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Msg  11158 of 12125  at  3/4/2016 9:38:33 AM  by

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Golden Ocean CEO Says Shipping Market Is Worst in Modern History_

 
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Golden Ocean CEO Says Shipping Market Is Worst in Modern History

Photo: Golden Ocean Group
Photo: Golden Ocean Group

By Mikael Holter and Alex Longley

(Bloomberg) — Shippers ferrying coal, iron ore and grains across the globe have never had it this bad and should expect little respite for another two years, according to Golden Ocean Group Ltd., a company part owned by Norway-born billionaire John Fredriksen.

An enormous oversupply of vessels isn’t sustainable and the dry-bulk industry will soon be contending with “a lot of bankruptcies,” Herman Billung, chief executive officer of Golden Ocean, said at a conference in Oslo on Thursday. Fredriksen, whose personal fortune is about $10.5 billion, is the company’s biggest investor, according to data compiled by Bloomberg.

“In dry bulk, we haven’t seen as bad a market since the Viking age,” Billung said in an interview after speaking. “Has it ever been this bad in modern history? I would say no.”

Dry bulk shipping has been hit by a chronic oversupply as well as faltering demand from China, where the economy is growing more slowly and shifting away from commodity-intensive heavy industries. A shipbuilding boom saw fleet growth double in the seven years through December on the belief China’s economy would continue growing at a record pace. With more ships available than the market requires, the average daily rent to a 1,000-foot long Capesize bulk carrier has fallen below $1,000 for the first time ever.

Golden Ocean shares rose 0.2 percent to 5.03 kroner (58 cents), giving the company a market value of 2.62 billion kroner

  2.      

       Asia Capesize Rates to Stay Flat Despite Increase in Idle, Scrapped Chips

 
 
dry bulk ship
Friday’s session marked 11 straight days of gains for the Baltic Dry Index. Photo credit: Shutterstock/tcly

ReutersBy Keith Wallis

SINGAPORE, March 3 (Reuters) – Freight rates for capesize bulk carriers on key Asian routes are likely to remain flat as the number of vessels for hire outpaces cargo demand, ship brokers said.

That came despite an increase in number of idled ships and ships sent for demolition, brokers said.

“I expect the market to stay at the same level for a while – at least one or two weeks,” a Shanghai-based ship broker said on Thursday.

“Generally, the first quarter is the weakest; we could expect an improvement in April,” the broker added.

“The market is very flat – there is still a lot of vessels,” the broker said.

Around 70 capesize vessels are idled or available for charter in the Pacific with around 50 waiting for cargo in the Atlantic, brokers said.

Capesize vessels totalling 5.2 million deadweight tonnes have been sold for scrapping since January, a 94 percent increase compared with the same period last year, figures from British shipping services firm Clarkson showed.

But delivery of new capesize vessels this year has matched the volume sent for demolition.

“Deliveries are a big number – 29 vessels have been delivered this year, also above 5 million dwt,” the Shanghai-broker said.

The extreme imbalance (between cargo demand and tonnage supply) in the capesize market has not been seen for three or four decades, Norwegian ship broker Fearnley said in a note on Wednesday.

“(The) focus is divided between spot challenges and concern for big and medium industry names struggling to survive. Daily spot earnings have dipped a further 10-15 percent week-on-week to an apocalyptic $2,200,” the Fearnley note added.

That compared with current daily operating costs of around $7,000-$7,500, according to accountancy firm Moore Stephens.

“Mineral volumes keep on disappointing for both fronthaul, transatlantic and transpacific,” Fearnley said.

Capesize charter rates for the Western Australia-China route climbed to around $3 per tonne on Wednesday, up from $2.92 a tonne last Wednesday.

Rates for the Brazil-China route slipped to $5.45 per tonne on Wednesday compared with $5.72 per tonne the same day last week.

Rates on both routes have been range-bound for the last two months.

Panamax rates for a North Pacific round-trip voyage rose to $3,387 per day, up from $2,926 per day last week. That is the highest since Nov. 13.

Rates were buoyed by increased chartering volumes in the Pacific that were supported by a rise in grain cargoes in the Atlantic, a Singapore-based panamax broker said on Thursday.

Freight rates for smaller supramax vessels were firmer on increased fixing activity, Fearnley said.

The Baltic Exchange’s main sea freight index rose to 335 on Wednesday, up from 322 last week, but could test resistance at 348, Reuters technical analysis showed.

(Reporting by Keith Wallis; Editing by Biju Dwarakanath)     
  3: 
      

The Shipping Industry Isn’t Doing as Well as It Looks From Space

 
 
 
Photo: Shutterstock/Lukasz Z
Photo: Shutterstock/Lukasz Z

By Alex Longley

(Bloomberg) — For an industry that is losing money on almost every transaction, the world’s commodity shippers are remarkably busy grabbing any cargo they can get their hands on.

