User:Haus/9: Difference between revisions

From Wikipedia, the free encyclopedia
Browse history interactively
← Previous editNext edit →
Content deleted Content added
VisualWikitext
cites
arranging content
Line 5: Line 5:
<ref name="unctad0763">UNCTAD 2007, p. 63.</ref>
<ref name="unctad0763">UNCTAD 2007, p. 63.</ref>


==Chartering==
* Overview
** Important concepts
** Variables
** Recent years
***2006 was a good year for all tanker market segments, but not as good as the previous two years<ref name="unctad0757"/>
***in 2006, the tanker freight market evolved against a background of high oil prices, increased geopolitical tensions, fears about oil supply disruptions, OPEC decisions to cut production and a growing demand for oil.<ref name="unctad0757"/>
***The main driving force for tanker shipping in 2006 continued to be the growing demand for oil.<ref name="unctad0757"/>
***imports into the United States and Western Europe continued to grow moderately, demand in the expanding economies, especially China, has been growing exponentially.<ref name="unctad0757"/>
***As of 2006, it would appear that sustained growth of oil prices over the past few years had, so far, a limited impact on demand.<ref name="unctad0757"/>
***All five freight indices collected for tanker ships dropped during 2006<ref name="unctad0757"/>
*** a great volatility in rates and<ref name="unctad0761"/>
*** usual seasonal trend was observed during the first quarter owing to winter demand<ref name="unctad0761"/>
*** 2007, persistent average spot rates volatility in all tanker sectors<ref name="unctad0761"/>
*** reduced activity resulting from a weaker winter demand (milder temperature), excess tonnage, supply in the Persian Gulf loading areas and, more specifically, single-hull tankers in the East of Suez market, refinery outages, restricted cargo supplies due to the OPEC cuts and extended refinery maintenance periods.<ref name="unctad0761"/>
*** increase in summer demand in May (driving season in the United States and airconditioning
units) resulted in increased demand for gasoline,<ref name="unctad0761"/>


===Charter party===

<ref name="unctad0757"/>
<ref name="unctad0759"/>
<ref name="unctad0761"/>
<ref name="unctad0762"/>
<ref name="unctad0763"/>


==Chartering and freight rates==
* Charter party def
* Charter party def
* Types of charter agreements
* Types of charter agreements
** Voyage charter
** Time charter
***2006 chartering activity: 58% long-term charters of 24 years or more, 14% 12-24 years, 4% 6-12 years, an 24% less than 6 years.<ref name="unctad0763"/>
***1-year time charter rates for a 5-year-old ship of 280,000 dwt went from $56,500 per day in December 2005 to $53,000 per day in September 2007 with a high of $64,500 per day in September 2006.<ref name="unctad0763"/>
** Bareboat charter
** Contract of Affreightment

===Freight rate===
* Freight rate def
* Freight rate def
* 4 types of freight rate
* 4 types of freight rate
**WS/ATRS
**WS/ATRS
*** crude- average VLCC/ULCC WS rates from the Persian Gulf to Japan in 2006 ranged from WS 58 to WS 110<ref name="unctad0759"/>
*** crude-avg suezmax West Africa–North West Europe ranged from WS 115 to WS 176<ref name="unctad0759"/>
*** crude-aframax, North West Europe–North West Europe, WS 101 to WS 180<ref name="unctad0759"/>
*** crude-handysize, Mediterranean–Mediterranean 165- 342<ref name="unctad0759"/>
*** clean tankers, 20 - 80,000 dwt, WS 112 for 70k-80dwt Persian Gulf–Japan to WS 438 25,000–35,000 dwt Singapore–East Asia<ref name="unctad0759"/>

**Lump sum
**Lump sum
**Rate per ton
**Rate per ton
**Time charter equivalent
**Time charter equivalent
'''CRUDE'''

*** VLCC, Persian Gulf to Japan, annual average time charter equivalent earnings were $51,550 in 2006, $59,070 in 2005 and $95,250 in 2004.<ref name="unctad0761"/>

