bluesharkct

hi i have 6 pages to translate....you can help me plssss

danutza

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Danutza

bluesharkct

The corresponding time charter equivalent earnings for these
small tankers were $32,000 in January, $35,500 in April,
$16,400 in November and $20,800 in December.
For these two vessel sizes the rates increased in early
2004 and peaked in February at WS232 and WS256
respectively. During the first week of March there were
still some good fixtures, such as the one reported for the
one-year-old Energy Century chartered by Addax to
carry a 62,000 ton parcel of oil products from the Middle
East Gulf to Japan at WS267. Afterwards the trend
was clearly downwards. For instance, in June PDI
chartered Maersk Princess at WS205 to carry
75,000 tons along the same route.
Freight rates for tankers in the range 35,000–50,000 dwt
trading from the Caribbean to the Gulf and East Coast
of North America started the year with rates at WS190,
and these climbed during March and April to WS271
and WS267 respectively. The following months saw
substantial volatility with depths in June–July and
September–October; but the recovery started in
November continued in December when rates fetched
WSWS267. Overall, there was a 40.5 per cent rate
increase during the year. Rates continued to increase
during early 2004 and peaked in February at WS341. In
March, there were good fixtures such as those recorded
for Galahad: one for 38,000 tons at WS350 for Citgo
and the other for 40,000 tons at WS330 for Hess. But
then rates eased. In June the same charterer concluded
a fixture for Elka Glory at WS265 to take 40,000 tons
from the Caribbean to the US East Coast.
Smaller tankers in the range of 25,000–35,000 dwt trading
out of Singapore to East Asian destinations started the
year at WS275. Rates also peaked in April at WS346
and then they drifted downwards with a minor recovery
in August at WS293 at the time of increased demand
from Japan. Rates bottomed out in October at WS175
and climbed to WS267 in December. Overall, there was
a 2.9 per cent decrease in rates during the year. A similar
pattern was recorded by rates for tankers of the same
size trading from the Caribbean to the Gulf and East
coasts of North America. Rates started at WS248, peaked
in March at WS363, then drifted downwards in the
following months with a minor recovery in August at
WS256 and reached WS330 in December. On this route
there was a 33 per cent rate increase during the year.
The corresponding time charter equivalents on this route
were $14,600 in January, $25,000 in March, $15,900 and
$22,600 in December. The recovery at the end of the
year continued during early 2004 and peaked in February
at WS346 for shipments from Singapore to East Asian
destinations and at WS418 for Caribbean trading. For
the latter in March two fixtures were reported that
suggested that rates had started to ease: the Akritas
was chartered at WS325 by PMI to carry 30,000 tons to
the east coast of Mexico and the Ocean Fidelity fetched
WS410 to take 28,000 tons to the east coast of North
America. The trend continued until mid-year, as shown
by two fixtures in June. Royal Dutch Shell chartered
Sheng Chi at WS250 to carry 30,000 tons from
Singapore to Japan. Global chartered Shannon at
WS300 to take 28,500 tons from the Caribbean to the
US East Coast.
Tanker-period charter market
Chartering activity was particularly substantial during the
first five months of 2003, with over 1.5 million dwt being
traded every month. The peak months were April and
May, with 2.3 and 2.5 million dwt respectively. In April
49.5 per cent of the charters were for more than two
years and 44.2 per cent corresponded to Aframax
tonnage. In May, 67.8 per cent of the charters were for
durations of less than six months and 53.9 per cent were
Suezmax and larger vessels. During subsequent months
chartering activity was above 1.0 million dwt, except in
November and December when reached only 0.8 million
dwt. ULCC tankers were almost exclusively chartered
in March and May and during this period a five-year-old
vessels chartered for one year and for prompt delivery
fetched above $31,000 per day, with a peak of $40,000
per day in March. By December rates again approached
these levels, although chartering activity was low.
Suezmax and larger tankers made up 54 per cent of
chartering activity during that month.
Chartering activity for Aframax tonnage was particularly
significant during June, when it made up 61.3 per cent
of the total chartering activity of the month, which
reached 1.1 million dwt. Estimated period charter rates
for 10-year-old tankers on a one-year contract and for
prompt delivery fluctuated around $17,000 per day during
most of the year. Rates for five-year-old tankers were
slightly higher — in the $18,000–19,000 range.
During early 2004 chartering activity was particularly
good in February, when it reached 2.4 million dwt, of
which 48 per cent were VLCC over 200,000 dwt. By
April chartering activity had dropped to a low 0.4 million
dwt, almost half of it being Aframax tonnage. It was
above 1.0 million dwt until June, with most of it being
Suezmax and VLCC tonnage during that month.

