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[公司专区] 5077 Maybulk 大馬散裝貨運

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发表于 2010-11-23 22:30 | 显示全部楼层
大馬散裝貨運淨利升26%

(吉隆坡23日訊)大馬散裝貨運(MAYBULK,5077,主板貿服股)2010財政年第三季(截至9月30日)淨利按年升26.16%至8774萬5000令吉;營業額則按年上揚11.22%至1億零902萬7000令吉,去年同期為9802萬4000令吉。

該公司首9個月揚升9.86%至1億7066萬6000令吉;營業額按年增44.52%至3億1952萬5000令吉。

http://www2.orientaldaily.com.my ... g4n1Ec9101C2C6R4D3X

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发表于 2010-11-24 01:21 | 显示全部楼层
borrowing 少了很多,是不是因为美金贬值?

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发表于 2010-12-24 23:33 | 显示全部楼层
什么是BDI指数

  'BDI指数代表国际干散货运输市场走势的晴雨表。 是目前世界上衡量国际海运情况的权威指数,是反映国际间贸易情况的领先指数

1999年的9月1日,波罗的海交易所将原来反映巴拿马型船和好望角型船的BFI指数分解成BCI指数BPI指数两个指数,同年11月1日,在BCI指数BPI指数BHI指数基础上产生的BDI取代BFI。

BDI的指数计算方法是将BPI、BCI和BHI指数相加,取平均数,然后乘以一个固定的换算系数0.998007990得出的。


什么是干散货运输  远洋运输一般分为集装箱运输干散货运输Dry Bulk Shipping)、油轮运输三种形式。其中集装箱运输主要用于下游制成品运输,如汽车、电子产品、纺织品等,单位是TEU标准箱);干散货运输主要适用于铁矿石、煤炭、粮食、水泥等上游初级产品的运输,单位为吨;油轮运输则主要适用于原油、液化天然气等。
  由于干散货航运主要体现的是全球初级产品的需求,因此是经济的领先指标,具有毛利高、价格波动大的特点。而集装箱航运则主要和中下游产品相关,并不能很好地反映宏观需求,更不是什么领先指标,其运价波动也要平缓的多。
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BDI指数的历史  由伦敦航运市场每天向世界公布。它是一个综合性指数,由全球传统的12条主要干散货船航线的运价按照各自在航运市场上的重要程度和所占比重构成。它是随着波罗的海国际运价期货交易所的设立而出现的。波罗的海运价指数以1985年1月4日为1000。最初由13条航线的程租运价构成,后来调整为12条航线。近几年来由于国际政治、经济形势的发展,使一些航线的重要程度发生了变化。为此,波罗的海交易所于1990年8月6日和1991年2月5日分别就构成运价指数的航线进行了调整。在波罗的海交易所内,有一个由8家会员公司组成的小组,负责计算当天的波罗的海运价指数。每天早晨,8家公司即将各自认为在当天可行的各条航线运价水平或日租金水平,单独提交给会员小组,相互严格保密,以确保公平和准确;小组计算时减去最高和最低值,分别计算出个航线的平均运价和日租金水平,再分别乘以换算常数,即得出各航线的换算指数;再将各航线的换算指数相加,其结果即为当天公布的波罗的海运价指数。

波罗的海航交所是世界第一个也是历史最悠久的航运市场。1744年诞生于美国佛吉尼亚波罗的海咖啡屋,目前是设在英国伦敦的世界著名的航运交易所,全球46个国家的656家公司都是波罗的海航交所的会员。为了满足客户的需要,波罗地海航交所于1985年开始发布日运价指数──BFI,该指数是由若干条传统的干散货船航线的运价,按照各自在航运市场上的重要程度和所占比重构成的综合性指数。1999年,国际波罗的海综合运费指数(BDI)取代了BFI,成为代表国际干散货运输市场走势的晴雨表。

