Frontline LTD steigt und steigt

Kann man bei ca. 6? zukaufen?
Buchwert wäre bei FRO ca. $ 9,70.
Die Frachtraten sind ja wieder extrem unten.
Sicher alles erklärbar, aber es muss ja auch mal wieder Richtung Norden gehen.
Spannend werden wohl die Q2 am 31.08.2011
Second quarter 2011 results. Evt. gibts da wohl 0 Div. - dann gehts vielleicht nochmal abwärts.  

John Fredriksens tankrederi Frontline fosser frem på børsen. - Det kan fort være en short-skvis, sier analytiker.

John Fredriksens tankrederi Frontline stiger hele 19,1 prosent til 21,06 kroner mandag ettermiddag.

En analytiker HegnarOnline har snakket med mener det er ikke noen markedsmessige årsaker til dagens oppgang. Han viser til tidligere uttalelser om at selskapet vil ha på plass restruktureringen før julen ringes inn. Tilbakekalling av aksjer trekkes frem.

- Kan det være en short-skvis?

- Det kan fort være det, sier han.

- Fredriksen har klart å trylle frem gode dealer for aksjonærene tidligere, så man må være ydmyk, sier analytikeren.

Han anbefaler kundene å holde seg unna Frontline til restruktureringen er i boks.

Tankratene er fortsatt svake. Fredag kveld meldte skipsmeglerhuset Bassøe at moderne VLCC-er fra Persiabukta (AG) til Korea fikk rater på worldscale (WS) 58, som var ned 2 WS-poeng i forhold til uken før. Inntjeningen er på 12.710 dollar per dag.. Uken før seilte tankerne inn 16.149 dollar.

Moderne VLCC-er til Europa fikk WS 38, som var ned 2 WS-poeng i forhold til forrige uke. Inntjeningen på strekningen er dermed fortsatt negativ.

Per november er breakeven-nivåene for Frontlines VLCC-er 30.200 dollar.

Quelle: http://www.hegnar.no/bors/shipping/article670212.ece  

mir jemand bitte diesen Satz:

''Han anbefaler kundene a holde seg unna Frontline til restruktureringen er i boks.''

in ein ordentliches deutsch übersetzen? Vielen Dank im vorhinaus.  

Er empfiehlt allen Kunden (Aktionären) an der Seitenlinie zu bleiben bis die Umstrukturierung von Frontline (von Ihm) durchgeführt wurde / abgeschlossen ist.
Im Prinzip: Stillhalten.  

In this article we conduct an analysis (based on the latest available Q3 institutional 13-F filings) of the investing activities of the world largest fund managers managing between $100 billion and over a trillion dollars. We identify the shipping companies that are being accumulated and those being distributed by these mega managers. The list includes prominent managers such as Wellington Management ($1.6 trillion in total assets under management), Vanguard Group ($1.4 trillion), Fidelity Investments ($640 billion), T Rowe Price ($330 billion), and Goldman Sachs Asset Management ($580 billion), among others. The shipping group includes dry bulk shippers such as Dryships Inc. (DRYS) and Navios Maritime Holdings (NM) that transport bulk cargo items such as ore or food staples; oil tankers such as Frontline Ltd (FRO) and Ship Finance Intl Ltd. (SFL), that transport crude oil, petroleum products, liquefied petroleum gas and chemicals; and containership such as Alexander & Baldwin Inc. (ALEX) that carry their entire load in truck-size containers.

Based on our analysis, we determined that mega fund managers are bearish on the shipping group, and during the September quarter, these mega fund managers together cut a net $97 million from their $3.53 billion prior quarter position in the group, selling $294 million and buying $197 million worth of stocks in the group. Furthermore, overall they are under-weight in the group by a factor of 0.5; that is taken together mega funds have invested 0.1% of their capital in the internet content group compared to the 0.2% weighting of the group in the overall market.