B. DRY BULK SHIPPING MARKET
1. Dry bulk trade
For large Capesize vessels, the main activity in this market
was along the iron ore routes from Australia to the Far
East and from Brazil to the Far East and Europe. During
the year the remarkable increase in China’s iron ore
imports and to a lesser extent the growth of Japan’s
thermal coal imports pushed up demand for these vessels
in the Pacific. Panamax vessels were deployed on several
routes, including the transatlantic coal and iron ore routes
from the East Coast of North America and Canada
respectively and those from South Africa. Panamax
tonnage was also deployed on iron ore and coal routes
within Asia, such those originating in India, China and
Indonesia, and within Europe originating in Sweden. Some
Panamax tonnage was deployed from the United States
Gulf and the East Coast of South America for carrying
grain.
Smaller vessels, such as handy-sized ones, were
employed for carrying grain to several destinations,
notably those that have ports with restricted drafts. These
vessels were also used on bauxite, alumina and rock
phosphate routes.
2. Dry bulk freight rates
The freight rates for all sectors and sizes of dry bulk
carriers finished the year 2003 at levels well above those
prevailing at the beginning of it. The Baltic Dry Index
recorded a remarkable increase of 174 per cent during
the year to 4,765, with increases being particularly steep
during the last quarter.
As shown in table 32, the dry cargo tramp time-charter
increased during the year to 459 — an increase of
39.1 per cent over the year. The dry cargo tramp tripcharter
stood over the 200 mark during the year and
Period Dry cargo tramp time-charter b Dry cargo tramp trip-charter c
(1971 = 100) (July 1965 to June 1966 = 100)
2001 2002 2003 2004 2001 2002 2003 2004
January 264 228 330 431 193 194 216 244
February 267 232 344 507 198 199 216 244
March 260 223 339 195 199 216
April 258 259 354 200 194 226
May 262 229 366 206 207 235
June 272 244 352 205 202 230
July 272 240 374 205 201 230
August 253 240 377 192 201 229
September 248 244 361 193 204 235
October 249 268 381 195 204 244
November 227 343 402 194 215 244
December 231 337 459 195 215 244
Annual
average 255 257 370 198 203 230
Table 32
Dry cargo freight indices, 2001–2004 a
(monthly figures)
a All indices have been rounded to the nearest whole number. No data are available from March 2004 onwards.
b Compiled by the German Ministry of Transport.
c Compiled and published by Lloyd’s Ship Manager.