由此可见,该指数是目前世界上衡量国际海运情况的权威指数,是反映国际间贸易情况的领先指数。如果该指数出现显著的上扬,说明各国经济情况良好,国际间的贸易火热。前几年由于中国的经济快速发展也带动了全球经济的复苏,全球对于原材料的需求大大增加,导致了海运的快速繁荣。2003年,BDI指数还只有不到3000点,而到了2004年,该指数就翻了一番,达到了6000点以上,在2007年甚至高达万点,因此,中国和其他国家的贸易以及对于全球初级原材料的需求是导致国际海运价格上涨的主要原因。而该指数上涨的同时我们也确实可以看到海运价格的上涨和目前商品市场上几个大宗原料的价格上涨的曲线是一致的。
所以,作为很多期货市场战略投资者来说,对于该指数的关注程度不言而喻。
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BDI指数的组成  1、BCI指数(Baltic Capesize Index),波罗的海海岬型指数,吨位:8万吨以上,主要运输货物:焦煤、燃煤、铁矿砂、磷矿石、铝矾土等工业原料,占BDI权重:1/3;
  2、BPI指数(Baltic Panamax Index),波罗的海巴拿马指数,吨位:5~8万吨,主要运输货物:民生物资及谷物等大宗物资,占BDI权重:1/3;
  3、BHMI指数(Baltic Handymax Index),波罗的海轻便型指数,吨位:5万吨以下,主要运输货物:磷肥、碳酸钾、木屑、水泥,占BDI权重:1/3。
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BDI指数的影响因素  1、全球GDP成长率。
  2、全球铁矿及煤矿运输需求量。
  3、全球谷物运输需求量。
  4、全球船吨数供给量。
  5、国际船用燃油平均油价、战争及天然灾难。
全球GDP成长率影响全球对铁矿及谷物运输的需求量;天然灾难使物资缺乏,货品运输需求提高,使散装航运景气走扬。
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BDI指数的作用  一般认为,波罗的海干散货指数(BDI)的参考价值主要体现在以下几个方面:
  1. BDI指数是全球经济的缩影。全球经济过热期间,初级商品市场的需求增加,BDI指数也相应上涨。
  2. BDI指数相对客观。BDI指数不存在短线资金炒作的问题,如果短线资金进入大宗商品市场炒作,但同期BDI指数不涨的话,则大宗商品市场高企的价格就值得警惕。
  3. BDI指数与初级商品市场的价格正相关。也就是说,如果煤炭、有色金属、铁矿石等价格上涨,BDI指数一般也是要涨的。
  4. BDI指数与美元指数正相关。美元走强一般反映了美国经济向好,由于美国经济在全球经济总量中占比较大,BDI指数与其正相关。
  5. BDI指数与美国股市走势正相关。理由与美元指数相同。

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发表于 2010-12-25 02:05 | 显示全部楼层
BDI very low now...economy still haven't recover yet?i still wonder..haiz...maybulk is depress-ing..hahaha

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x 341
发表于 2011-1-7 00:47 | 显示全部楼层
本帖最后由 whytoocare 于 2011-1-7 00:49 编辑

Baltic Dry Index - BDI (BALDRY)

The Baltic Dry Index is a daily average of prices to ship raw materials. It represents the cost paid by an end customer to have a shipping company transport raw materials across seas on the Baltic Exchange, the global marketplace for brokering shipping contracts. The index is quoted every working day at 1300 London time.  The Baltic Exchange is similar to the New York Merc in that it is a medium for buyers and sellers of contracts and forward agreements (futures) for delivery of dry bulk cargo.  The Baltic is owned and operated by the member buyers and sellers.  The exchange maintains prices on several routes for different cargoes and then publishes its own index, the BDI, as a summary of the entire dry bulk shipping market.  This index can be used as an overall economic indicator as it shows where end prices are heading for items that use the raw materials that are shipped in dry bulk.The BDI is one of the purest leading indicators of economic activity.  It measures the demand to move raw materials and precursors to production, as well as the supply of ships available to move this cargo.  Consumer spending and other economic indicators are backward looking, meaning they examine what has already occurred.  The BDI offers a real time glimpse at global raw material and infrastructure demand. Unlike stock and commodities markets, the Baltic Dry Index is totally devoid of speculative players.  The trading is limited only to the member companies, and the only relevant parties securing contracts are those who have actual cargo to move and those who have the ships to move it. [1]

