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Thursday, 20 December 12
CHINA'S IRON ORE AND COAL DEMAND WILL SHAPE THE CAPESIZE DRY BULK TRADE DURING 2013 - NIKOS ROUSSANOGLOU, HELLENIC SHIPPING NEWS


Despite the best efforts from ship owners to help alleviate the current tonnage oversupply issue in the dry bulk segment, especially in the larger vessel types of Capesizes, shipbrokers have suggested that it will be the demand aspect of the equation, which will determine whether the market will return to healthier levels during 2013. According to a report from shipbroker firm Intermodal, the rally in charter rates that has been recorded over the past three months has been in high contrast to the overall performance of Capes throughout 2012.

"It's been a completely uninspiring year with the Cape index hovering between 1,000 and 1,500 points for the first 9 months, only managing to break through this range in early October, as a strong drive in iron ore fixtures, mainly supported by the vast stockpiling undertaken by the Chinese, helped push the Index to just over 2,500 points. It is important to point out that we had a peak during November in China’s iron ore imports, which reached their highest level for 2012 and similar only to the volumes seen the same period last year, where rates for capes followed almost the same pattern.

The iron ore market has now turned on its head, as imported ore prices exceed that of the average Chinese produced supplies for the first time since June this year. There is now little reasoning for haste stock piling to take place, especially since prices have reached over $ 124 per dry metric ton, while at the same time arbitrage between local sourced supplies and those shipped from Brazil and Australia is limited. On the plus side much of this firming in prices has been generated by optimism amongst traders that the new improved economic figures coming out of China could propel demand for iron ore much higher over the next couple of months. This has possibly created a speculative sentiment and possibly a situation where we could see a spike in demand within early 2013" wrote Eva Tzima.

She argued that "opportunities have already been unveiled during this final quarter, as the nine-month period of sub-par earnings have started to be reflected in asset values. Despite the overall absence of new orders, newbuilding prices seem to have stopped their drop and are not looking likely to have room to fall much further. On the other side of the equation, we have the fairly strong demo prices on offer keeping the scrap value of a typical capesize bulker (~22,000ldt) well above $ 8.0m. This has created a squeeze in the secondhand market, which, in combination to the drop in prices, means that considering both the newbuilding cost and current scrap value, assets are fairly favorably priced. The most notable example is the case of 15year old vessels which have lately been valued at levels of around $ 11.0m, only 38% higher than their residual scrap value. This has also been heavily reflected in the higher SnP activity noted for 15-20year olds, which accounted for 35% of all cape sales this year".

Concluding, Tzima noted that "we may well have expectations for a slower fleet growth rate of just above 6% next year, however even this may prove to be overwhelming if iron ore and coal seaborne trade keep trending at the same sluggish pace of the first three quarters of 2012. As has been shown in the past 3 months, it all comes down to the support the Chinese government will give to its stimulus plan and by how much this will feed through into the market via growth linked commodities demand and increased infrastructure development" she said.

In terms of newbuilding activity, which is always a determining factor in terms of supply, Intermodal's latest report noted that "there is still some small activity in the newbuilding sector despite the fact that we are approaching the end of the year. It is evident that the wet rather than the dry sector has fed higher activity for the shipbuilding industry this year. With the recent example of Scorpio’s large order reported last week, it is fair to assume that the support from the wet sector has been due to demand for new ECO designs as well as shuttle tankers that have gathered quite a few supporters within the industry. Market sentiment holds the belief that newbuilding prices might have already , or are close to reaching their bottom, especially since steel prices have been firming during the second quarter of the year and one can safely assume that it wont make much economic sense for yards to push their newbuilding prices further down. In terms of reported deals this week, BP has also shaken the wet market with its order last week at STX, Korea of ten Aframaxes for high $50m each and 3 Suezmaxes for high $60 each, for delivery between 2015 an 2016. The vessels are of very high specification including a lot of extras as well as Salt Water Scrubber system in order to comply with tier 3 SOX requirements".
Source: Nikos Roussanoglou, Hellenic Shipping News



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