The following are shipping companies that are trading near their lows that were bought by mega fund managers in Q3:

Nordic American Tanker Ltd. (NAT): Nordic American provides crude oil transportation services through bareboat, time, and spot charters with a current fleet of 19 vessels. Its shares are down 54% for the year and trading within 2% of nine-year lows. Mega funds added a net $16 million in Q3 to their $103 million prior quarter position. Ttaken together, mega funds hold 21.0% of the outstanding shares, significantly more than their 14.3% weighting in the group. The top mega fund buyer in Q3 was Wellington Capital Management ($16 million). Overall, 121 institutions hold 33.1% of Nordic American shares, with Wellington ($48 million) being by far the top holder with 8.6% of the outstanding shares. Nordic American, like many other crude oil shipping companies, is a high-dividend stock yielding 9.6%, and it currently generates losses, and it trades at 0.6 P/B compared to the average of 1.2 for the shipping group.

Scorpio Tankers Inc. (STNG): Scorpio provides seaborne transportation services for crude oil and petroleum products with a fleet of ten vessels. Its shares are down 48% for the year and trading within 10% of all-time lows. Mega funds added a net $5 million in Q3 to their $31 million prior quarter position. Taken together mega funds hold 21.6% of the outstanding shares, more than their 14.3% weighting in the group. The top mega fund buyer in Q3 was Wellington Capital Management ($5 million). Overall, 70 institutions hold 81.8% of Scorpio shares, with Wellington ($24 million) and Steelhead Partners ($22 million) being the top holders with 13.8% and 12.9% of the outstanding shares respectively. Scorpio currently generates losses, and it trades at 0.5 P/B compared to the average of 1.2 for the shipping group.

DryShips Inc. (DRYS): DryShips is a Greek provider of carrier transportation services with a fleet of 38 dry-bulk carriers and 12 tankers. Its shares are down 56% for the year and trading within 15% of all-time lows, in concert with the collapse in dry bulk freight rates as represented by the Baltic Exchange Dry Index (BDI) that is trading down 60% from the highs set late last year and is down 85% from the highs in 2008. Mega funds, however added a net $1 million in Q3 to their $98 million prior quarter position. Taken together, mega funds hold 9.6% of the outstanding shares, less than their 14.3% weighting in the group. The top mega fund buyers in Q3 were Deutsche Bank ($19 million) and Morgan Stanley ($4 million). Overall, 160 institutions hold 19.2% of DRYS shares, with Deutsche Bank ($28 million) being the top holder with 7.0% of the outstanding shares. DryShips trades at a discount 4 forward P/E, and at 0.3 P/B and 2.3 P/CF, compared to averages of 76.4, 1.2 and 35.8 respectively for the shipping group.

The following are shipping companies that were sold by guru fund in Q3 (see Table):

Frontline Ltd (FRO): Frontline provides tanker transportation services of oil and oil products through a fleet of 73 vessels. Mega funds sold a net $4 million in Q3 from their $33 million prior quarter position. Taken together, they hold 12.2% of Frontline shares. The top seller was Wellington Capital Management ($3.5 million). FRO also trades near its lows, within 2% of its all-time lows, and is currently generating losses.

Navios Maritime Partners (NMM): Navios operates as an international owner and operator of 16 vessels capable of transporting dry bulk commodities. Mega funds sold a net $8 million in Q3 from their $65 million prior quarter position. Taken together, they hold 8.0% of NMM shares. The top sellers were Invesco Ltd. ($3.9 million), Credit Suisse ($2.2 million) and Deutsche Bank ($1.4 million). Navios is a high-dividend stock yielding 12.9%. Also, it trades at discount 11-12 forward P/E, and at 1.4 P/B and 7.0 P/CF, compared to averages of 76.4, 1.2 and 35.8 respectively for the shipping group.

Navios is a part of Navios Maritime Holdings (NM), a vertically integrated seaborne shipping company with a fleet of 57 vessels carrying dry bulk cargo. Mega funds position in NM was unchanged at $40 million for the quarter, including $1 million each bought and sold during Q3. The top mega fund holders in NM are Fidelity Investments ($27.4 million) and Morgan Stanley ($5.9 million). NM is also a high-dividend stock yielding 6.9%. It trades at a discount 5-6 P/E, and at 0.3 P/B and 3.6 P/CF, compared to averages of 76.4, 1.2 and 35.8 respectively for the shipping group.