Composition of the Index
The index is maintained by the Baltic Exchange.  The cargoes being moved are raw material commodities such as coal, steel, cement, and iron ore.  The prices of underlying contracts are determined by the buyers and sellers, and then the exchange takes 20 different routes throughout the world for various materials and averages them into one index.  The index does not concern itself with finished goods or container ships, only raw materials and dry bulk specific ships are factored into the calculation.[2]  It also factors in all four sizes of oceangoing dry bulk transport vessels:
Ship ClassificationDead Weight Tons% of World Fleet% of Dry Bulk Traffic [3]
Capesize172,00010%25%
Panamax74,00019%25%
Supramax52,45437%25% w/ Handysize
Handysize28,00034%25% w/ Supramax[4]


What the Index Means To Investors
1) Economic Implications
This index is one of the purest leading indicators of economic activity.  It measures the demand to move raw materials and precursors to production.  Consumer spending and other economic indicators are backward looking, meaning they examine what has already occurred.  The BDI offers a real time glimpse at global raw material and infrastructure demand.  This could also be gleaned from looking at commodity prices, but there are substitution effects and futures contracts that make it difficult to interpret the impact of commodity price fluctuations.  Additionally, nearly all commodities are seeing severe increases in prices in 2008 regardless of supply situations as investors seek to hedge their inflation exposure with hard assets.  
Unlike stock and commodities markets, the Baltic Dry Index is totally devoid of speculative players.  The trading is limited only to the member companies, and the only relevant parties securing contracts are those who have actual cargo to move and those who have the ships to move it. [5] The BDI will show how much a company or country is willing to pay to import raw materials immediately.  For example, if a Chinese company has contracted out coal prices for the next year from Rio Tinto (RTP), then the spot price of coal increasing after a mine accident will not impact that established contract.  However, when this company is willing to pay more per ton to ship the coal than to actually purchase it, an investor can see that price growth is accelerating.
2) Price Increases Passed To Businesses/Consumers
As the BDI increases, so effectively does the cost of raw materials.  This cost associated with procuring the materials must be passed along the value chain by producers and refiners.  In the end, consumers will see higher dry bulk rates in the higher prices they pay for goods derived from these raw materials.  For example, when Folgers pays an extra $10/ton to import coffee beans, they will pass along this increased procurement cost to consumers to maintain margins.

Additionally, imported goods may often carry a BDI factor in the prices. An example of this would be the average Chinese imported good. As China transformed from coal exporter to importer, they began buying coal from nations such as Russia, Brazil, and Australia. The coal from the latter two must be shipped using dry bulk carriers. As the rates for the BDI went up in 07, so did the cost of coal to China. Since coal is used for 70-80% of China's energy generation, [6] overhead costs for factories increased with the price of coal. As the overhead costs increase, so must the price of the end good to maintain the margin of profit. As this end price increased, an American paid more for a t-shirt or toy at Wal-Mart.


