JÞrgen Lian er nok riktig mÄlskive
Harper er sjefen. Ansvaret gÄr oppover, men du har rett.
Xtrainvestor 20.08:
MPC CONTAINER:
Pareto Þker kursmÄlet til NOK 34 (30), gjentar kjÞp.
DNB oppgraderer aksjen fra selg til hold og Þker kursmÄlet til NOK 27 (23).
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Clarksons Platou: Ny TP 40
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Clarkson hever kursmÄl fra kr 31 til kr 40;
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Frode er superbull.
All grunn til det vil jeg si
Bull eller bear. Jeg har tatt Harpex Index fra 4.6.2021 til 20.8.21 og index har steget fĂžlgende:
700 (90,5%) 1100 (104,6%) 1700 (66%) 2500 (96,8%) 2700 (100%) 3500 (78%) 4250 (66%) 6500 (75%).
NÄr MPCC er i 1100-1700-2500-2700 sÄ ser man utvikling i rater for nye kontrakter. Det er ekstremt hvor lange kontrakter der klarer Ä hanke inn nÄ. 3-4 Är er liksom normalt og tilbudsiden bedres ikke.
Jeg tror vi mÄ vente litt fÞr aksjen tar nye steg. Jeg startet Ä kjÞpe i februar og tenkte at jeg skulle sitte i aksjen til midten av juni i fÞrste omgang, alternativt til oktober (21). Det kan virke som om jeg kan sitte til okt (22) og se hva som skjer.
Det er ekstremt bra Ä kvitte seg med dyr gjeld og bedre balansen. Ikke akkurat JF taktikk som fyrer ut det han kan nÄr han kan, men selskapet blir meget solid.
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Spent pÄ om vi bryter opp denne gangen 
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Heldigvis litt vedlikehold i Panamakanalen og sÄ har vi dette: SlÄr full alarm om global krise: - - Ute av kontroll
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« Peter Sand, chief shipping analyst at shipowner association BIMCO in Denmark, said that it could take up to 60 days for operations at the port to return to normal as workers and maritime pilots return from quarantine.»
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Det gjĂžr da ikke noe for oss dette her 
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Synes denne artikkelen er en av de mer illustrerende for konsekvensen av at en nÄ stort sett inngÄr TC pÄ 3 Ärs varighet.
Risikoen for at MPCC ikke greier Ă„ lĂ„se inn forvented inntekter pĂ„ slutningene ut 2021 og H1 2022 ser ut til Ă„ vĂŠre âlavââŠog sĂ„ledes ditto lav risk for at en ikke klarer Ă„ innfri analysene som ligger til grunn for kursmĂ„leneâŠ
"âIt has been a great buzz concluding these deals and, with our charterers telling us to âfix anything that floatsâ, there has been very little delay for subjects from charterers for vessel suitability or inspections,â he said. âWhat I worry about is what we are going to do for the next year or so with container tonnage availability all but wiped out,â he said.
This also means there is nothing left on the containership charter market to offer for any ad-hoc requirements, such as relays for overlanded cargo due to carriers being obliged to skip a port. Indeed, a feeder contact told The Loadstar recently his company was âreally strugglingâ to hold onto its existing ships, let alone have any options for ad-hoc movements.
âThe carriers with big bucks have taken everything off the market, right down to the smallest feeder, and we can barely cover our commitments,â he said. âAnd now owners are asking us to agree new long-term extended charter deals at vastly inflated hire rates.â"
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"More ships stuck at anchor than ever before
According to the Marine Exchange of Southern California, there were 44 container ships at anchor or drifting off the ports of Los Angeles and Long Beach on Friday, a new all-time high. The previous high of 40 at anchor was set on Feb. 1 and matched several times last week."
vs
" Even higher volumes on the way
âŠ
The Port of Los Beachâs WAVE report, which estimates future arrivals, predicts volumes will rise in the weeks ahead. It forecast loaded import volumes of 120,928 twenty-foot equivalent units for the last week of September, up 34% from the estimated 89,980 TEUs of imports due to arrive next week.
Signal, the Port of Los Angelesâ planning tool, shows the same upward trend, with import volumes of 178,426 TEUs expected the week of Sept. 12-18, up 49% from an estimated 120,070 TEUs this week.
Another forward indicator is a proprietary index of shippersâ bookings on FreightWavesâ SONAR platform. The index has risen sharply in recent weeks, implying higher volumes arriving at U.S. ports in late September and into October."
"Inventories not even close to being replenished
Despite record imports in the first eight months of this year, U.S. retail sales continue to outpace inventory replenishment.
Assuming sales donât collapse and businesses seek to reach pre-COVID inventory-to-sales levels, imports still have a long way to run due to restocking.
Interessant coctail detteâŠ
Ser heller ikke ut til at Ä skyve noe av demand over pÄ bulk segmentet er en enkel fix ift krav og begrensninger fra assurandÞr:
"Moreover, the club has warned that the existing strength calculations for deck and hatch covers on modern bulk carriers usually only allow for so-called green sea loads instead of cargo weight. However, the allowable load density can be increased by reinforcements, subject to approval by the vesselâs class. Similarly, any tank top-loading needs to be specially considered and approved.
On top of that, bulk carrier owners eager to accept some high paying containers, will need to think about updated stability analysis, while with so many fires emanating from containers these days, the insurer has advised owners to buy additional firefighting equipment."
FĂ„r diskutere litt med meg selvâŠ
Ser ut til at noen gjÞr det. Her er et eksempel pÄ at bulk tilfÞrer kapasitet tilsvarende en 1400TEU feeder. Om den er like effektiv som en 1400 TEU feeder kan diskuteres. Si at supply balansen er tilfÞrt 1000TEU effektivt her.
EDIT: Diskusjon med seg selv fÞrer tilsynelatende til lav kvalitet. Star Bulk benekter visstnok nÄ dette.
Evergreen ser ut til Ă„ ha kontrahert 24 feedere.
Vil det si at ikke dette er aktuelt likevel? AltsÄ, at bulk modifiseres til containerfrakt?