Entradas
Source: Glgroup
Summary
A healthy Panamax class dry bulk fleet benefits equity market participants.
Panamax class vessels have done relatively well. The ships have benefitted from a good demand in iron ore, grain and coal. Coal transport demand has been strong in concert with the rise in iron ore trade, allowing Panamax ships to join the Capesize fleet in benefiting from the uptrend.
Analysis
Panamax class vessels have been part of the fluctuation of the broader current dry bulk market. They have experienced occasional steep movements, due to factors including ones associated with the global economy. While some of the factors have caused a damper on demand, time charter average rates for Panamax ships overall have risen in the last 18 months, without drastic fluctuations compared to Capesize rates. There was the impact caused by India's ban on export from some ports. Although a small volume affected, it appeared to have had a physiological effect. Recently, there were reports of declining port congestions for Panamax cargoes. Although a sign of strength in demand, it lets rates lose their momentum. Coupling fixtures, stockpiles and reported export volumes on grain, coal and iron ore shows a sign of reliability, consistency and strength of the class.
Rates continue to hover around 16-18K for translantic, 27-29K for Cont/FE, and 9-11K for FE/Cont and 16-21 for FE-RV. While their highs for the year was 43.5K, 49K, 24K and 34K respectively. The average Baltic Exchange T/C rate for the year to date is 26,488 compared to 2009 at 19,295. Capesize year to date is 33,595 compared to its 2009 at 42,656.
Panamax bulk carriers remain the ships of choice, having the right combination of characteristics for transporting large quantities of raw commodities. As the leading coal and grain transporter, the ships have the flexibility in length, breadth and depth to call at most ports. Even as a large pool of Supramax evade the territory of the Panamax, with their gear advantage, the benefits of the Panamax in scale is attractive. There is so far no sign of over capacity of the class. Wall Street listed operators of Panamax dry-bulkers: DryShips, Diana Shipping, Excel Maritime, Baltic Trading, Genco Shipping, Star Bulk Carriers, Seanergy Maritime , Navios, Navios Maritime Partners, Paragon Shipping are poised to benefit from these vessels. About 1650 Panamaxs’ are currently in the marketplace. The average fleet age is 13 years. Through 2014, only a handful of new builds are set to be delivered.
Excel Maritime, a major owner of the class has had good revenue from the fleet. Standing at about 75% of their fleets, Diana and DryShips have also benefited. The ships make up 77% of Navios fleet, while 66% of Paragons’.
As winter approaches, demand for coal is expected to favor Panamax ships.
Summary
A healthy Panamax class dry bulk fleet benefits equity market participants.
Panamax class vessels have done relatively well. The ships have benefitted from a good demand in iron ore, grain and coal. Coal transport demand has been strong in concert with the rise in iron ore trade, allowing Panamax ships to join the Capesize fleet in benefiting from the uptrend.
Analysis
Panamax class vessels have been part of the fluctuation of the broader current dry bulk market. They have experienced occasional steep movements, due to factors including ones associated with the global economy. While some of the factors have caused a damper on demand, time charter average rates for Panamax ships overall have risen in the last 18 months, without drastic fluctuations compared to Capesize rates. There was the impact caused by India's ban on export from some ports. Although a small volume affected, it appeared to have had a physiological effect. Recently, there were reports of declining port congestions for Panamax cargoes. Although a sign of strength in demand, it lets rates lose their momentum. Coupling fixtures, stockpiles and reported export volumes on grain, coal and iron ore shows a sign of reliability, consistency and strength of the class.
Rates continue to hover around 16-18K for translantic, 27-29K for Cont/FE, and 9-11K for FE/Cont and 16-21 for FE-RV. While their highs for the year was 43.5K, 49K, 24K and 34K respectively. The average Baltic Exchange T/C rate for the year to date is 26,488 compared to 2009 at 19,295. Capesize year to date is 33,595 compared to its 2009 at 42,656.
Panamax bulk carriers remain the ships of choice, having the right combination of characteristics for transporting large quantities of raw commodities. As the leading coal and grain transporter, the ships have the flexibility in length, breadth and depth to call at most ports. Even as a large pool of Supramax evade the territory of the Panamax, with their gear advantage, the benefits of the Panamax in scale is attractive. There is so far no sign of over capacity of the class. Wall Street listed operators of Panamax dry-bulkers: DryShips, Diana Shipping, Excel Maritime, Baltic Trading, Genco Shipping, Star Bulk Carriers, Seanergy Maritime , Navios, Navios Maritime Partners, Paragon Shipping are poised to benefit from these vessels. About 1650 Panamaxs’ are currently in the marketplace. The average fleet age is 13 years. Through 2014, only a handful of new builds are set to be delivered.
Excel Maritime, a major owner of the class has had good revenue from the fleet. Standing at about 75% of their fleets, Diana and DryShips have also benefited. The ships make up 77% of Navios fleet, while 66% of Paragons’.
As winter approaches, demand for coal is expected to favor Panamax ships.
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