Key Trends and Forces
  • Commodity Demand - This is determined mainly by industrial production and energy demand.  If commodity demand is strong, BDI rates will increase regardless of spot rates for those commodities.  Companies that have contracted out spot rates will show increased demand through paying more for shipping of the materials.  As more coal and steel are being demanded by China, so will the rates for dry bulk shipping increase.
  • Fleet Supply - This is determined by the number of available ships, their capacity, and the utilization rates.  Additionally, the average age of the fleets will determine where they are in the life cycle.  The average ship lasts 25 years.  If the average is closer to that number, supply will be decreasing in the short term.  Also, supply is greatly determined by delivery of new vessels.  Currently, there is significant back logged demand for new vessels.  With rates for the largest dry bulkers fetching nearly 10x that of a comparable VLCC Oil Tanker, many companies converted tankers into dry bulk carriers.[7]
  • Seasonal Pressures - Weather has a major impact on both demand and logistics.  For demand, cold weather may increase the demand for coal and other energy creating raw materials.  For logistics, cold weather may cause ice to block ports and low rivers to prevent travel.  Both of these cause increases in the BDI.  Conversely, a mild winter or early ice breakup in cold water parts will cause decreases in the BDI.
  • Bunker Prices - Bunker fuel is a type of fuel oil a ship uses for propulsion.  Bunker fuel accounts for between a quarter and a third of vessel operating costs.  Higher crude oil prices also mean higher bunker fuel prices which will be reflected in higher BDI prices. So, just as higher oil prices will put a damper on Airline company margins, they will squeeze margins for dry bulk operators.
  • Choke Points Nearly half of the world's oil passes through a few narrow shipping lanes.  This includes the straights of Hormuz and Malacca, the Bosporus and the Suez and Panama canals.  These geographic choke points cause natural caps in the number of ships that can pass through each day, month or year and therefore also limits the bulk tonnage capacity of certain shipping routes.  If anything disrupts the flow of ships through the choke points, the BDI will increase. The narrow (52 mile wide) Bering Strait (also called the "Bering Gate" in the shipping industry) may soon become the world's newest strategic "choke point" for shipping [8].
  • Market Sentiment - Because of the time lag in forecasting demand for raw materials, market opinion can greatly affect the freight exchange.  [9]  The recent halving of the index's value can be attributed to many companies forecasting lower global growth and cutting their production/demand targets.
  • Port Congestion -This acts as another great buffer against supply increases lowering index prices.  The actual infrastructure of these ports prevents more ships entering the market.  The ports simply cannot handle more traffic.  Until major changes occur at these vital terminals, there will be upward pressure on dry bulk prices.  Shipping industry analysts [2] are actually developing an index to standardize and make available this incredibly vital data.[10]
Example of Global Ports Congestion Index Report
  • Labor Relations - Nothing is loaded or unloaded from ships without labor. Labor relations at various ports around the world directly affects the BDI. For example, in the U.S. both the ILA (International Longshoreman's Association) and the ILWU (International Longshoreman's and Warehouse Union) exert enormous control over the labor at ports. Labor relations issues include: intentional work slowdowns, company lockouts, strikes and political boycotts. Labor unions have expressed their political power and influence in the past by boycotting products from apartheid South Africa, protesting the war in Iraq and even the Soviet Invasion of Afghanistan[11]. Labor relations impacts on the Baltic Dry Index should not be underestimated by the sophisticated investor.
  • Piracy - Although piracy has been a constant factor affecting shipping for thousands of years, 2008 saw some significant piracy events including the capture and ransom of the MV Sirius Star, a Saudi owned oil supertanker seized by pirates off the coast of Somalia. Pirates are also holding crews hostage for significant ransoms as in the case of the MV Faina, a Ukrainian arms shipping vessel. Interpol and other global law enforcement agencies are investigating the connections of various organized crime groups that may be bankrolling and organizing pirate groups including those based in Somalia. Various nations including the U.S., Canada, France, U.K., Russia, Ukraine and China are now deploying warships to patrol the coast of Somalia. These factors put additional upward pressure on the BDI[12].
  • New Arctic Shipping Routes - Shipping from Europe to China by means of the arctic offers a route distance savings of approximately 4000 miles, which is a large percentage of the non-arctic total route distance. Of course, the historical search for the Europe-India route was the reason for the discovery of the "New World" (America). With oil prices (Bunker Fuel) at 1st Q 2009 lows, arctic shipping may or may not be economical. But during mid-2008 oil prices, a 4000 mile route saving offered significant fuel and time savings. Discussion among scientists attending the March 2009 "Copenhagen Conference" suggests that the predictions by the 2007 UN- IPCC  Report on Climate Change regarding the likely clearing of arctic sea ice has underestimated the rate of clearing and by 2013 arctic shipping may become feasible. Although the shipping industry remains highly secretive, the potentially significant economic advantages have caused many international shipping companies to begin analyzing and planning for potential new arctic routes. Shipping industry intelligence indicates that China is interested in potential deep-water ports in Iceland. Arctic routes do not currently affect the BDI but may in the near future[13].