From space, where satellites track ship movements, it all appears like the market is booming, data compiled by Bloomberg show. At giant iron-ore loading terminals in Brazil and Australia, millions of tons are loaded each month on vessels that come and go like clockwork. Along the coastlines of China, Singapore and even Greece, the picture is the same: little waiting about.

But all that movement is a consequence of weakness, not strength. Commodity prices and demand are so lousy, freight rates for the biggest ships don’t even cover a third of the cost of their crews. While owners would normally idle ships when things slow down, hoping to spark a rebound in rates, the outlook this time around is so dire that many figure it’s better to have some business. Otherwise, they risk losing market share and earning nothing.

“It’s a bizarre scenario,” said Simon Francis, the founder of G-Ports Ltd., a Penryn, England based company that’s been monitoring shipping congestion for a decade. “There don’t seem to be that many waiting around for cargo” even though the industry is “on its knees,” he said.

Shipbuilding Boom

For the first time since the early 1990s, combined trade in coal and iron ore is poised for two straight years of contraction, predicts Clarkson Research, part of the world’s biggest shipbroker. Almost every type of commodity carrier will fail to make a profit this year, and they’ll earn almost nothing in 2017, according to analysts’ forecasts and industry breakeven figures compiled by Bloomberg.

The current crisis stems from a shipbuilding boom that doubled the fleet’s capacity in the seven years through December, which included a bull market in commodity prices as global demand surged. Owners increased new-vessel orders when rates rose to a record from 2007 to 2009, wagering that China’s near double-digit economic growth at that time would persist. It was a bad bet. Instead, the world’s second-largest economy is expanding at the weakest pace in 25 years.

Tough Choice

As ship owners wrestle with oversupply, they are scuttling older vessels at an unprecedented pace. A record 88 capesize bulkers were broken up last year, and 14 had already been scrapped at the end of January this year, according to GMS, which buys ships destined for demolition. It may not be enough. Wrecking yards would have to scuttle more than three times the number of ships scrapped last year to stabilize freight rates, according to Herman Hildan, a shipping-equity analyst at Clarksons Platou Securities in Oslo.

Owners saddled with more ships than they need are faced with a choice: leave vessels waiting at major ports in the hope that rates pick up, or carry on shipping unprofitably. For now, many are choosing the latter.

While some ships are sitting idle, most are on the move. Average waiting near Port Hedland in Australia was four days for 80 Capesize ships preparing to load iron ore, according to data compiled by Bloomberg. Off Brazil, it was five days for 36 vessels. Of vessels monitored near China, the average was two days.

“Delays haven’t really done a lot for months,” said Francis, the founder of G-Ports.

There are multiple ways owners can idle carriers. They can either reject cargoes for several days in anticipation of better rates, or they mothball vessels for months or years, a process the industry calls layup. The longer the inactivity, the more difficult it is to reactivate the ship. There are few signs that owners are turning away business or waiting out the slump, according to Herman Billung, the chief executive officer of Oslo-based Golden Ocean Group Ltd., which has a fleet of 70 vessels.

Costly Process

That is in part because laying up a ship — removing some of its crew and anchoring it — is a long and sometimes costly process, Billung said. Owners will often borrow ships from one another, either because they are betting on a rates rally or because they have cargoes they need to cover. When rates fall, such companies need the ships to earn whatever they can to repay the companies who lent the vessels. There are also loans and other financing expenses to consider.

“Anything giving a return better than zero makes sense” for many owners, the shipping executive said by telephone Feb 25. “It’s a big tussle.”

The dry bulk fleet could decline by the end of the year, Billing said in a March 3 interview, adding it could take a couple of years for commodity shipping to recover. Golden Ocean rose as much as 2.4 percent to 5.14 kroner (59 cents) in Oslo Thursday, giving the company a market value of 2.6 billion kroner. The stock traded at 5.04 kroner at 11:38 a.m. London time.

Speeds Steady

Even ship speeds, which owners can reduce to manage vessel supply and curb their fuel costs, are little changed this year compared with the same period in 2015. Capesizes moved at an average of 8.6 knots in 2016, compared with 8.78 knots a year earlier. That compares with more than 11 knots in 2009, the highest annual average in data compiled by Bloomberg since 2008.

To reverse the rout, the industry would need to hold back ships as rates tumble to record lows. The average time-charter return for a Capesize vessel dipped below $1,000 a day for the first time ever on Feb. 26, down from a record high of $223,000 in 2008. The daily cost of a crew is about $3,167, and that’s exceeded rates every day since Jan. 6, based on estimates by shipping consultant Moore Stephens. The future isn’t looking much better.

“There doesn’t even seem to be light at the end of the tunnel,” Hildan said by phone, adding that the industry’s biggest vessels may not break even again until 2018.

© 2016 Bloomberg L.P        

       
 


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