Frontline 20 % Dividendenrendite!? (Seite 524)
eröffnet am 09.02.05 13:10:29 von
neuester Beitrag 13.02.24 09:53:24 von
neuester Beitrag 13.02.24 09:53:24 von
Beiträge: 5.978
ID: 952.430
ID: 952.430
Aufrufe heute: 0
Gesamt: 650.451
Gesamt: 650.451
Aktive User: 0
ISIN: BMG3682E1921 · WKN: A2AD7B
11,685
EUR
+4,61 %
+0,515 EUR
Letzter Kurs 02.01.23 Lang & Schwarz
Neuigkeiten
29.02.24 · globenewswire  |
29.02.24 · globenewswire |
22.02.24 · globenewswire |
22.02.24 · globenewswire |
Werte aus der Branche Verkehr
| Wertpapier | Kurs | Perf. % |
|---|---|---|
| 1,0100 | +304,00 | |
| 0,7200 | +56,42 | |
| 0,5643 | +30,81 | |
| 22,800 | +25,00 | |
| 12,790 | +19,42 |
| Wertpapier | Kurs | Perf. % |
|---|---|---|
| 35,45 | -11,38 | |
| 1,2600 | -11,89 | |
| 0,9100 | -12,50 | |
| 0,6000 | -15,25 | |
| 8,2702 | -49,26 |
Beitrag zu dieser Diskussion schreiben
Feedback
Wenn ich wieder geld hab kauf ich sie auf jeden nach.
Die rendite is so gut das man schon nach kurzer zeit einen gutn teil seines Investments raus hat hehe.
Die rendite is so gut das man schon nach kurzer zeit einen gutn teil seines Investments raus hat hehe.
Possible reprieve for single hullers
7 April 2006
Tradewinds
Talk of tanker shortages by 2010 is causing uncertainty over how strictly the new Marpol 13G will be applied.
The end of single-hull tankers should provide a major boost to the trading market in 2010 if the revised Marpol 13G phase-out is strictly applied worldwide.
But with emerging evidence of a potential shortfall of tanker tonnage, more flag states and importing countries seem likely to continue to accept single hulls after that date. And that has the potential to send the market in the other direction.
The uncertainties are confusing owners in their investment decisions as the clock keeps ticking.
The planned phase-out in 2010 is still four years away but with orderbooks full there is not much time left to decide on replacing or converting single-hull tonnage.
Leading tanker operator Frontline hopes the phase-out will go according to schedule. Despite owning 10 single-hull VLCCs out of a fleet of 32 and 12 single-hull suezmax tankers out of a fleet of 26, it says it is in a position to gain from the end of single hulls.
Managing director Oscar Spieler told TradeWinds: "The tanker phase-out is not a headache for us. The best thing for the market will be if all the single-hull tankers are scrapped in 2010. But if that happens, there simply will not be enough vessels, so it won't happen."
Spieler estimates there are 155 VLCCs on order between now and 2009 and there are around 155 VLCCs due for scrapping if the new revised Marpol 13G is strictly applied by 2010.
But while the replacement demand has been ordered, the new tonnage required to meet the rising demand in world trade has not yet been contracted.
He suggests a 2% increase in oil demand worldwide will generate an annual demand for up to 18 more VLCCs requiring up to a further 100 vessels by the end of 2010. And that is not to mention the additional suezmax tonnage that will be needed.
Spieler calculates that given the orderbooks at the major yards, there is only room for a maximum of 50 more VLCCs to be built by 2010.
The only possible wrench in the works would come if a substantial amount of new Chinese shipyard capacity were to come on-stream.
Frontline's view of the VLCC market is mirrored in the wider tanker market, where the potential scrapping and new tonnage are currently in balance.
According to Clarkson, the current orderbook stands at 87.3 million dwt, close to the 89.6 million dwt that will have to be phased out by 2010.
However, the potential shortage of tonnage is causing owners to question how extensively the new revised Marpol 13G will be applied.
The regulation allows flag and port states the right to permit single-hull tankers to trade on to the age of 25 as long as they comply with the relevant condition-assessment scheme. Clarkson says that around 57.2 million dwt of ships fit into this category and could be allowed to trade on until 2015 at the discretion of governments.
Japan and Singapore have said they will continue to accept single-hull tankers post-2010. And with the shortage of tonnage in prospect, many believe others will follow.
Frontline, for one, looks to have found a safety net with plans to switch its single-hull fleet to either heavylift ships or a new generic type of flotation production, storage and offloading vessel (FPSO).