Other Indices
Shipping industry publication "Lloyd's List" publishes a comprehensive list of input and route specific indices.  These can be used to gauge demand on certain inputs.  Economic activity can also be extrapolated by examining where rates are rising/falling on specific routes.
Lloyd's List Indices and Route/Cargo Info[14]


Winners/Losers
When the BDI increases, dry bulk shipowners win.  The increase in the index directly increases their margins and revenues.
When the BDI decreases, every other consumer/producer in the global value chain wins.  Since the BDI measures procurement costs, when these costs go down, producers benefit from increased margins, and consumers benefit from lower prices for finished products.

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发表于 2011-1-7 17:24 | 显示全部楼层
香港在炒热着航运股。。看看maybulk会有被带动没有咯
lawhal83 发表于 2011-1-7 17:20


可是BDI还是没有改善。。

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发表于 2011-1-7 19:11 | 显示全部楼层
可是BDI还是没有改善。。
Pyro 发表于 2011-1-7 17:24

就是看到 BDI 还是没有改善才买,改善了才买就迟了,,,!!

我酱讲算不算是反向投资,,,!!

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发表于 2011-1-8 00:56 | 显示全部楼层
就是看到 BDI 还是没有改善才买,改善了才买就迟了,,,!!

我酱讲算不算是反向投资,,,!!
李自成 发表于 2011-1-7 19:11


可是你把shipping company和BDI做比较,你可以看出BDI是领先股价一点的

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发表于 2011-1-14 10:38 | 显示全部楼层
澳港口塞爆 BDI看跌32%

(悉尼13日訊)澳洲昆士蘭省遭逢半世紀以來僅見的洪災,造成礦坑關閉和港口阻塞,在外海等待載運商品的貨船綿延20哩長,如果情況不能立即紓緩,散裝貨輪費率指標波羅的海乾貨指數(BDI)未來幾個月將暴跌32%。

昆士蘭省供應全球50%的海上運輸的煉鋼用煤,目前該省外海停泊132艘貨船,據英國追蹤全球港口裝卸貨的Truro公司,這些船等待裝運商品的時間最快要22日,是去年4月以來最長等待日數。

倫敦巴克萊資本公司分析師西恩說,如果洪水遲不退去,BDI指數未來幾個月可能下跌32%到1000點。

http://www2.orientaldaily.com.my ... 9zb0hM71k591H8a4rlQ

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发表于 2011-1-28 22:42 | 显示全部楼层
General Announcement
Reference No MB-110128-67006

Company Name
:
MALAYSIAN BULK CARRIERS BERHAD
Stock Name
:
MAYBULK   
Date Announced
:
28/01/2011



Type
:
Announcement
Subject
:
Members' Voluntary Winding-Up of Wholly-Owned Subsidiary of Malaysian Bulk Carriers Berhad ("MBC" or "the Company")

Contents
:
Members' Voluntary Winding-Up of Wholly-Owned Subsidiary of Malaysian Bulk Carriers Berhad ("MBC" or "the Company")

Announcement Details :


Pursuant to Paragraph 9.19(20) of the Main Market Listing Requirements of Bursa Malaysia Securities Berhad, the Company wishes to inform that the following wholly-owned subsidiary (held through MBC’s wholly-owned subsidiary, New Johnson Holdings Limited) had on 28 January 2011 appointed a liquidator for the purpose of members’ voluntary winding-up. Ms. Tan Kim Hoon of No. 37 Jalan SS 2/24, 47300 Petaling Jaya, Selangor Darul Ehsan, Malaysia is the appointed Liquidator for the members’ voluntary winding-up.