Eagle Bulk Shipping Inc. (EGLE): Eagle is a provider of international tanker transportation charter services for dry bulk goods through a fleet of 38 vessels. It is the largest U.S. based owner of Handymax dry bulk vessels that range in size from 35,000 to 60,000 deadweight tons or dwt, and transport a broad range of major and minor bulk cargoes, including iron ore, coal, grain, cement and fertilizer, along worldwide shipping routes. Mega funds sold a net $2 million in Q3 from their $16 million prior quarter position. Taken together, they hold 17.2% of EGLE shares. The top seller was Deutsche Bank ($0.6 million). Eagle also trades near its lows, within 4% of its all-time lows, and is currently generating losses.

Alexander & Baldwin (ALEX): Alexander & Baldwin provides containership freight services in Hawaii, Guam, China and U.S. Pacific coast ports with 17 vessels. Mega funds sold a net $23 million in Q3 from their $346 million prior quarter position. Taken together, they hold 17.7% of Alexander & Baldwin shares. The top sellers were Blackrock ($11.6 million) and State Street Corp. ($4.9 million). Alexander & Baldwin yields a dividend of 3.3%. Also, it trades at discount 19 forward P/E, and at 1.4 P/B and 16.8 P/CF, compared to averages of 76.4, 1.2 and 35.8 respectively for the shipping group.

Ship Finance Intl Ltd. (SFL): Ship Finance provides tanker transportation services for crude and refined oil products, dry bulk and containerized cargoes. Mega funds sold a net $8 million in Q3 from their $66 million prior quarter position. Taken together, they hold 6.8% of SFL shares. The top sellers were NeubergerBerman Group ($5.1 million) and State Street Corp. ($2.6 million). Ship Finance is a high-dividend stock yielding 15.6%. Also, it trades at a discount 6 forward P/E, and at 0.9 P/B and 5.6 P/CF, compared to averages of 76.4, 1.2 and 35.8 respectively for the shipping group.

Table: (Click to enlarge)




This article is part of a series on institutional holdings in various industry groups and sectors, and other articles in the series for this and prior quarters can be accessed from our author page.

Disclosure: I have no positions in any stocks mentioned, and no plans to initiate any positions within the next 72 hours.

Credit: Historical fundamentals including operating metrics and stock ownership information were derived using SEC filings data, I-Metrix® by Edgar Online®, Zacks Investment Research, Thomson Reuters and Briefing.com. The information and data is believed to be accurate, but no guarantees or representations are made.

Disclaimer: Material presented here is for informational purposes only. Nothing in this article should be taken as a solicitation to purchase or sell securities. Before buying or selling any stock you should do your own research and reach your own conclusion. Further, these are our ‘opinions’ and we may be wrong. We may have positions in securities mentioned in this article. You should take this into consideration before acting on any advice given in this article. If this makes you uncomfortable, then do not listen to our thoughts and opinions. The contents of this article do not take into consideration your individual investment objectives so consult with your own financial adviser before making an investment decision. Investing includes certain risks including loss of principal.  

Der jüngste Kursanstieg der Frontline ist wohl eher der Tatsache geschuldet dass einige Short gegangen sind und aufgrund des kurzfristigen Turnarounds knapp unter ? 2 sich nun wieder eindecken müssen.

Fundamental steht es um die Frontline krottenschlecht. Hier drohte und droht aus meiner Sicht weiter Insolvenz. Mit dem Deal den Fredrikson heute angeboten hat (5 georderte und im Bau befindliche Schiffe) sowie die neuesten 10 Schiffe aus der alten Frontline herauszukaufen um sie in die neue Frontline12 zu integrieren, sehe ich als ein Versuch die Frontline Liquiditätsmäßig aus der Schusslinie zu  bekommen. Alles entscheidend ist jedoch der "faire" Preis den Frintline12 hierfür bezahlt. Auf der einen Seite kann sich auch eine neue Frontline keine "überteuerten" Schiffe leisten, da dies die aktuellen Frachtraten auf dem Spotmarkt nicht hergeben. Langfristig verchartern macht aber im Moment bei den ebenfalls niedrigen Raten auch keinen Sinn.