*** VLCC: time charter equivalent earnings for ships of 260,000 dwt on the West Africa to the Gulf of Mexico route were $43,400 per day in December 2006<ref name="unctad0762"/>
----
*** crude Suezmax, West Africa–Caribbean/East Coast of North America route, the annual average time charter
p. 57
*2006 was a good year for all tanker market segments, but not as good as the previous two years<ref name="unctad0757"/>
*in 2006, the tanker freight market evolved against a background of high oil prices, increased geopolitical
tensions, fears about oil supply disruptions, OPEC decisions to cut production and a growing demand for oil.<ref name="unctad0757"/>
*The main driving force for tanker shipping in 2006 continued to be the growing demand for oil.<ref name="unctad0757"/>
*imports into the United States and Western Europe continued to grow moderately, demand in the expanding economies, especially China, has been growing exponentially.<ref name="unctad0757"/>
*As of 2006, it would appear that sustained growth of oil prices over the past few years had, so far, a limited impact on demand.<ref name="unctad0757"/>
*All five freight indices collected for tanker ships dropped during 2006<ref name="unctad0757"/>

p. 59
* crude- average VLCC/ULCC WS rates from the Persian Gulf to Japan in 2006 ranged from WS 58 to WS 110<ref name="unctad0759"/>
* crude-avg suezmax West Africa–North West Europe ranged from WS 115 to WS 176<ref name="unctad0759"/>
* crude-aframax, North West Europe–North West Europe, WS 101 to WS 180<ref name="unctad0759"/>
* crude-handysize, Mediterranean–Mediterranean 165- 342<ref name="unctad0759"/>
* clean tankers, 20 - 80,000 dwt, WS 112 for 70k-80dwt Persian Gulf–Japan to WS 438 25,000–35,000 dwt Singapore–East Asia<ref name="unctad0759"/>

p. 61
* a great volatility in rates and<ref name="unctad0761"/>
* usual seasonal trend was observed during the first quarter owing to winter demand<ref name="unctad0761"/>
* 2007, persistent average spot rates volatility in all tanker sectors<ref name="unctad0761"/>
* reduced activity resulting from a weaker winter demand (milder temperature), excess tonnage
supply in the Persian Gulf loading areas and, more specifically, single-hull tankers in the East of Suez market, refinery outages, restricted cargo supplies due to the OPEC cuts and extended refinery maintenance periods.<ref name="unctad0761"/>
*increase in summer demand in May (driving season in the United States and airconditioning
units) resulted in increased demand for gasoline,<ref name="unctad0761"/>

'''CRUDE TANKERS'''
* VLCC, Persian Gulf to Japan, annual average time charter equivalent earnings were $51,550 in 2006, $59,070 in 2005 and $95,250 in 2004.<ref name="unctad0761"/>

p. 62
* VLCC: time charter equivalent earnings for ships of 260,000 dwt on the West Africa to the Gulf of Mexico route were $43,400 per day in December 2006<ref name="unctad0762"/>
*Suezmax, West Africa–Caribbean/East Coast of North America route, the annual average time charter
equivalent earning were $46,000 per day in 2006 compared with $47,550 per day in 2005, and $64,800 per day in 2004.<ref name="unctad0762"/>
equivalent earning were $46,000 per day in 2006 compared with $47,550 per day in 2005, and $64,800 per day in 2004.<ref name="unctad0762"/>
*2006, Suezmax, Equivalent time charter earnings for a 40,000 dwt ship were $56,300 per day in January, $59,500 per day in August and $42,000 per day in December.<ref name="unctad0762"/>
*** crude 2006, Suezmax, Equivalent time charter earnings for a 40,000 dwt ship were $56,300 per day in January, $59,500 per day in August and $42,000 per day in December.<ref name="unctad0762"/>
***crude - 2006, Aframax, cross-Mediterranean route dropped from $43,915 in 2004 to $39,000 in 2005 and $31,750 in 2006.<ref name="unctad0763"/>

