumn. Tonnage passing through the NSR is still accompanied by a nuclear ice breaker on some or all parts of the voyage, depending on ice class conditions”.

According to Gibson, “the rationale behind efforts to develop the NSR is clear. Distance wise, the NSR is about 30% shorter for Russian Baltic shipments delivering into Northern China and about 45% for shorter for shipments from Murmansk. The importance of developing the NSR is even more critical now, following the introduction of the EU ban on imports of Russian crude in December last year. With this in mind, the Russian government is targeting year-round sailing, potentially as early as 2025; however, navigation along the route remains challenging, at least at certain times. Back in November 2021, 18 vessels got stuck in various remote points along the NSR route when water froze quicker than expected. This year, two Aframaxes, the NS Arctic and the Primorsky Prospect, shipped Urals from the Baltic into Northern China along the NSR, with the voyage taking about 46-47 days, slightly longer that what would have taken these vessels to travel via Suez Canal at 12.5 knots speed. AIS tracking shows that both tankers slowed down notably at some ; stages between the Kara Sea and the Chukchi Sea, at times going as slow as 3-4 knots, probably due to challenging ice conditions”.
“In this instance, long voyage days certainly reduce the economics of the NSR passage, which include ice breaker costs, although lower bunker expenditure due to the shorter distance travelled via the NSR and no need to pay Suez Canal dues helps to balance that out. Also, with the NS Arctic and the Primorsky Prospect completing the Arctic voyage relatively early during the navigational season, it is likely that vessels that are attempting the voyage now will face better conditions and hence achieve higher speeds”, the shipbroker said.

Gibson added that “furthermore, regardless of ice conditions, the economics of shipping crude from Murmansk to China are certainly more attractive. Last year, the Panamax Vasily Dinkov delivered crude from Umba FPSO to Rizhao in 28 days, this year the Aframax SCF Baltica has done a broadly similar voyage in 31 days, despite slowing down notably at certain parts along the route. This compares to an about 45-day voyage via Suez Canal at 12.5 knots”.
The shipbroker concluded that “absolute seaborne crude exports from Murmansk are fairly small, at circa 325kbd so far this year but almost half of it (150 kbd) has been shipped to China (incl. shipments via the Myanmar pipeline). Meanwhile, Baltic shipments to China have averaged circa 230 kbd. Combined, this is not an insignificant volume, considering distances and time involved to deliver into China via the Suez Canal. For now, crude volumes shipped via the NSR are very modest in comparison to voyages via Suez, whilst the economics for Baltic shipments remain questionable. However, this trade will undoubtedly continue to grow going forward due to global warming, gradually chipping away at Russian crude tanker tonne mile demand”.

Nikos Roussanoglou, Hellenic Shipping News Worldwide

Den må gjerne gå ned eller sidelengs et par måneder til lakseaksjene har steget 15-25%! :-)
Lakseprisene bunner etter alle solemerker ut denne uka, ja kanskje skjedde det allerede forrige uke. Oppgangen er da også allerede gang, men det er langt ifra for sent å gjøre gode kjøp! :-)

Gjerne mer nedside for min del, vil gjerne kjøpe flere aksjer rimeligere 😀

Ja, ratene skal sikkert en del oppover. Men nå kanskje ikke for alvor før slutten av Q4/starten av Q1?
Spørsmålet akkurat nå er hvor mye av denne sannsynlige oppgangen som allerede er priset inn med tanke på dagens stort sett svake rater. Særlig VLCC og Suezmax.
Kjenner jeg markedet rett er det ikke umulig at nedsiden skal "testes" litt mer i noen uker.
189 klikket jo inn. Også 179 er gjerne mer sannsynlig før vi igjen ser 199, 209... :-)

August og September er labre mnd. Ikke noe nyttt. Snart snur ratene og utsiktene er vanvittige ifht til det som nevnes i linkene over...