Also entweder wird das Dilemma nur von einer Schulter auf die nächste verteilt (dann kommt die neue Frontline12 schneller unter die Räder als ihr lieb ist!!!) oder und das ist meine Meinung man versucht die Rosinen aus der alten Frontline herauszuholen und höhlt die alte Frontline damit aus und lässt kurz- bis mittelfristig die Altaktionäre im Regen stehen, vermutlich dann mit einer ordentlichen Insolvenz bei der sich für die neue Frontline dann nochmal das eine oder andere Schnäppchen ergibt... Aus meiner Sicht verlieren die heutigen Frontline-Aktionäre so oder so. Spannend wird sein unter welchen Bedingungen die neue Frontline12 auf den Markt gebracht wird... ich denke nicht dass Altaktionäre hier in irgendeiner Form bevorrechtigt sein werden... aber mal sehen.
Fazit: Frontline ist auf dem jetzigen Niveau ein klarer Verkauf (aggressiv sell) und daran anschliessend weil sehr stark verwoben auch SHIP FINANCE!  

Wenn die Umstrukturierung tatsächlich zu profitableren Zeiten führen sollte dann soll es allen investierten Aktionären wohl recht sein. Jetzt - auf dem pennystock-Niveau - ist schwer zu glauben, dass in absehbarer Zeit wieder alte Höhen erreicht werden.  Die Ölpreise sind lange nicht mehr so niedrig aber anscheinend gibt es zuviel Charterraum am Markt und daher ist Frontline z.Zt. nicht gut aufgestellt. Wer allerdings die Zukunft des Ölcharters grundsätzlich optimistisch sieht hat hier womöglich die Chance zu einmalig tiefen Kursen einzusteigen.

 

Hallo,

ich sehe das kurzfristige Potenzial auch eher pessimistisch, da der Chartermarkt absolut im Keller liegt. Wenn man sich mal die Frachtraten in den Geschäftsberichten ansieht, könnte es einem ja schwindelig werden. Aber bei Frontline habe ich die Hoffnung, dass sie einen langen Atem haben werden und so das derzeitige Überangebot an Frachtkapazität überstehen werden. Aus der Vergangenheit betrachtet, war Frontline immer DER Dividendengarant in meinem Depot. Ich gehe davon aus, dass sich die Geschäftszahlen mittel- bis langfristig wieder zum Guten wenden werden. Daher habe ich gestern auch noch mal 1/3 meines Bestandes für 2,50 € aufgestockt.

Was mich auch hoffen lässt, ist die Tatsache, dass es bei den verbundenen Unternehmen Ship Finance, Golden Ocean, Seadrill, bei den Geschäftszahlen deutlich besser aussieht als im direkten Tankergeschäft.

Also warte ich entspannt die nächsten Monate ab.

 

Warum ist Frontline so billig?
Weil es der Branche so schlecht geht wie seit Jahren nicht mehr!
Warum garantiert John Fredriksen bei Frontline mit 505 Mio.$?
Weil er an das Unternehmen und an die Branche glaubt!
2003 war Frontline in einer ähnlichen Situation und hat in den folgenden 2 Jahren
2000 % zugelegt!
Billig kaufen und teuer verkaufen ist die Kunst!  

Und was bedeutet das jetzt für das Unternehmen? Ist Frontline 2012 = Frontline?  

Sieht alles sehr positiv aus und dürfte sich auf die Zahlen positiv niederschlagen:

http://www.emissionshaus.com/de/content/tanker-reports-vlcc

 

 

 

 

 

werd mir mal ein paar holen wenn die letzte Ratten von Bord ist sollte man das Ruder rumreissen und versuchen das Schiff in ruhige Gewässer zubringen....dan gehörtes einem ganz alleine und man kann mit neuer Piratenflagge auf Beute gehen und die Weltmeere erobern.

Ahoi Black Pearl!!!!!!!! wir lagen vor Madagaskar und hatten die Pest an Bord...tatam..tatam...tatam!!.  

Bei der derzeitigen Weltwirtschaftslage habe ich eher Bedenken, dass das das Ruder alsbald wieder rumgerissen wird. Bin seit 2007 bei Frontline dabei und habe somit Höhen wie Tiefen erlebt. Problematisch ist aus meiner Sicht, dass die Unternehmensführung derzeit auch nichts machen kann, da die Charterraten seit Monaten auf einem historischen Tief liegen. Ich gehe auch davon aus, dass sich diese erst Ende 2013, wenn nicht erst in 2014 erholen. Derzeit ist das Überangebot an Tankern einfach zu erdrückend. Zwar hat der Verkauf von mittlerweile 25 Tankern sicherlich die Kosten gedrückt, jedoch fahren diese Tanker jetzt für andere Unternehmen und das Überangebot besteht immer noch.