***crude- 2006, aframax, average rates fluctuated, with voyages within the North-West Europe ranging from WS101 in April to WS 180 in October. For a 80,000 dwt ship, this is equivalent to time charter earnings of $21,600 and $66,000 respectively<ref name="unctad0763"/>
p. 63
*2006, Aframax, cross-Mediterranean route dropped from $43,915 in 2004 to $39,000 in 2005 and $31,750 in 2006.<ref name="unctad0763"/>
***crude- 2006, handysize, time charter equivalent earnings for the Caribbean to the East Coast of North America were, for a ship of 60,000 dwt, $40,900 per day in December 2005 (WS272), $42,800 per day in January 2006 (WS267) and $22,300 per day in September 2006 (WS166).<ref name="unctad0763"/>
*2006, aframax, average rates fluctuated, with voyages within the North-West Europe ranging from WS101 in April to WS 180 in October. For a 80,000 dwt ship, this is equivalent to time charter earnings of $21,600 and $66,000 respectively<ref name="unctad0763"/>
***crude - Estimated 1-year time charter rates for a 5-year Suezmax vessel (95,000–110,000 dwt) were $36,000 per day in January 2005 and $32,500 per day in December 2006. Rates started at $32,100 per day in January 2007 and reached $33,000 per day in May.<ref name="unctad0763"/>
'''PRODUCT'''
* 2006, handysize, time charter equivalent earnings for the Caribbean to the East Coast of North America were, for a ship of 60,000 dwt, $40,900 per day in December 2005 (WS272), $42,800 per day in January 2006 (WS267) and $22,300 per day in September 2006 (WS166).<ref name="unctad0763"/>
*** product - in 2006, product tanker demand increased due to economic expansion in Asia, especially China and India,<ref name="unctad0763"/>
*Estimated 1-year time charter rates for a 5-year Suezmax vessel (95,000–110,000 dwt) were $36,000 per day in January 2005 and $32,500 per day in December 2006. Rates started at $32,100 per day in January 2007 and reached $33,000 per day in May.<ref name="unctad0763"/>
*** product - in 2006, average time charter equivalent earnings for product tankers decreased, compared with the two previous years.<ref name="unctad0763"/>

*** product - 2006, average annual time charter equivalent earnings on the Caribbean–East Coast of North America/Gulf of Mexico route were $21,400 per day in 2006 compared with $25,240 per day in 2005 and $24,550 in 2004.<ref name="unctad0763"/>
'''PRODUCT TANKERS'''
*** product - 2006, 50,000 to 60,000 dwt, Persian Gulf to Japan, average spot rates were WS194 in
* in 2006, product tanker demand increased due to economic expansion in Asia, especially China and India,<ref name="unctad0763"/>
* in 2006, average time charter equivalent earnings for product tankers decreased, compared with the two previous years.<ref name="unctad0763"/>
* 2006, average annual time charter equivalent earnings on the Caribbean–East Coast of North America/Gulf of Mexico route were $21,400 per day in 2006 compared with $25,240 per day in 2005 and $24,550 in 2004.<ref name="unctad0763"/>
* 2006, 50,000 to 60,000 dwt, Persian Gulf to Japan, average spot rates were WS194 in
December 2006 compared with WS316 in December 2005, or charter equivalent earnings of $24,700 per day and $45,900 per day resp<ref name="unctad0763"/>
December 2006 compared with WS316 in December 2005, or charter equivalent earnings of $24,700 per day and $45,900 per day resp<ref name="unctad0763"/>

'''Chartering'''
*2006 product tanker chartering activity: 58% long-term charters of 24 years or more, 14% 12-24 years, 4% 6-12 years, an 24% less than 6 years.<ref name="unctad0763"/>
*1-year time charter rates for a 5-year-old ship of 280,000 dwt went from $56,500 per day in
December 2005 to $53,000 per day in September 2007 with a high of $64,500 per day in September 2006.<ref name="unctad0763"/>

Revision as of 09:53, 9 October 2008

[1] [2] [3] [4] [5]

Chartering

  • Overview
    • Important concepts
    • Variables
    • Recent years
      • 2006 was a good year for all tanker market segments, but not as good as the previous two years[1]
      • in 2006, the tanker freight market evolved against a background of high oil prices, increased geopolitical tensions, fears about oil supply disruptions, OPEC decisions to cut production and a growing demand for oil.[1]
      • The main driving force for tanker shipping in 2006 continued to be the growing demand for oil.[1]
      • imports into the United States and Western Europe continued to grow moderately, demand in the expanding economies, especially China, has been growing exponentially.[1]
      • As of 2006, it would appear that sustained growth of oil prices over the past few years had, so far, a limited impact on demand.[1]
      • All five freight indices collected for tanker ships dropped during 2006[1]
      • a great volatility in rates and[3]
      • usual seasonal trend was observed during the first quarter owing to winter demand[3]
      • 2007, persistent average spot rates volatility in all tanker sectors[3]
      • reduced activity resulting from a weaker winter demand (milder temperature), excess tonnage, supply in the Persian Gulf loading areas and, more specifically, single-hull tankers in the East of Suez market, refinery outages, restricted cargo supplies due to the OPEC cuts and extended refinery maintenance periods.[3]
      • increase in summer demand in May (driving season in the United States and airconditioning

units) resulted in increased demand for gasoline,[3]