Information on wholly-owned subsidiary

Name of CompanyPlace of IncorporationDate of IncorporationPrincipal activity prior to members’ voluntary winding-upAuthorised Share CapitalPaid Up Share capital
Springbright Holdings LimitedBritish Virgin Islands22 March 2006DormantUS$50,000/- divided into 50,000 ordinary shares of US$1.00 eachUS$1 fully paid up ordinary share of US$1.00 each

Rationale for the Winding-Up
The above subsidiary has remained dormant after the disposal of its vessel and there is no intention to reactivate the operations of this company.

Effects of the Winding-Up
The winding-up of the above subsidiary has no material financial and operational impact on the Group.


This announcement is dated 28 January 2011.

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发表于 2011-2-8 17:02 | 显示全部楼层
Malaysian Bulk Carriers Bhd, a shipping group, had its stock rating raised at OSK Research Sdn Bhd, which said the Baltic Dry Index, a measure of commodity- shipping costs, may soon “bottom.”

The stock was upgraded to “buy” from “neutral,” OSK said in a report today. -- Bloomberg

Read more: Malaysian Bulk upgraded to 'buy' http://www.btimes.com.my/article ... icle/#ixzz1DM9DJVTS


有谁有这个报告。。。可以share吗?

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发表于 2011-2-8 17:22 | 显示全部楼层
17兄,今天起因该这篇新闻有少少影响吧

OSK Research ups Maybulk to Buy, downgrades MISC

KUALA LUMPUR: OSK Research said trimming excess supply is now vital in restoring shipping rates.

It said on Tuesday, Feb 8 that given the higher incidence of scrapping among smaller vessels (generally the older ones), it prefers shipping players with a higher composition of smaller ships.

OSK Research said nevertheless, as supply and demand is still imbalanced, it continues to maintain its NEUTRAL call on the sector as the tide has yet to turn positive.

“We have upgraded Malaysian Bulk Carriers (Maybulk) to BUY (TP RM3.10) as we believe that the BDI may soon bottom. However, we have downgraded MISC to NEUTRAL (TP RM8.72) on an earnings cut of 6%-7% as tanker rates continue to languish,” it said.

http://www.theedgemalaysia.com/b ... owngrades-misc.html

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发表于 2011-2-8 17:27 | 显示全部楼层
17兄,今天起因该这篇新闻有少少影响吧

OSK Research ups Maybulk to Buy, downgrades MISC

KUALA LU ...
BIoTech 发表于 2011-2-8 17:22

应该是,MAYBULK在这个价位累计是没错了

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发表于 2011-2-8 20:08 | 显示全部楼层
如果没有记错
今年maybulk 将迎来两艘新船(其中一个是5月)

〉〉洪水未退就是进票的好时机,
一旦洪水退了,
航运恢复股价就没有酱的价位了

我也是这样觉得
lavender17兄 可否也给我一份research report

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发表于 2011-2-8 21:05 | 显示全部楼层
更新: February 8, 2011 17:44

澳洲水災停出口糧鐵
上半年船運費料漲

報導:陳愛玲

(吉隆坡8日訊)澳洲水災使鐵礦糧食輸出暫停,券商認為,待大水消退后,需求將激增,預計在3和4月份時,船運費率將飆漲,漲幅或可達50%。

聯昌證券研究分析員受詢時指出,儘管短期內船運費揚升,但仍無法恢復該領域的“元氣”,今年表現有待觀望。

“船運費率過去以倍數跌幅下滑,即使短期內(半年內)大漲,長期費率波動甚大,船運業前景仍不明朗。”