Der Jahresbericht war ja auch nicht gerade hoffnungsvoll. Derzeit pendeln die Aktien knapp über dem Buchwert von 1,30 €. Falls noch jemand verkaufen möchte, ich würde auf Tradegate noch welche für 1,35 € dazu kaufen . Was mich derzeit bei rd. 85 % Verlust noch halbwegs beruhigt, ist dass die Kreditlinien und damit das Überleben von Frontline bis 2015 gesichert sind. Was danach kommt, kann wohl noch niemand prophezeien.

In dem Sinne noch allen investierten ruhig Blut und viel Geduld !!!

 

...mit Frontline2012 zusammen? Schlachtet John Frederiksen Frontline nur aus, oder gibt es  für das Unternehmen eine echte Perspektive?  

mitgenommen.
Im Moment siehts ja verflucht schlecht aus.
Mr. F. = noch 2 Jahre mies im Sektor.
Nochmal zukaufen?
Is schon riskant oder...
Aber wenn FRO nicht BK geht (mit den Schulden) bzw. Mr. F. nochmals rettet, kann man sicher vervielfachen.
Ich werde vermutlich noch ein bisschen abwarten.
Verkauf bei dem Kurs inakzeptabel - lieber alles oder nichts.

Nur meine Meinung - keine Kauf- od. Verkaufsempfehlung!!!  

ruhig hier ist, wärs schön Meinungen (von Investierten) zu hören - bleibt Ihr dabei, kauft Ihr oder Aufgabe?  

Aufgabe kann ich mir nicht erlauben , zuviel Verlust......nachkaufen .....macht das Sinn ?
Die frage stell ich mir schon länger.  

Tachchen!

Also ich habe mittlerweile auch rd. 85 % Verlust bei Frontline, allerdings ohne Dividenden und zwischenzeitlich Verkaufsgewinne. Aber ich kaufe ab und zu noch mal kleine Stückzahlen nach, so wie heute morgen bei Tradegate. Da ist dann der Gebührenanteil bei rd. 10 % zwar recht hoch aber das Risiko größer nachzukaufen ist mir dann auch zu hoch. Ich hoffe nur, dass Frontline die schlechte Lage im Tankermarkt als Platzhirsch besser durchhält als die Konkurrenten. Naja, vielleicht steigen die Frachtraten ja im nächsten halben Jahr mal wieder an. Zum Glück laufen die anderen Unternehmen der Hemen-Holding zur Zeit besser und zahlen gute Dividenden (habe u.a. noch Seadrill und Ship Finance im Depot).

In dem Sinne wünsche ich allen investierten noch viel Geduld und Glück für die Zukunft!

 

Frontline steigt extrem.......sollte das die Erholung der Frachtraten sein ?  

Highlights

Frontline reports a net loss attributable to the Company of $36.4 million for the third quarter of 2013, equivalent to a loss per share of $0.46.  

Frontline reports a net loss attributable to the Company of $175.5 million for the nine months ended September 30, 2013, equivalent to a loss per share of $2.24.  

Frontline records a vessel impairment loss of $22.4 million in the third quarter of 2013 and a vessel impairment loss of $103.7 million in the nine months ended September 30, 2013.

Frontline will not pay a dividend for the third quarter of 2013.  

Frontline issued 329,532 new shares in the third quarter further to the ATM offering launched in June 2013.

In October 2013, Frontline entered into a private agreement to exchange $25.0 million of the Company's 4.5% Convertible Bond for an aggregate of 6,474,827 shares and a cash payment of $2.25 million.

In October 2013, Frontline agreed with Ship Finance to terminate the long term charter parties for the 1998 and 1999 built VLCCs Front Champion and Golden Victory and Ship Finance simultaneously sold the vessels to unrelated third parties.





Third Quarter and Nine Months 2013 Results



The Board of Frontline Ltd. (the "Company" or "Frontline") announces a net loss attributable to the Company of $36.4 million in the third quarter, equivalent to a loss per share of $0.46, compared with a net loss of $120.3 million in the second quarter, equivalent to a loss per share of $1.54. The Company has recorded a vessel impairment loss of $22.4 million in the third quarter compared with an impairment loss of $81.3 million in the preceding quarter. The third quarter impairment loss relates to the Front Champion and Golden Victory.