Scrapping. What scrapping? https://shippingwatch.com/carriers/Tanker/article16396746.ece
Supercycle. What Supercycle? https://twitter.com/ed_fin/status/1698355145019461795?s=20
Rate increases delayed. https://twitter.com/ed_fin/status/1698359266594185609?s=20

Kursmål 300 😀

Kan det skjule seg undervurderte fraktpotensialer i disse tallene? Eller er det mest løskrutt og rust? :-)
https://twitter.com/ed_fin/status/1696595162317676974

Husker jeg ikke feil ble fx "irankortet" spilt ifjor våres engang for å stagge oljeprisen. Gjennombrudd i forhandlinger om sanksjoner osv. Tankrater er gjerne ikke så "hot". Det er gjerne langt mindre dollar involvert i bevegelser her enn i oljeprisen tross alt? :-)

Samme overlegne kunnskap om tankmarkedet, kan jeg vel legge til:)

Selv takk for alle dine flotte bidrag og ditt engasjement, Flipper!
Jeg har nok ikke samme kunnskap om dette som deg, og skjønner nok ikke helt hva som ikke er riktig i artikkelen. Den fastslår vel uansett at det ikke er grunn til å frykte masse ny tonnasje i årene som kommer.

Gadd ikke å lese mitt eget innlegg, men ser nå etter å ha lest det hele snakker man jo
for det meste om Dry docking som bare en lite del av klassifisering. Klasseselskapene
har alltid vært litt mer fleksible, med hensyns tagen hvor skipet befinner seg og nærmeste
verft befinne seg. F.eks. har DNV sine egene sertiserte dykkere for å inspisere skipets
kjøl under vann. I dag bruker de helt sikkert roboter med nyvinninger innenen teknologi.

Klassifisering er hvert 4de år, dokking ( 5 år ). Pssaser skip hvert år.

Så det er sakt.

Ex skipsmegler, ikke helt oppdatert, men de fleste er jo de samme som for 25 år siden.

BB

Takk for linken, MEN det er MANGE TING som er direkte feil; bla tidshorisont m/mer....

De første ny bygge kommer først sent i 2025 og 2026. Det som er bestilt er en dråpe i havet.
Dyrere er de også; for kort tilbake kostet en VLCC $ 92 Mill ( når verftene var sultene på ordrer )

Alle verftene ble fylt opp av annen tonnasje, så som Container, LPG, LNG skip etc.
Nå er prisen $ 112 / $ 116 Mill med sen levering; de skal jo også bygges etter kontrakt
undertegnelse, tar vel minimum 1 års byggetid.

VLCC seiler det se seiler 30 år gamle VLCC'er uten klassifisering, og derved uten forsikring;
( P&I og Hull & Machinery ); utgjør mer enn halvparten av verdensflåten ca. 25 år gammel.
Ordrer er kun en brøkdel.

https://www.rivieramm.com/news-content-hub/news-content-hub/vanishing-act-what-has-happened-to-all-the-five-year-old-vlccs-75422

Tror ikke det er grunn til å frykte ny tonnasje...

Dry docking pre-inspection avoids future pai
re-docking inspections provide an increasingly powerful means of ensuring a successful dry-docking, according to MacGregor

Sometimes costly, periodically mandatory and ultimately inevitable, the drydock is part of the normal life of a ship. However, with days in dock also experienced as lost earnings, the stakes are high for what is a rare opportunity to deal with the safety, environmental and efficiency issues that cannot be handled in service.

MacGregor recently created a new drydocking superintendent function within its organisation to provide internal and customer-facing focal points for project delivery. The load handling specialist says that adding new oversight changes the nature of its drydocking service relationship with clients and offers a chance to increase mitigation against the risk of late ship redelivery.

Among those filling the newly formalised ‘Drydock Superintendent’ role are Luca Andreozzi and Kai Büsing, two individuals with long industry experience who have been appointed from within the MacGregor ranks. Both superintendents coordinate drydocking to support MacGregor’s broad portfolio of cargo access and load handling equipment, liaising with the supplier’s teams of locally based experts who support shipyards and owners in maintaining OEM-based equipment performance standards.

Büsing says that MacGregor is now offering to start planning as much as a year ahead of a scheduled drydock, to ensure that all parts are fully tested, approved and in position for timely installation.

