Cobas AM: Nueva Gestora de Francisco García Paramés

que ojitos me esta haciendo en 70$...

Así es zack, tendremos para comprar un buen Moet

Parece que es ahora cuando hay preocupación en el sector y la hemorragia se presiente.

Deberíamos ver un scrapping descomunal desde Septiembre hasta Febrero. No se a que esperan cuando estos altos valores de scrap son un regalo que difícilmente vuelvan a ver en muchos años.

EURONAV ANNOUNCES SECOND QUARTER AND FIRST HALF 2021 RESULTS
HIGHLIGHTS
• A challenging quarter - tanker market dynamics largely static from Q1
• OPEC+ output rises not fully translating into higher tanker shipping demand
• Counter cyclical investment in new generation of ships via 8 new eco-vessels
• Q2 cash dividend of USD 3 c per share
• Q3 so far VLCC 43% at USD 8,000 per day; Suezmax 48% at USD 8,250 per day
ANTWERP, Belgium, 12 August 2021 – Euronav NV (NYSE: EURN & Euronext: EURN) (“Euronav” or the “Company”) reported its non-audited financial results for the first semester and second quarter ended 30 June 2021 today.
Hugo De Stoop, CEO of Euronav said: ”Improving crude demand and the tapering of OPEC+ production cuts have yet to translate into freight rate recovery. Key market signals such as global crude inventory levels, rising asset prices and improved recycling rates suggest solid foundations are being established for cyclical recovery. However, for freight rates to gain traction crude demand and supply dynamics will need to go back to their normal pattern and this timing remains uncertain. Our confidence in the development of the medium-term tanker market remains positive. The additional recent counter-cyclical investments in the latest technology bolstered by our Joint Development Program will, we believe, bring future competitive and sustainable advantage to Euronav.”

Zack, mira el moco q le pega Álvaro a un asistente en el curso de verano de azValor (2019), un chiquillo q le hace una pregunta sobre tankers y off-shore drillers...debe ser muy difícil trabajar con él... 01:22:30 min.

https://www.youtube.com/watch?v=GFRZokMQdzc

también dice q tiene un analista, Victor Echazarra, q es uno de los q más sabe de barquitos en toda España..el siguiente asistente le pregunta si podría aguantar un conversación con un geólogo en una boda, y la respuesta no tiene precio..también habla de su inversión en minas Buenaventura, q es su primera posición porque produce unas cantidades como un reloj a unos precios fijos..jeje...Buenaventura fue analizada por Quarks, y ya decía q algunos depósitos estaban de capa caída...

TANKER MARKET & OUTLOOK
A recovery in the tanker cycle has continued to be deferred during the second quarter of 2021. Freight markets remained difficult driven by three key factors. Firstly, long awaited oil production rises has not translated into sustainable increases in global crude exports. This is mainly from OPEC+ tapering production cuts and non-OPEC nations (e.g. Brazil & US shale) responding to higher crude prices. Secondly, persistent localized outbreaks of Covid-19 have continued to curb economic activity, thus slowing the return to the full pre- covid oil-demand. This is particularly the case for Jet Fuel demand. Thirdly, available tonnage, whilst not increasing, has remained stubbornly elevated in particular in key export markets like the Middle East.
The anticipated timeline of Iran’s return to global oil markets has also been pushed back. Crude tanker markets would benefit from a resolution of this situation via (1) a return of additional barrels to the commercial sector and (2) increasing pressure to exit the market on those (largely elderly) VLCC/Suezmax tankers engaged in illicit trading activity in recent years.
However, there are a number of improving elements building foundations for future recovery. Asset prices continued to rise – VLCC and Suezmax newbuild prices rising 9% during Q2 alone, as steel prices hit their highest level since August 2008. Recycling also accelerated during the second quarter – year to date 9 VLCCs have exited the global fleet – more than double of the total amount in 2020. The number of phase out candidates continues to accumulate, with 9% of the VLCC fleet for instance already over 20 years of age. Elevated recycle values based on high steel prices, rising bunker prices for higher consuming older tonnage and upcoming emissions regulations, should incentivize more phasing out going forward.
Further pockets of encouragement come from the level of global onshore oil inventories returning to the five-year pre-Covid-19 average. This is an important building block required for tanker market recovery to generate volume demand for crude imports/exports and therefore tanker employment. During the recent quarter there has been a sustained rise in Middle East cargoes, with June’s tanker cargo count in the region being the highest since December 2020. Toward the end of Q2 this was reducing the surplus tonnage in the region.
Higher demand for crude is assumed as economies re-open from Covid-19 restrictions. Economic agencies (IEA/EIA) both expect global demand to be just 1 million bpd below the pre-Covid-19 peak by the fourth quarter of 2021. Strong oil production growth – historically a key driver for tanker ton-miles – is therefore required to meet this anticipated 3-4 million bpd forecast demand increase during the second half of 2021.
The eventual agreement within the OPEC+ coalition to begin increasing production by 400,000 bpd starting this month, could see an additional 2 million barrels in circulation by the year end – with 1 million bpd in crude exports requiring on average 30 VLCCs to transport them. The target to end the entire 5.8 million bpd production cuts by September 2022, if enacted, is particularly encouraging.
These two interlinked factors, demand for and supply of crude, remain the key variables for tanker markets short term. Visibility on demand remains limited. Rising crude demand has largely been and led by OECD nations (US & Europe) where vaccination rates have been highest. Full emerging market engagement (limited due to lower vaccination rates) and international travel (restrictions on movement) remain limited in demand contribution. Increases in production need to translate more fully into exported barrels. Both factors are required to move into equilibrium with one another before freight rates can gain upward traction and prevent the (already high) oil price to move to levels where it could curtail demand. In addition, the recent ramping up of climate change regulations is a structural feature for the tanker market to manage over the medium term.

El problema está claro cual es, todo el mundo está esperando a que venga el scrapping pero no quieren ser ellos los primeros en hacerlo:
https://splash247.com/gms-flips-its-first-vlcc/

Las chatarras tienen mercado y mientras tengan mercado no hay nada que hacer. Si entran newbuilds y no hay scrapping, por mucho que la OPEC produzca más y lo que quieras, los números no salen ni saldrán. 

Hace falta incremento de producción y retirada de flota (ambas a la vez); es decir, acuerdo USA-Iran. Sino, hasta que el cuerpo (o el balance) aguante. 

Si sólo hay incremento de producción, los rates mejorarán algo pero no harán rico a nadie... Los chatarreros sobrevivirán, los buenos ganarán algo más y esto será una inversión de mierda para todos. 

hola: como ves ahora tk?yo perdia mucho dinero en ohla.las vendi.para recuperar la pasta reinverti el dinero en tk y me doble.hace tiempo oi a g.castro creo que valia 10. con esa premisa compre.ahora creo que ha ido bajando el p.o. es un 10% de la cartera. un % muy elevado k no me gusta tener, pero creo k debo arriesgar.tambien un 4 % tengo en TGP. muchas gracias.salud.