But the general uncertainty has complicated the question of what owners should do with their single-hull tonnage. Conversion to double hull could prove a costly mistake if single-hull tankers are given a new lease on life and allowed to trade on to 2015, leading to an excess of tonnage.
But it could also prove a missed opportunity if, as regulators intended, 2010 marks the end of single hulls.
7 April 2006
Tradewinds
Talk of tanker shortages by 2010 is causing uncertainty over how strictly the new Marpol 13G will be applied.
The end of single-hull tankers should provide a major boost to the trading market in 2010 if the revised Marpol 13G phase-out is strictly applied worldwide.
But with emerging evidence of a potential shortfall of tanker tonnage, more flag states and importing countries seem likely to continue to accept single hulls after that date. And that has the potential to send the market in the other direction.
The uncertainties are confusing owners in their investment decisions as the clock keeps ticking.
The planned phase-out in 2010 is still four years away but with orderbooks full there is not much time left to decide on replacing or converting single-hull tonnage.
Leading tanker operator Frontline hopes the phase-out will go according to schedule. Despite owning 10 single-hull VLCCs out of a fleet of 32 and 12 single-hull suezmax tankers out of a fleet of 26, it says it is in a position to gain from the end of single hulls.
Managing director Oscar Spieler told TradeWinds: "The tanker phase-out is not a headache for us. The best thing for the market will be if all the single-hull tankers are scrapped in 2010. But if that happens, there simply will not be enough vessels, so it won't happen."
Spieler estimates there are 155 VLCCs on order between now and 2009 and there are around 155 VLCCs due for scrapping if the new revised Marpol 13G is strictly applied by 2010.
But while the replacement demand has been ordered, the new tonnage required to meet the rising demand in world trade has not yet been contracted.
He suggests a 2% increase in oil demand worldwide will generate an annual demand for up to 18 more VLCCs requiring up to a further 100 vessels by the end of 2010. And that is not to mention the additional suezmax tonnage that will be needed.
Spieler calculates that given the orderbooks at the major yards, there is only room for a maximum of 50 more VLCCs to be built by 2010.
The only possible wrench in the works would come if a substantial amount of new Chinese shipyard capacity were to come on-stream.
Frontline's view of the VLCC market is mirrored in the wider tanker market, where the potential scrapping and new tonnage are currently in balance.
According to Clarkson, the current orderbook stands at 87.3 million dwt, close to the 89.6 million dwt that will have to be phased out by 2010.
However, the potential shortage of tonnage is causing owners to question how extensively the new revised Marpol 13G will be applied.
The regulation allows flag and port states the right to permit single-hull tankers to trade on to the age of 25 as long as they comply with the relevant condition-assessment scheme. Clarkson says that around 57.2 million dwt of ships fit into this category and could be allowed to trade on until 2015 at the discretion of governments.
Japan and Singapore have said they will continue to accept single-hull tankers post-2010. And with the shortage of tonnage in prospect, many believe others will follow.
Frontline, for one, looks to have found a safety net with plans to switch its single-hull fleet to either heavylift ships or a new generic type of flotation production, storage and offloading vessel (FPSO).
But the general uncertainty has complicated the question of what owners should do with their single-hull tonnage. Conversion to double hull could prove a costly mistake if single-hull tankers are given a new lease on life and allowed to trade on to 2015, leading to an excess of tonnage.
But it could also prove a missed opportunity if, as regulators intended, 2010 marks the end of single hulls.
DER KURS ZIEHT IN DEN USA WIEDER AN 
Antwort auf Beitrag Nr.: 21.083.329 von ballard1 am 05.04.06 12:17:35klar wird die Zukunft gehandelt, aber m.M. nach eine zu starke Abwertung von Frontline.
bin erstmal raus, um die Verluste gegenrechnen zu können.
Trading Spotlight
Antwort auf Beitrag Nr.: 21.081.407 von jerobeam am 05.04.06 10:44:54vielen Dank für die News, fragt man sich nur um alles schlechte bereits im Kurs kompensiert ist
Antwort auf Beitrag Nr.: 21.081.061 von jerobeam am 05.04.06 10:26:37postings
#337 vom 12.08.2005
#335 vom 12.08.2005
#332 vom 10.08.2005
Frachtraten sind heute noch mal weiter gefallen
MEG-East VLCC auf $22760 (WS 57 !!!)