“It’s no secret, with supply chains routinely disrupted, that ordering steel parts that must be fabricated or sophisticated electronic parts should be done on a ‘sooner the better’ basis,” comments Andreozzi. “Late redelivery after a drydocking is counted in off-hire time and resulting costs.”

With Andreozzi covering ships drydocking around the Mediterranean, and Büsing mainly focusing on Germany, the superintendents offer different accounts of customer attitudes and expectations where repair services are concerned. However, both emphasise pre-docking inspection (PDI) as an increasingly powerful tool for ensuring that dry dock work is planned for relevance, thoroughness and time efficiency.

Formal approach
“Crew report maintenance issues to the ship’s owner or manager on continuous basis, while marine engineers are renowned for their resourcefulness in getting machinery working,” says Andreozzi. “However, checking equipment prior to drydocking against the operating manual to establish condition, based on safety parameters, potential operating risks and repair requirements need a formalised approach.”

“After the engine, the readiness of the handling and access equipment to do its job will determine whether the ship itself can work,” says Büsing. “In simple terms, if the quarter deck is stuck in the open position, then the ship can’t leave port, but suboptimal equipment performance is also of relevance to the charter party agreement, or the vessel’s attractiveness for future hire. Our focus is to maximise our operational availability and to minimise unplanned downtime.”
Where the conventional approach will see planning based on experience, owners will wait for the drydock to take full stock of requirements. The PDI allows MacGregor to identify current issues long before the drydocking and make its recommendations ahead of time. “We are not in direct contact with individual ships as such, but as ex-service engineers we are fully aware of the nuances involved in the dialogue,” adds Büsing.

Once the PDI is underway on board, capturing digital images is a key part of establishing the real condition of equipment in service, he says, so that effective maintenance can be planned for – “not just general requirements based on its age”.

Planning resource
In a complementary part of the process, MacGregor’s newly framed pre-inspection service is reflected by new dry-dock functionality in its CRM that is helping it make better use of records, according to Andreozzi.

“We are anticipating forthcoming surveys and liaising directly with customers to share our insights with them on what their needs will be and the advantages of planning for potential solutions. We already have the service reports for our equipment in the system to access before we go on board.”
Sometimes, customers use competitor services so MacGregor may not have access to all documentation, Büsing acknowledges, while Andreozzi says that customer records may not always be exhaustive.

Nevertheless, the PDI is a “value add” just because it works from the most comprehensive records available to the OEM and provides a platform for better drydocking management for the client.
“Over the years, MacGregor has supplied equipment for installation on board something like 30,000 commercial ships, so you can see that pre-inspection service capability is significant for drydocking efficiency- for us but also for a reasonable slice of commercial shipping,” Andreozzi observes.

Andreozzi says around half of the drydocking projects he has been involved in over the last 12 months have taken advantage of the PDI approach. Büsing says that customers quickly appreciate the PDI service when planning for complex jobs.

However, Büsing adds that customers can overlook benefits where straightforward maintenance is concerned. “Customers will feel comfortable taking care of hatch cover renewal or deck machinery maintenance and see the PDI as only relevant when they know that cranes or steering gear need to be repaired or upgraded.”

Simplicity itself
“The pre-docking inspection gives MacGregor the opportunity not only to assess and coordinate parts dispatch, but also to coordinate where and when those parts are most usefully delivered, and at what point MacGregor personnel should attend the docking project,” adds Andreozzi. The PDI also offers an opportunity for MacGregor to give clients fair warning of obsolescence or any approaching non-compliance issue where their shipboard systems are concerned.

“In a recent case involving a post Panamax container ship, we identified that steering gear pumps were obsolete four months ahead of drydocking. While the system was still functional, our health check led on to pump exchange and refurbishment being included seamlessly in the drydocking. That project led on to another with the same owner.”

Andreozzi points out that an owner ordering well in advance of a drydocking is also less vulnerable to price inflation than one seeking parts for immediate delivery, adding that the moderate costs associated with a PDI can be quickly dwarfed by a hard to find spare.
But so convinced is MacGregor that the PDI approach works that the company is offering daily inspection prices that are not only fixed but deductible from the cost of spares over a pre-agreed minimum.