ended at 244 points — an increase of 13.0 per cent from
the level at the beginning of the year. The average timecharter
index for 2003 was more than 100 points higher
than that for the previous year, while the average tripcharter
index was almost 30 points above the average
for the previous year.
Owners of dry cargo vessels benefited from increased
demand due to congestion in several bulk ports and to a
lesser extent from bunker prices. Over the year bunker
prices — the average posted prices for IFO 180 at nine
ports collected by Lloyd’s Ship Manager — went down
from $197 to $174. During the year there was increased
concern about the cost impact of implementing security
measures (see box 2).
The substantial improvement in freight rates dissipated
any enthusiasm that shipowners may have had about
staying in pools. Early in the year Cape-size Asian
owners held inconclusive discussions about setting up
a pool. Existing pools were maintained notably for
serving niche markets, such as the 60-ship Panamax
pool Baumarine, which accounted for about half of
the shipments of bauxite and alumina. Flaring spot
prices during the last quarter of the year triggered a
search for extended time-charters, with durations
being progressively extended as spot freight rates
increased. This particularly affected larger vessels as
Cape-size newbuildings were unlikely to be
commissioned in the next two years and little Panamax
tonnage was delivered during the year. By the end of
2003, the two-year charter for Cape-size vessels was
at $52,500 per day, while for Panamax it was $30,000
per day. In early 2004, this upward trend continued
unabated — it was reported that as Cape-size freight
rates hit $100,000 per day, the three-year charters
were secured at $50,000 per day and five-year ones
were at $37,000 per day.
Box 2
Secure ship operation
Estimates prepared by the OECD in July 2003 put the total bill to ship operators for implementing security
measures at $1,279 million initially and $730 million thereafter.
Crew management was also an area of concern for operators. The cancellation of the crew visa procedure
for seamen on board ships calling at ports in the United States prompted negotiations for a workable
arrangement for seamen. In the representations made by BIMCO to the US authorities it was explained
that additional staff had been posted to deal with visa backlog and that seamen were able to ask for US
visas outside their own countries and without specifying the entry port or vessel.
The issue for seamen having positive (i.e. the holder of the document is the person to whom it was issued)
and verifiable (i.e. the document is authentic by reference to an issuer) identification was discussed at the
91st ILO Conference when the C185 Seafarers’ Identity Documents Convention (Revised), 2003 was adopted
on 19 June. This Convention replaced the C108 Seafarers’ Identity Documents Convention, 1958. Doubts
about the usefulness of this Convention were raised a few months afterwards because of incompatibility
with Schengen rules of the EU and the lack of agreed technical standards for biometric technology,
which was deemed to delay application of the Convention.
By mid-2003 there were differing views on the way in which Part B of the ISPS Code should be implemented
with some countries (i.e. China) deeming it voluntary and selectively applicable by maritime administrations,
while others (i.e. the United States) regarded it as an integral and essential part of the Code. Late in the
year, the American Bureau of Shipping reissued its guideline for ship security to reflect IMO clarifications