Impairment losses are taken when events or changes in circumstances occur that cause the Company to believe that future cash flows for an individual vessel will be less than its carrying value and not fully recoverable. In such instances an impairment charge is recognized if the estimate of the undiscounted cash flows expected to result from the use of the vessel and its eventual disposition is less than the vessel's carrying amount.



Following the termination of the lease on the Company's final OBO carrier, Front Guider, in the first quarter of 2013 the results of the OBO carriers have been recorded as discontinued operations in accordance with U.S. generally accepted accounting principles.



The average daily time charter equivalents ("TCEs") earned in the spot and period market in the third quarter by the Company's VLCCs and Suezmax tankers were $16,100 and $12,400, respectively, compared with $14,100 and $13,800, respectively, in the preceding quarter. The spot earnings for the Company's double hull VLCCs and Suezmax vessels were $13,900 and $12,400, respectively, compared with $11,200 and $13,800, respectively, in the preceding quarter.



Contingent rental (income) expense relates to the amended charter parties with Ship Finance and the amended charter parties for four other leased vessels. Contingent rental income in the third quarter is primarily due to the release of an accrual, which is not required at September 30.



Ship operating expenses decreased by $5.8 million compared with the preceding quarter primarily due to a decrease in dry docking costs.



Following the redelivery of the chartered-in VLCC DHT Eagle on May 8, 2013, the Company no longer has any vessels chartered-in under operating leases.



Interest expense, net of capitalized interest, was $22.8 million in the third quarter of which $6.0 million relates to the Company's subsidiary Independent Tankers Corporation Limited ("ITCL").



Frontline announces a net loss attributable to the Company of $175.5 million for the nine months ended September 30, 2013, equivalent to a loss per share of $2.24. The average daily TCEs earned in the spot and period market in the nine months ended September 30, 2013 by the Company's VLCCs and Suezmax tankers were $15,800 and $13,600, respectively, compared with $23,200 and $15,500, respectively, in the nine months ended September 30, 2012. The spot earnings for the Company's double hull VLCCs and Suezmax vessels were $13,300 and $13,600, respectively, in the nine months ended September 30, 2013 compared with $23,700 and $15,500, respectively, in the nine months ended September 30, 2012.



As of September 30, 2013, the Company had total cash and cash equivalents of $79.3 million and restricted cash of $59.2 million. Restricted cash includes $57.1 million relating to deposits in ITCL.



The Company estimates average total cash cost breakeven rates for the remainder of 2013 on a TCE basis for VLCCs and Suezmax tankers of approximately $22,400 and $16,700, respectively.





Fleet Development



In October 2013, the Company agreed with Ship Finance to terminate the long term charter parties for the 1998 and 1999 built VLCCs Front Champion and Golden Victory and Ship Finance simultaneously sold the vessels to unrelated third parties. The charter parties have terminated in November 2013.



The decision to terminate the long term charter parties was taken in view of the required investment to take the vessels through the 15 year special survey and current market rates. While the VLCC spot market has recently shown some signs of recovery, there is still a fundamental oversupply in the market and the retirement of older vessels should assist in balancing the market going forward.



The Company has agreed a compensation payment to Ship Finance of approximately $90 million for the early termination of the charter parties, of which $11.0 million will be paid upon termination and the balance will be recorded as notes payable, with similar amortisation profiles to the current lease obligations, with reduced rates until 2015 and full rates from 2016. Front Champion and Golden Victory have the highest charter rates of the vessels chartered in from Ship Finance and the level of compensation is a reflection of this.



These transactions will reduce the Company's obligations under capital leases by approximately $105 million and the remaining obligations under capital leases following these terminations will be approximately $735 million related to 15 VLCCs and five Suezmax tankers.





Newbuilding Program



As of September 30, 2013 the Company was committed to make newbuilding installments of $87.9 million with expected payment of $6.2 million in 2013 and $81.7 million in 2014.





Corporate



The Company issued 329,532 new ordinary shares under the ATM program in the third quarter. 78,843,586 ordinary shares were outstanding as of September 30, 2013, and the weighted average number of shares outstanding for the quarter was 78,838,476.



In October 2013, the Company entered into a private agreement to exchange $25.0 million of the outstanding principal amount of the Company's 4.5% Convertible Bond Issue 2010/2015 for an aggregate of 6,474,827 shares and a cash payment of $2.25 million.