Charter party

  • Charter party def
  • Types of charter agreements
    • Voyage charter
    • Time charter
      • 2006 chartering activity: 58% long-term charters of 24 years or more, 14% 12-24 years, 4% 6-12 years, an 24% less than 6 years.[5]
      • 1-year time charter rates for a 5-year-old ship of 280,000 dwt went from $56,500 per day in December 2005 to $53,000 per day in September 2007 with a high of $64,500 per day in September 2006.[5]
    • Bareboat charter
    • Contract of Affreightment

Freight rate

  • Freight rate def
  • 4 types of freight rate
    • WS/ATRS
      • crude- average VLCC/ULCC WS rates from the Persian Gulf to Japan in 2006 ranged from WS 58 to WS 110[2]
      • crude-avg suezmax West Africa–North West Europe ranged from WS 115 to WS 176[2]
      • crude-aframax, North West Europe–North West Europe, WS 101 to WS 180[2]
      • crude-handysize, Mediterranean–Mediterranean 165- 342[2]
      • clean tankers, 20 - 80,000 dwt, WS 112 for 70k-80dwt Persian Gulf–Japan to WS 438 25,000–35,000 dwt Singapore–East Asia[2]
    • Lump sum
    • Rate per ton
    • Time charter equivalent

CRUDE

      • VLCC, Persian Gulf to Japan, annual average time charter equivalent earnings were $51,550 in 2006, $59,070 in 2005 and $95,250 in 2004.[3]
      • VLCC: time charter equivalent earnings for ships of 260,000 dwt on the West Africa to the Gulf of Mexico route were $43,400 per day in December 2006[4]
      • crude Suezmax, West Africa–Caribbean/East Coast of North America route, the annual average time charter

equivalent earning were $46,000 per day in 2006 compared with $47,550 per day in 2005, and $64,800 per day in 2004.[4]

      • crude 2006, Suezmax, Equivalent time charter earnings for a 40,000 dwt ship were $56,300 per day in January, $59,500 per day in August and $42,000 per day in December.[4]
      • crude - 2006, Aframax, cross-Mediterranean route dropped from $43,915 in 2004 to $39,000 in 2005 and $31,750 in 2006.[5]
      • crude- 2006, aframax, average rates fluctuated, with voyages within the North-West Europe ranging from WS101 in April to WS 180 in October. For a 80,000 dwt ship, this is equivalent to time charter earnings of $21,600 and $66,000 respectively[5]
      • crude- 2006, handysize, time charter equivalent earnings for the Caribbean to the East Coast of North America were, for a ship of 60,000 dwt, $40,900 per day in December 2005 (WS272), $42,800 per day in January 2006 (WS267) and $22,300 per day in September 2006 (WS166).[5]
      • crude - Estimated 1-year time charter rates for a 5-year Suezmax vessel (95,000–110,000 dwt) were $36,000 per day in January 2005 and $32,500 per day in December 2006. Rates started at $32,100 per day in January 2007 and reached $33,000 per day in May.[5]

PRODUCT

      • product - in 2006, product tanker demand increased due to economic expansion in Asia, especially China and India,[5]
      • product - in 2006, average time charter equivalent earnings for product tankers decreased, compared with the two previous years.[5]
      • product - 2006, average annual time charter equivalent earnings on the Caribbean–East Coast of North America/Gulf of Mexico route were $21,400 per day in 2006 compared with $25,240 per day in 2005 and $24,550 in 2004.[5]
      • product - 2006, 50,000 to 60,000 dwt, Persian Gulf to Japan, average spot rates were WS194 in

December 2006 compared with WS316 in December 2005, or charter equivalent earnings of $24,700 per day and $45,900 per day resp[5]

  1. ^ a b c d e f g UNCTAD 2007, p. 57.
  2. ^ a b c d e f UNCTAD 2007, p. 59.
  3. ^ a b c d e f g UNCTAD 2007, p. 61.
  4. ^ a b c d UNCTAD 2007, p. 62.
  5. ^ a b c d e f g h i j k UNCTAD 2007, p. 63.
Retrieved from "https://en.wikipedia.org/w/index.php?title=User:Haus/9&oldid=244096048"