Dry bulk time-charter (trips)
Some representative fixtures concluded for vessels
of different sizes on typical routes illustrate the
evolution of rates during 2003. At the beginning of
the year the recovery of rates that had started at
the end of 2002 continued unabated. Cape-size
tonnage was chartered for round trips over the
transatlantic and Singapore–Japan to Australia
routes at rates of $24,050 and $22,050 per day. By
September the corresponding rates were $39,850
and $36,325 per day and in December they were
as high as $74,045 and $78,615 per day respectively.
On both routes the rates more than trebled over
the year.
Panamax tonnage chartered at the beginning of the year
for round trips from Northern Europe to the East Coast
of South America fetched $11,650 per day; rates moved
up steadily, reached $17,500 per day in September and
flared up in October at $27,500 per day, by December
standing at $33,590 — an increase of 188.3 per cent in
2003. The pattern was slightly different for Panamax
tonnage engaged for round trips from the Far East to the
eastern coast of Australia: rates started the year at
$13,850 per day and slid backwards during the following
two months to $12,000 per day. In April rates recovered
and reached $16,675 per day in September and peaked
in October at $39,400 but dropped in November to
$38,400. In December rates rebounded to $40,070 per
day; overall, it was an 189.3 per cent increase for the
year.
Handymax tonnage chartered for Far East to Australia
round trips secured $10,000 per day in January and
rate gains were modest until September when they
fetched $13,770, and then they almost doubled to
$25,645 in December — an increase of 156.4 per cent
for the year. Handy-size tonnage chartered for trips
from Northern Europe to the West Coast of Africa
achieved less impressive gains over the same period:
at the beginning of the year rates were $8,500 per
day and progressed steadily to reach $18,000 in
December — an increase of 111.8 per cent for the
year.
In early 2004 rates for all these vessel sizes were high
until early March and by April they were lower than the
levels reached in December. There was a further decline
in rates in subsequent months, although with considerable
volatility.
Dry bulk time-charter (periods)
Estimates of rates for chartering vessels for a 12-month
period and prompt delivery indicate that rate increases
were slightly less pronounced for smaller vessels. Fiveyear-
old Cape-size vessels in the range of 150,000-
160,000 dwt were getting $18,750 per day in January
2003; this figure almost trebled by December, rising to
$56,000 per day. Freight rates for a five-year-old
Panamax started at $12,250 in January and increased
by almost two and a half times in December to reach
$32,500 per day. The increase was only marginally lower
for 15-year-old vessels, whose rates went up from
$11,000 to $26,000 per day during the same period. Rate
improvement for a 15-year-old Handymax tonnage was
also remarkable, from $9,000 per day in January to
$24,500 per day in December, and very similar to the
rate gains achieved by five-year-old vessels — from
$7,500 per day in January to $20,500 per day in
December. Handy-size tonnage aged about 15 years also
recorded similar rate increases: $6,750 per day in January
and $15,000 per day in December.
Rates for chartering vessels continued to rise during early
2004; some of them peaked in February, but in April they
were all higher than those prevailing in December 2003.
Afterwards they declined until mid-year.
Dry bulk trip-charter
Over the year rates for Cape-size tonnage improved
substantially, notably during the fourth quarter. Iron ore
freight rates from Brazil to China started the year at
$13.60 per ton and moved up steadily to $17.20 in June;
from September increases were greater, rising to $33.20
per ton in December. The evolution for coal rates from
Richards Bay (South Africa) to Western Europe was
similar — they started at $9.65 per ton in January, slowly
moved up to $13.40 per ton in September and then almost
doubled by December to $25.75 per ton. Panamax
tonnage trading with grain between the North America
Gulf and Western Europe was getting $15.85 per ton in
January, $20.10 per ton in August and $29.65 in
December. There were lesser rate increases for handysize
tonnage: scrap was moved from the US West Coast
to the Republic of Korea at $30.65 per ton in January
and this increased to $46.60 by the end of the year.
During the period until April 2004 the rates for grain and
scrap continued to rise, while the rate for iron ore held
steady. There was a one-third drop in coal rates during
the same period. By June all rates pointed downwards.