The Market



The market rate for a VLCC trading on a standard 'TD3' voyage between the Arabian Gulf and Japan in the third quarter of 2013 was WS 36, representing a decrease of WS 1 point from the second quarter of 2013 and the same level as the third quarter of 2012. The flat rate increased by 9.1 percent from 2012 to 2013.



The market rate for a Suezmax trading on a standard 'TD5' voyage between West Africa and Philadelphia in the third quarter of 2013 was WS 56, representing an increase of WS 2 points from the second quarter of 2013 and a decrease of WS 4 points from the third quarter of 2012. The flat rate increased by 9.3 percent from 2012 to 2013.



Bunkers at Fujairah averaged $600/mt in the third quarter of 2013 compared to $614/mt in the second quarter of 2013. Bunker prices varied between a high of $617/mt on August 29th and a low of $585/mt on July 3rd.



The International Energy Agency's ("IEA") October 2013 report stated an OPEC crude production, including Iraq, of 30.5 million barrels per day (mb/d) in the third quarter of 2013. This was a decrease of 0.3 mb/d compared to the second quarter of 2013.



The IEA estimates that world oil demand averaged 91.7 mb/d in the third quarter of 2013, which is an increase of 1.2 mb/d compared to the previous quarter. IEA estimates that world oil demand in 2013 will be 91.0 mb/d, representing an increase of 1.0 percent or 1.0 mb/d from 2012.



The VLCC fleet totalled 623 vessels at the end of the third quarter of 2013, unchanged from the previous quarter. Five VLCCs were delivered during the quarter, five were removed. The order book counted 56 vessels at the end of the third quarter, which represents nine percent of the VLCC fleet. According to Fearnleys, the single hull fleet is down to one vessel.



The Suezmax fleet totaled 447 vessels at the end of the third quarter, up from 444 vessels at the end of the previous quarter. Five vessels were delivered during the third quarter whilst two were removed. The order book counted 41 vessels at the end of the third quarter, which represents approximately nine percent of the Suezmax fleet. According to Fearnley's, the single hull fleet stands unchanged at five vessels.



Strategy and Outlook



While the VLCC spot market recently has shown signs of recovery, the Board is of the opinion that it may take some time before a reasonable market balance is restored and sustained recovery of the tanker market occurs. The Board believes that such a market balance and sustained recovery of the tanker market will be dependent on the extent of phase out of existing tonnage as well as global growth conditions.



As of September 30, 2013 Frontline had total debt and lease obligations, excluding non-recourse debt in ITCL of $1,122 million comprised of $841 million in lease obligations to Ship Finance, $66 million in lease obligations to German KGs and $215 million in convertible bond loan. A full repayment of this debt is, to a large extent, dependant on a sustained improvement in tanker rates in the years to come.



The Board is actively monitoring the situation and looking for opportunities to restructure the balance sheet and improve the Company's financial position. The Board expects the operating result (excluding one time gains and losses) in the fourth quarter to improve compared with the third quarter.  

 

Der Markt offenbar auch noch richtig gut und FRO ist auf bis zu 3,5 USD pro Aktie gestiegen und hält stabil über der 3 USD.

Finde ich wenig nachvollziehbar. Quartal um Quartal wird Verlust geschrieben. Ship Finance kommt immer noch mit blauen Augen davon, weil sie ja die compensation payments bekommen. Aber für FRO sind das nur Trippelschritte aus der Existenzkrise.

Schuldenrückzahlung nur bei substantiellem Anstieg der Frachtraten möglich - das bedeutet doch nichts anderes als Kapitalerhöhungen oder Insolvenz. Denn woher soll die Frachtratenerhöhung kommen?

Die USA produzieren immer mehr Öl inländisch. Damit fällt entsprechend Import- und Transportbedarf weg. Dies erst recht, weil die Infrastruktur es in den USA zunehmend besser erlaubt die verschiedenen Ölsorten intrakontinental durch pipelines zu transportieren.

Ostasien als Nachfrager für arabisches Öl ist daher der Lebensnerv der Tanker. Nur werden auch in Südostasien zunehmend Ölquellen entdeckt und erschlossen.

Die Aussichten für FRO mögen sich kurzzeitig mal aufhellen, aber dann geht's weiter abwärts.