“I think it’s fair to say that once we get the PDI service in front of customers they immediately see benefits,” adds Büsing, “but perhaps they still don’t recognize the full potential. They see that doing this now and saving two weeks off-hire later is a clear win, but still struggle with the cost of travel for a service engineer. That’s why we came up with the fixed day rate offer that is also deductible.”

“If you bought a certain number of spares, I suppose you could look at it as a free pre-inspection,” comments Andreozzi. “But I think it’s really more of an acknowledgement that the PDI has mutual benefits for both sides.”
Source: MacGregor.

Sente dette på et Amerika forum

LR2 & Aframax have been doing well, BUT

Think about when VLCC market return, China is by all
means out of the cofonrt zone, quite the opposite. By pipe
lines not enough, going all sylinders already. Russia has to
increas new lines, and need western expertease.

Not only pipes, need new pumps, which they are totally depended by the west.
Existsting pielines goes @full Capaciy
Belarus, what a joke. They might '' helptry '' Russia against Ukraine in the
Black Sea, bit they used to be part of Har Ships in the ONLY warm port
being Sevastopol.

Russian ex Prime Miniser, a puppet and instrumenter to change Russias
Constitution opening for Putin to sit longer than stipulated.

He has sabelen with tactical new clear bombs, slso attacting Macedonia, ( member of NATO.

Putin does not full mobization, he knows he will losse after a fem days, no wonder he's made a Atom secure in his favorite plan, being, were the Winter Olypisk, and Russia, changed sampel of urene during the night.

Will a desperate Stalin, Hitler want WW3 ?? Stalin killed with his '' system '' 25 Million.

To up date every one: FRO

The Company indicated that as of June 30, 2023, its fleet consisted of 66 vessels with an aggregate capacity of approximately 12.7 million DWT:

** 65 vessels owned by the Company (22 VLCCs, 25 Suezmax tankers, 18 LR2/Aframax tankers) ***

And one Aframax tanker that is under the Company's commercial management.
In the press release, Frontline indicated that 65% of the fleet would have scrubbers installed in 2023:

As of June 30, 2023, the Company's owned fleet included 42 scrubber fitted vessels (20 VLCCs, 18 Suezmax tankers and four LR2/Aframax tankers), which represents 65% of our owned fleet.

Finally, as of June 30, 2023, there are no remaining vessels in the Company's new building program and no remaining commitments.

Shorts and sweet

Går sikkert sidelengs frem til ex-dagen og sen tar vi en tur til 160? Jeg kommer i alle fall sitte stille, ta utbytte og laste opp, i desember har vi sikkert +200 igjen.

he he, fort gjort:)

Helt fjern beklager 17.47 selvsagt. Jeg finner heller ingen logisk forklaring på det sterke ratefallet.

Den har jo ikke vært på 14,47 siden juni?

Den er 17,48

Mye ny tonnasje?

Det er jo ratene fremover som er interessante, ikke slike tilfeldige intradager. Det tar gjerne litt tid før folket tar innover seg trenden. Jeg synes den stupte horribelt mye og raskt, men har jo skjedd undre før så vi får se om 2-3 uker hva som da er ståa. noen som har en plausibel forklaring på dypdykket i rater ? Vet jo at det er ventet mye ny tonnasje utover, men dette var uventet allefall for meg. Trodde bølgen skulle vare litt lengre. Har lært meg til å raskt akseptere endringer og det har spart meg for endel mange ganger.

Klikket inn 65 øre over OSE på 67% AVG volum. Omsatt ca 370MNOK vs ca 244MNOK på OSE såvidt jeg kan se.

14,47 Vart vi skræmt no????

Ajajjaa glad jeg ikke er blitt fristet til å gå inn i FRO. historisk har slike vendepunkt vart ganske lenge og så LAVE rater er neppe kortvarig. Håper bare at det holder seg til oljefrakt og ikke smitter over på andre shippingsegmenter. Fro faller igjen i aften på NYSE. 14,47 nå.