bluesharkct

C. LINER SHIPPING MARKET
1. Development in liner markets
General developments
The impact of containerization in liner trades is greater
than that implied by the size and growth of the fully
cellular containership fleet analysed in table 7 of
chapter 2. Total seaborne container carrying capacity
during 2003 rose by 0.6 million TEUs to reach 8.6 million
TEUs — an increase of 7.5 per cent. Fully cellular
containerships increased their share of this total by 1 per
cent to 74.7 per cent at the beginning of 2004, totalling
6.4 million TEUs. The share of general cargo ships
reached almost 18 per cent. Single-deck vessels
accounted for 0.9 million TEUs — 10.4 per cent — while
multi-deck ships added 0.61 million TEUs — about 8 per
cent. During the year single-deck tonnage increased by
4 per cent while multi-deck tonnage actually decreased
by 3 per cent. Ro-ro cargo and ro-ro passenger ships
accounted for 0.33 million TEUs and increased by 1 per
cent during the year. Their share of total container
carrying capacity is 3.8 per cent. Bulk carriers maintained
their container carrying capacity at 0.21 million TEUs,
with their share of the total decreasing to 2.5 per cent.
The balance of about 1 per cent was TEU carrying
capacity available in reefer, tanker, specialized and
passenger vessels.
Moreover, the growth of the fully cellular containership
fleet mentioned in chapter 2 continued, albeit at a slightly
slower pace. As indicated in table 33, additions to the
fleet during 2003 totalled 622,000 TEUs, while
44,000 TEUs were retired from operations and broken
up. Scrapping was lower than that of the previous year
owing to the good freight rates achieved by small and,
generally old, tonnage. The growth of the cellular fleet is
poised to accelerate, with larger vessels increasing their
share. During 2003, compared with the previous two
years, ship orders increased more than fourfold to a record
of 1,995,000 TEUs, with a fifth of this total achieved in
September. For that month, post-Panamax vessels made
up over half of the total and ordering vessels having
capacity over 8,000 TEUs became commonplace —
two German owners ordered ten ships and a further eight
were ordered by two East Asian owners.
The push for larger vessels has kept alive the question of
their deployment, which would be restricted to the main
east–west mainline routes because of the volumes
required to fill such vessels. One view is that these very
large vessels should call exclusively at a few very large
transhipment hubs at both ends of the route. Another
view, on the basis of diminishing economies of scale for
vessels above the 2,500 to 3,000 TEU size, is that there
should be direct services, with smaller vessels calling at
multiple ports at both ends of the route. Large carriers
operating along mainline routes espouse the former view
and continue to rely on dedicated transhipment terminals
and feeder services provided by their subsidiaries. The
implementation of security initiatives in a number of major
ports would work in favour of transhipment hubs. In any
case, the influx of larger containerships on the main routes
heralds the deployment of larger vessels in feeder routes
too.
Table 33
Growth of the world cellular container fleet
(in thousand TEU at the beginning of the year)
2002 29 639 5 285 407
2003 65 625 5 845 481
2004 44 622 6 423 1 995
Year Broken up Additions Fleet as of Orders as of
1 January 1 January
Source: UNCTAD secretariat on the basis of Containerisation International, issues February 2003 and 2004, p. 19.

Concentration in liner shipping
The concentration process of recent years is resulting in
increased carrying capacity being deployed by the largest
liner operators. As table 34 indicates, over a one-year
period ending 30 September 2003 the top 10 liner
operators increased their carrying capacity by 13.0 per
cent to 3.8 million TEUs — 45.7 per cent of the world
total container carrying capacity. Similarly, the share of
the top 20 liner operators increased by 12.8 per cent to
5.4 million TEUs — 64.4 per cent of the world total
container carrying capacity. A clear reflection of the
momentum being gained by industry consolidation is the
lack of new entrants for the list of the top 20 carriers.
Only three carriers — AP Moller, MSC and K Line —
maintained their positions in the table. AP Moller, the
parent company of Maersk-Sea Land, confirmed its
dominance among container carriers by marginally
increasing its share of world TEU capacity from 10 to
10.1 per cent. MSC tried to catch up and increased its
share from 5.4 to 6.2 per cent. Seven carriers moved up
the list with CMA-CGM Group being the most successful
(up by three places), followed by NYK and Yang Ming
(each up by two places) while Evergreen Group, OOCL,
Hapag Lloyd and CSAV went up by only one place.
Half of the carriers on the list went down by one place,
except China Shipping, which slipped back by two places.
Mid-2003 financial indicators announced for some of the
above carriers were encouraging. Maersk and CP Ships
recorded average revenue increases of 5 per cent. P&O
Nedlloyds did even better with a 7.5 per cent increase,
while NOL/APL recorded an impressive 17 per cent
increase in average revenue. The latter seemed to be
targeting high-value cargo as the volume carried
decreased by 2 per cent during the same period. All other
carriers reported double-digit increases in cargo volumes,
except P&O Nedlloyd, which reported only a 7 per cent
increase. Satisfactory financial results highlighted a clear
recovery from the dismal results of the past two years,
but this was not the case for all companies — the Taiwan
Province of China shipowner Kien Hung went bankrupt
in May, with most of its vessels being seized by banks
and other creditors. Other carriers faced specific
difficulties. NYK, MOL and K Line enforced strict costcutting
measures to counter appreciation of the yen as
about 80 per cent of their revenues were in US dollars.
By the end of 2003 the positive financial results made it
attractive to list some companies on the stock exchanges.
The parent company of P&O Nedlloyd stated its
readiness to list the shipping arm on the Amsterdam stock
exchange, and Hapag Lloyd and China Shipping were
said to be ready to float 33 and 25 per cent of shares
respectively. In a separate development Zim was fully
privatized at the beginning of 2004.
A number of carriers provide services on several routes,
being part of conferences, alliances and/or agreements,
which imply some degree of agreement on operational
and marketing issues, notably pricing and number of
sailings. Traditionally, regulators of many countries have
provided anti-trust exemption to carriers participating in
these agreements on the understanding that the benefits
are greater than the disadvantages. Late in 2003 the
European Commission started a formal review of
Regulation 4056/86, which exempts carriers from some
rules of competition law. A panel of academics reported
that competition restrictions, in the form of shipping
conferences, are a low-cost way to ensure that the liner
market is sustainable, and suggested a compromise
between abolishing price-setting immunity and ensuring
conditions that safeguard liner shipping alliances. Carriers
set up a European Liner Affairs Association to argue
their case, and the Commission asserted that the burden
of proof rested with the carriers. Shippers welcomed
the review and noted that there was no automatic review
period for the regulation. The first hearing was conducted
in December 2003.
2. Freight level of containerized services
Chartering of containership
Global liner shipping market developments are best
reflected in movements of the containership charter
market. This market is largely dominated by German
owners, and more particularly by members of the
Hamburg Shipbrokers’ Association (VHSS), who control
some 75 per cent of all containership charter tonnage
available in the free market. Since 1998, the association3
had published the “Hamburg Index”, which provides a
market analysis of containership time charter rates with
a minimum of three months. For the period from 1998
until June 2002, rates on 14-ton slot (TEU) per day have
been published on a monthly basis for three gearless and
six geared size group and compared with those obtained
on average in 1997. The year 1997 was chosen as the
reference year because it was the last year when a
remunerative rate level could be achieved. Since
July 2002, rates have been published for two types of
gearless vessels up to 500 TEU capacity, two types of
gearless/geared vessels over 2,000 TEU capacity and
six types of geared vessels up to 1,999 TEU capacity.