他說,去年10月份,每日船運盈利可達4萬6000美元(約14萬令吉),但上週五每日船運盈利卻滑落至5000美元(約1萬5162令吉)。

不過,也有分析員認為,船運業供過于求,將削弱未來船運費率走勢,隨著船運費用若減低,將有助提高出口業者獲利。

國際業者影響較大

僑豐投資研究分析員阿末指出,費率波動不定,對國際大型船運業者影響較大,但運輸主力放在東協國家和本地海岸線的小型船運業者料不受衝擊。

僑豐投資研究報告指出,在05至08年的巔峰時期,市場對石油和基建工程相關原料需求大增,當時船運業供不應求,船運費率也因此飆漲,船運業者更紛紛購船擴充業務,造成現在供過于求。

目前,業界所接獲的噸數訂單(包括乾貨、貨櫃箱和油槽)僅佔總船隻的40%。

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发表于 2011-2-14 22:44 | 显示全部楼层
尽管市场供过于求 
马散装货运财测维持不变

二零一一年二月十二日 晚上六时五十七分

(吉隆坡12日讯)尽管小型货船载运市场出现供过于求情况,但是侨丰证券研究行仍维持大马散装货运有限公司(MAYBULK,5077,贸易服务组)的财测与3.10令吉的目标价。

市场出现上述情况,可能是与旧船数目不断增加有关。

侨丰指出,由于澳洲的水灾严重,因此影响货物出口,导致船只供应过剩。不过,这对大马散装货运的冲击是有限的,因为它之前以较为吸引的固定收费率来锁定了数份运载合约。

该行称,而且大马散装货运的澳洲业务并不显著,所以盈利下跌风险应可有效地受到控制。

但是侨丰继续强调说,整体散装运载市场前景依然严峻,因为全球经济正在适度增长中,其货运需求仍不足够去满足市场上充斥着大量的货船。

侨丰将大马散装货运的评级从中和提高至买入,因为该行相信在农历新年过后,波罗的海干货指数将从谷底回升。

http://www.kwongwah.com.my/news/2011/02/12/107.html

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发表于 2011-2-23 17:21 | 显示全部楼层
本帖最后由 thais 于 2011-2-23 17:25 编辑

Company Name
:
MALAYSIAN BULK CARRIERS BERHAD
Stock Name
:
MAYBULK   
Date Announced
:
23/02/2011
Financial Year End
:
31/12/2010
Quarter
:
4
Quarterly report for the financial period ended
:
31/12/2010
The figures
:
have not been audited

Converted attachment :



Please attach the full Quarterly Report here:




Remark:




  • [url=]DEFAULT CURRENCY[/url]
  • [url=]OTHER CURRENCY[/url]




Currency
:
Malaysian Ringgit (MYR)

SUMMARY OF KEY FINANCIAL INFORMATION
31/12/2010

INDIVIDUAL PERIOD
CUMULATIVE PERIOD
CURRENT YEAR QUARTER
PRECEDING YEAR
CORRESPONDING
QUARTER
CURRENT YEAR TO DATE
PRECEDING YEAR
CORRESPONDING
PERIOD
31/12/2010
31/12/2009
31/12/2010
31/12/2009
$$'000
$$'000
$$'000
$$'000
1Revenue
84,725
82,614
404,250
303,707
2Profit/(loss) before tax
69,454
90,049
244,368
248,257
3Profit/(loss) for the period
68,711
89,227
242,672
247,712
4Profit/(loss) attributable to ordinary equity holders of the parent
67,702
88,447
238,368
243,799
5Basic earnings/(loss) per share (Subunit)
6.77
8.84
23.84
24.38
6Proposed/Declared dividend per share (Subunit)
10.00
15.00
10.00
15.00








AS AT END OF CURRENT QUARTER
AS AT PRECEDING FINANCIAL YEAR END
7
Net assets per share attributable to ordinary equity holders of the parent ($$)
1.6858
1.7871

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发表于 2011-2-23 23:19 | 显示全部楼层
股息竟然少了一半,以去年尾的價錢2.82,股息0.10只有3.5%而已

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发表于 2011-2-24 17:29 | 显示全部楼层
Choppy waters still for Maybulk

KUALA LUMPUR: Grey clouds continue to loom over the prospects of the Baltic Dry Index and companies related to the carriage of dry bulk goods such as Malaysian Bulk Carriers Bhd (Maybulk).