WAFR-USG VLCC auf $36580 (WS 73)
WAFR-USAC Suez auf $20710 (WS 101)
break-even Raten sind laut letztem Quartalsbericht $28149 für VLCC und $22027 für Suezmax.
Im Klartext heisst das : Frontline fährt momentan hart am Wind. Wenn der Spotmarkt schwächer wird (was durchaus der Fall sein könnte, schliesslich ist das Angebot an Tankern nicht gerade fallend, die Ölgesellschaften haben ihre Flotten stark erweitert oder langfristige Charterverträge abgeschlossen, brauchen den Spotmarkt also weniger) könnte das böse Konsequenzen haben. Der Kursverfall der letzten Monate spricht Bände.
#337 vom 12.08.2005
#335 vom 12.08.2005
#332 vom 10.08.2005
Frachtraten sind heute noch mal weiter gefallen
MEG-East VLCC auf $22760 (WS 57 !!!)
WAFR-USG VLCC auf $36580 (WS 73)
WAFR-USAC Suez auf $20710 (WS 101)
break-even Raten sind laut letztem Quartalsbericht $28149 für VLCC und $22027 für Suezmax.
Im Klartext heisst das : Frontline fährt momentan hart am Wind. Wenn der Spotmarkt schwächer wird (was durchaus der Fall sein könnte, schliesslich ist das Angebot an Tankern nicht gerade fallend, die Ölgesellschaften haben ihre Flotten stark erweitert oder langfristige Charterverträge abgeschlossen, brauchen den Spotmarkt also weniger) könnte das böse Konsequenzen haben. Der Kursverfall der letzten Monate spricht Bände.
Die Gewinne von Frontline werden in den nächsten 1-2 Jahren sinken. Verlustquartale sind nicht auszuschliessen.
Die Dividende wird auf das normalisierte Niveau zurückgefahren. Evtl. wird sie ganz gestrichen wenn zu lange unter break-even gefahren wird.
Ich habe schon lange davor gewarnt, aber ich war wohl etwas zu früh und wurde nur als Spinner bzw. Spielverderber abgetan.
Die Dividende wird auf das normalisierte Niveau zurückgefahren. Evtl. wird sie ganz gestrichen wenn zu lange unter break-even gefahren wird.
Ich habe schon lange davor gewarnt, aber ich war wohl etwas zu früh und wurde nur als Spinner bzw. Spielverderber abgetan.
Wer kann den Markt auf Sicht von 12 Monaten einschätzen.
Für mich stellt sich die Frage komplett aussteigen oder viel eher günstig nachlegen.
Danke vorab
b.
Für mich stellt sich die Frage komplett aussteigen oder viel eher günstig nachlegen.
Danke vorab
b.
"Ich hoffe es, weil ich weiter vorerst noch an gute Ergebnisse glaube!"
Da wird wohl irgendeine Form von Übernatürlicher Intervention nötig sein bei diesen Raten :
Sector Prev. SPOT WS Last WS WS +/- Bunkers (IFO380) p/Mt Net earning TCE rate p/day TCE p/day +/-
MEG – East VLCC (260K) 60 59 -1 $312 $1 112 800 $24 450 -$850
Wafr – USG VLCC (260K) 74 73 -1 $310 $1 427 000 $36 580 -$840
Wafr - USAC SuezM. (130K) 114 113 -1 $310 $904 400 $25 840 -$420
Nsea -UKC AfraM. (80K) 110 110 0 $292 $113 600 $13 680 $0
Carib-USG AfraM. (70K) 180 153 -27 $310 $280 200 $18 680 -$6 890
Gut wenn man den Glauben hat.
Da wird wohl irgendeine Form von Übernatürlicher Intervention nötig sein bei diesen Raten :
Sector Prev. SPOT WS Last WS WS +/- Bunkers (IFO380) p/Mt Net earning TCE rate p/day TCE p/day +/-
MEG – East VLCC (260K) 60 59 -1 $312 $1 112 800 $24 450 -$850
Wafr – USG VLCC (260K) 74 73 -1 $310 $1 427 000 $36 580 -$840
Wafr - USAC SuezM. (130K) 114 113 -1 $310 $904 400 $25 840 -$420
Nsea -UKC AfraM. (80K) 110 110 0 $292 $113 600 $13 680 $0
Carib-USG AfraM. (70K) 180 153 -27 $310 $280 200 $18 680 -$6 890
Gut wenn man den Glauben hat.
Durchsuchen