Table 34
Leading 20 container service operators as of 30 September on the basis of number of ships and total
shipboard capacity (TEUs)
No. of TEU TEU
Ranking Operator Country/territory ships in capacity in capacity in
2003 2003 2002
1 A.P. Moller Group Denmark 328 844 626 773 931
2 MSC Switzerland 217 516 876 413 814
3 Evergreen Group Taiwan Province of China 152 442 310 403 932
4 P&O Nedlloyd UK/Netherlands 157 419 527 406 654
5 CMA-CGM Group France 150 299 174 225 436
6 Hanjin/DSR-Senator Republic of Korea/Germany 76 290 677 304 409
7 COSCO China 148 274 128 255 937
8 NOL/APL Singapore 82 273 573 227 749
9 NYK Japan 91 233 934 177 700
10 MOL Japan 72 222 533 188 326
Total 1-10 1 473 3 817 358 3 377 888
11 CP Ships Group Canada 85 201 706 187 890
12 K Line Japan 63 186 017 168 413
13 OOCL Hong Kong (China) 55 185 502 157 493
14 Zim Israel 79 174 480 164 350
15 Hapag Lloyd Germany 41 154 850 135 953
16 Yang Ming Taiwan Province of China 55 153 783 120 319
17 China Shipping China 94 143 655 148 212
18 Hyundai Republic of Korea 35 136 548 122 713
19 CSAV Chile 55 123 378 90 625
20 PIL Group Singapore 92 106 508 97 827
Total 1-20 2 127 5 383 785 4 771 683
World fleet estimated at 1 July 2003 and 2002 8 354 000 7 713 000
Source: UNCTAD secretariat, compiled from Containerisation International, January, p. 12, and November 2003, p. 57; and
International Shipping and Logistics (Bremen), January/February 2004, p. 36.
Note: All subsidiaries are consolidated.
in the ISPS code and recent US requirements from the Coast Guard. Moreover, BIMCO designed a standard
clause for charter parties to clarify doubts arising from costs of implementing the ISPS code.
Source: Lloyd’s List Daily News.