“To be very frank, I think it [the BDI] is going to remain weak going forward. Over the last few months, due to the flooding problems, the market has picked up. But for how long or if it is going to pick up further, we are not sure,” Maybulk’s executive chairman Teo Joo Kim said at a media briefing yesterday.

The BDI, which tracks various drybulk rates over routes on a time charter and voyage basis, peaked at 11,793 points in May 2008 but collapsed shortly after to as low as 663 points in December due to the global financial crisis. The index averaged at 2,758 points in 2010, a 5% improvement from the average of 2,617 points in 2009.

The index has been on a downtrend but picked up slightly at the start of February this year. Nonetheless, industry observers have not been optimistic of its prospects.

Chief executive officer Kuok Khoon Kuan said the BDI has been largely dragged down by the Capesize segment, referring to vessels which are too big to ply the Panama and Suez Canals and have to circle the Cape of Good Hope in Africa and Cape Horn in Chile, South America.

Kuok added that the tankers market is expected to remain weak, which has already affected Maybulk’s earnings.

For the fourth quarter ended Dec 31, Maybulk posted net profit of RM67.7 million, a 23% decrease year-on-year from RM88.45 million in the previous corresponding quarter. Revenue, however, rose 2.6% to RM84.73 million from RM82.61 million.

For the full year, net profit slipped 2% to RM238.37 million from RM243.8 million in FY09 due to weak tanker earnings and lower contribution from associate, PACC Offshore Services Holdings Pte Ltd (POSH) which declined by 72% to RM18.2 million from RM63.9 million in the previous year due to reduced activities in the oil and gas sector and oversupply of vessels in the service sector.

Overcapacity remains a concern for the industry, Kuok said. Additionally, Kuok said the hike in oil prices could derail economic recovery which spells a bleak outlook for the industry.

“In the past two years, the industry has been very concerned about oversupply. But the Lehman Brothers incident brought about a fair bit of cancellation and slippage. Therefore the huge worry of overcapacity did not happen,” Kuok said.

However, the group noted that there were a lot of new ship yards in China and South Korea which were desperate for orders and this may lead to competitive pricing and more new orders.

Maybulk is expecting two new handysize vessels and four long-term charter vessels to join its fleet from now till 2013. Currently, the group has 14 vessels comprising 11 bulk carriers and three tankers.

Teo noted that quite a number of its medium- and long-term charter contracts, which were carried forward at good rates, were coming to an end and these contracts could be renewed at lower rates.

“If the market doesn’t improve, then [Maybulk may see lower contribution from its bulk revenue this year compared to last year],” he said.

But he expects the O&G sector to pick up after a very weak showing in 2010.

Other than its shipping arm, Maybulk has 21.23% equity interest in Singapore based PACC Offshore Services Holding Group.  

Maybulk has proposed a dividend of 10 sen for FY10 which is lower than the 15 sen paid for FY09. The company’s stock closed at RM2.76, slipping two sen.

http://www.theedgemalaysia.com/i ... ll-for-maybulk.html

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发表于 2011-3-20 17:57 | 显示全部楼层

5077 MAYBULK

BDI may raise, and may be to the advantage of Maybulk ..

"Dry-bulk shipping rates may jump a few weeks after Japan’s strongest earthquake, based on patterns following the 1995 Kobe temblor, as reconstruction leads to higher demand for iron ore, cement and lumber.

The Baltic Dry Index, a benchmark for commodity-shipping costs, fell 6 percent in about three weeks following the Kobe quake before jumping 20 percent in the subsequent three months as rebuilding began, Barclays Capital said in a note yesterday. Damages from last week’s earthquake and tsunami will likely surpass the 20 trillion yen ($244 billion) total from 1995, Economic and Fiscal Policy Minister Kaoru Yosano said.
........
"

http://www.mb.com.ph/articles/310041/drybulk-rates-may-surge-after-japan-quake

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