Hmm. Er vel ikke så rart at det sklir litt med disse illevarslende VLCC ratene. Det skal brukbare nerver til for å anta at FRO (og OET!) ikke er påvirket av dette? Spørsmålet er selvsagt hvor mye og hvor lenge... 😅

Slikt som dette ser jo ikke bra ut. Eldre skip, men scrubber da. (FRO har 5 VLCC eldre enn denne, 3 scrubbers)
Daba (2012 - Modern Scrubber) On Subs (Estimated Voyage CII: B 🟢) AG/BrazilviaCOGH Petrobras Equinor (TCE: RV USD -2K @ 61 days / Actual USD 0K @ 58 days)
Altså. -2k ??

Den godeste Ed lemper ut tall her nå:
"is "freefall" bad? asking for a friend"
"Crude cratered; clean ripped" osv
https://twitter.com/ed_fin/status/1697613391886479736

Omsetningen på NYSE er på relativt lavt nivå (kun 48% AVG nå). Det er beroligende og viser potensielt at markedet i det store og hele velger å "stå han av" og "se igjennom"? :-)

Tankers
This quarter could be well described as a ‘pause for breath’ amongst financiers who, after spending the first half of the year taking opportunities to rebalance portfolios back into the sector, decided to reconsider these moves.
Loan amounts and margins, both much improved over the nine months to June, have seen no great change since then. Indeed, some lenders are now becoming more cautious and adding additional liquidity covenants or dividend restrictions as their confidence declines slightly.
In many ways, this gives the same feeling as container markets in early 2022; the party is still going strong, but some are thinking to book a taxi home. From experience in obtaining finance for container vessels in late 2022, we would highly recommend entering the market while the music is still playing.
And this music is certainly playing! Banks, funds and leasing houses remain exceptionally keen to fund for the time being. Loan amounts on offer remain high, though as asset values have increased more quickly over the past six months the LTVs available have contracted slightly. Margins continue to fall, with banks partially offsetting base rate rises and reacting to more intense competition for new loans.

Ditto ibyx

"mixed" sies det..

Tanker FFAs mixed:
- VLCC -2%
- Suezmax +2%
- Aframax -2% to +1%
- LR1 -1%
- MR TC2 +2%
- MR TC6 +1-5%
- MR TC14 -1-3%
https://twitter.com/christankerfund/status/1697584446583755167

Tenker 185 kroner idag markerer bunnotering før evt ex-dag torsdag 14. september! :-)
Hvis ikke denne gullrekka går inn da!

189 (17.72USD) ✅
179
169
159
149
😀

Oslo (Infront TDN Direkt): Pareto Securities tar inn Mowi, Kitron, Seadrill, Stolt-Nielsen og Sparebank 1 SR-Bank i meglerhusets modellportefølje for september, mens Adevinta, Aker BP, Frontline og Gjensidige går ut.

Det fremkommer av en oppdatering fra meglerhuset fredag.

Bonheur, Hafnia, Orkla, Vår Energi og Yara beholdes i porteføljen.

Usikkerhet er kanskje en enda større driver i shipping enn ratene? :-)
Samtidig øker konkurrentene SEB kursmålet med 21%
Det med inn og ut av månedsporteføljer legger jeg liten vekt på.
Det er jo også de som mener det er lurt å gå mot strømmen som kanskje blir litt "shortish" nå? Gårsdagn bar litt preg av short kanskje? Kom de ikke litt sent gang? Allerede 5% ned fra topp?
Selg når det hausses, kjøp når det svarmales... :-)

Minner om at korreksjonen har vært oppe i 8% ved intradagsbunn hittil.
Alt mens Hafnia og clean fortsetter oppgangen..
Vel. FRO har jo også LR2... :-)

Pareto tror på en svakere q4. https://twitter.com/ed_fin/status/1697517869083308067?s=20
Men mener
1)at man bør utnytte det svake markedet nå
2) tar ut FRO i septemberportefølje

Hmm???