danutza

Hi, i want to ask you something: you want soon this translation because for the week-end i'm bussy.
thanks
danutza

__________________
Danutza

danutza

Hi bluesharckct! I translate for you a small, small part, i try to make all the best i could and i stopped here because is a verry hard thing for me to continue. i don't have patience and time to finish. So:
"Corespunzãtor timpului navlosit echivalent câştigurilor pentru aceste petroliere mici ar fi 32,000 în Ianuarie, $35,500 în Aprilie, $16,400 în Noiembrie şi $20,800 în Decembrie. Pentru aceste douã vase (vapoare) tariful creşte la începutul lui 2004 şi scade în Februarie la WS232 şi respectiv WS256. Pânã în timpul primei sãptãmâni din martie ar fi încã ceva armãturi bune, aşa cum se înregistreazã pentru un an vechime la Energy Century navlosit de Addax pentru a cãra 62.000 tone parcelã de produse petroliere din Golful Orientului Mijlociu în Japonia la WS267. Dupã aceea tendinţa a fost evident descrescãtoare. Ca exemplu, PDI a navlosit în Iunie Maersk Princess la WS205 sã care 75.000 tone pe aceeaşi rutã. Tarifele navlului pentru petroliere cresc de la 35.000 pânã la 50.000 având în vedere comerţul din Caraibe în golf şi Coasta de Est a Americii de Nord începând anul cu un tarif de WS190 şi acesta crescând în Martie şi Aprilie la WS271 respectiv WS267. Urmãtoarele luni au avut un caracter schimbãtor cu valori minime în Iunie – Iulie şi Septembrie – Octombrie, dar recuperarea (revenirea) începutã în noiembrie a continuat şi în Decembrie când tarifele au ajuns la WS267. În general, a fost o creştere a tarifelor de 40.5% în timpul anului. Tarifele continuã sã creascã în timpul lui 2004 şi scad în Februarie la WS341. În Martie, au fost navluri bune, acestea înregistrând pentru Galahad: unu pentru 38.000 tone la WS350 pentru Citgo şi celelalte 40.000 tone la WS330 pentru Hess. Iar apoi tarifele sunt oarecum constante. În Iunie acelaşi navlositor încheie un navlu pentru Elka glory la WS265 sã încarce 40.000 tone din Caraibe pânã pe Coasta de Est a Americii de Nord. Petroliere mai mici în jur de 25.000 – 35.000, având în vedere comerţul dinspre Singapore cãtre destinaţiile din Estul Asiei începând de la WS275. Tarifele de asemenea cresc în Aprilie la WS346 şi apoi descresc încet cu o micã revenire în August la WS293 în timpul creşterii cererii din Japonia. Tarifele ating nivelul cel mai scãzut în Octombrie la WS175 şi urcã la WS267 în Decembrie. În general, a fost o descreştere a tarifelor de 2.9% în timpul anului. O situaţie similarã a fost înregistratã de tarifele pentru petrolierele de aceeaşi mãrime ce transportã din Caraibe în Golf şo Coasta de Est a Americii de Nord. Tarifele pornesc de la WS248, ajung în Martie la WS363, apoi descresc încet şi au o micã revenire în August la Ws265 şi ajung din nou la WS330 în Decembrie. Pe aceastã rutã a fost o creştere a tarifelor de 33% în timpul anului. Corespunzãtor timpului navlosit echivalent câştigurilor pentru aceste petroliere mici ar fi $14.600 în Ianuarie, $25.000 în Martie, $15.900 şi $22.600 în Decembrie……"
I want to ask to someone else to help you.
Bye bye
Danutza

__________________
Danutza