wrong thread
Record Inflation - Way to go dipshit Biden!
- Thread starter WeToddDid2
- Start date
You might want to look at
https://etfdb.com/etf/BOAT/#etf-ticker-profile
https://www.sonicshares.com/boat/
LOL anyone posting about "record inflation" must be in their 20s and have absolutely no perspective.
Fund Inception 8/03/21
Sadly this ETF is late and..... missed the boat...would be buying at the top right now as all those carriers have these record earnings prices in
The freight rates are no where near 2008 levels and yet inflation is tremendously higher.
But, shippers may be a good investment as you have surmised.
https://www.freightwaves.com/news/which-boom-is-bigger-containers-today-or-dry-bulk-07-08
Dry bulk rates now and then
“While dry bulk freight rates and ship values are currently high compared to the past 10 years, they are very far from earnings seen during 2007-2008 and there is little to suggest that they are heading that way,” maintained Peter Sand, chief shipping analyst at shipping association BIMCO, in a report last week. Sand said bulker owners “should acknowledge that this is unlikely to be the start of a super-cycle.”
The Baltic Dry Index (BDI), a rate basket covering the various bulker sizes, recently breached 4,000 points for the first time since 2009. It closed at 4,201 on Tuesday. But the all-time high is 11,793 — nearly triple the current level — recorded on May 20, 2008.
The Baltic Capesize Index, which tracks larger bulkers of about 180,000 deadweight tons (DWT), just topped 6,000 points for the first time since 2009. It closed at 6,206 on Tuesday. But that’s still nowhere near the historic peak of 19,687 on June 5, 2008.
On Tuesday, Capesize spot rates were at the equivalent of $51,500 per day, according to Clarksons Platou Securities. For context, in June 2008, rates were reportedly 4.5 times that, briefly hitting $233,000 a day, according to a client note from investment bank Dahlman Rose (the bank was sold to Cowen in 2013). At that time, a 5-year old Capesize sold for $150 million; they go for $44 million today (excerpts from Dahlman Rose Marine Transport Weekly: June 9, 2008 here).
Rates for midsize Panamax bulkers (65,000-90,000 DWT) are now $34,300 per day. In May 2008, they maxed out at $91,700 per day.
Rates for Supramax bulkers (45,000-60,000 DWT) are $36,300 per day, half their May 2008 peak of $70,500 per day. And rates for Handysizes (up to 35,000 DWT) are $33,900 per day, still well below the all-time high of $49,300 in May 2008 reported by Dahlman Rose.
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The freight rates are no where near 2008 levels and yet inflation is tremendously higher.
But, shippers may be a good investment as you have surmised.
https://www.freightwaves.com/news/which-boom-is-bigger-containers-today-or-dry-bulk-07-08
Dry bulk rates now and then
“While dry bulk freight rates and ship values are currently high compared to the past 10 years, they are very far from earnings seen during 2007-2008 and there is little to suggest that they are heading that way,” maintained Peter Sand, chief shipping analyst at shipping association BIMCO, in a report last week. Sand said bulker owners “should acknowledge that this is unlikely to be the start of a super-cycle.”
The Baltic Dry Index (BDI), a rate basket covering the various bulker sizes, recently breached 4,000 points for the first time since 2009. It closed at 4,201 on Tuesday. But the all-time high is 11,793 — nearly triple the current level — recorded on May 20, 2008.
The Baltic Capesize Index, which tracks larger bulkers of about 180,000 deadweight tons (DWT), just topped 6,000 points for the first time since 2009. It closed at 6,206 on Tuesday. But that’s still nowhere near the historic peak of 19,687 on June 5, 2008.
On Tuesday, Capesize spot rates were at the equivalent of $51,500 per day, according to Clarksons Platou Securities. For context, in June 2008, rates were reportedly 4.5 times that, briefly hitting $233,000 a day, according to a client note from investment bank Dahlman Rose (the bank was sold to Cowen in 2013). At that time, a 5-year old Capesize sold for $150 million; they go for $44 million today (excerpts from Dahlman Rose Marine Transport Weekly: June 9, 2008 here).
Rates for midsize Panamax bulkers (65,000-90,000 DWT) are now $34,300 per day. In May 2008, they maxed out at $91,700 per day.
Rates for Supramax bulkers (45,000-60,000 DWT) are $36,300 per day, half their May 2008 peak of $70,500 per day. And rates for Handysizes (up to 35,000 DWT) are $33,900 per day, still well below the all-time high of $49,300 in May 2008 reported by Dahlman Rose.
Sorry but we are not talking about dry bulk rates. I think you just googled an article without any maritime knowledge. It happens.
Dont tell me freight rates are no way near where they were in 2008 and then proceed to cite information not pertinent. I will give you a pass because most people dont know about maritime trade and I have been talking about this since earlier this year.
Do you know the difference between dry bulk and containerized shipping?
A bulk carrier is a merchant ship specially designed to transport unpackaged bulk cargo, such as grains, coal, ore, steel coils and cement, in its cargo holds. Does the U.S. import cars, TVs, electronics, parts, machinaery in Dry bulk? Not at all. We may export in dry bulk grains and soybeans and minerals.
Container rates are at record highs
dry bulk is for grains and ore and things of that nature while the entirety of consumer goods and parts come into the country by CONTAINER SHIPS which have rates are record levels. RECORD LEVELS means levels they have not reached before.
Dry bulk rates are high but not as high as 2007 ...That was fueled by an unprecedented surge of commodity imports by China. Demand growth today is not comparable. With China joining the WTO and hosting the Olympics in August 2008 and the need to build out infrastructure, there was more urgency then than there is today. AGAIN imports of commodities into CHINA drove dry bulk rates.... NOTHING TO DO WITH IMPORTS INTO THE U.S.
E commerce is the main driver of imports into the U.S. and everything you buy in the stores or business buy for parts and materials is coming MOSTLY in CONTAINER SHIPS... not dry bulk.
I cna explain this in more detail but bottom line the dry bulk chart you prove is not relevant today. CONTAINER rates are at record levels never seen before and this started back in SEPTEMBER with the first increases spurred by opening economis in June 2020 and a domino effect of logistic bottlenecks and insufficient containers and ship space.
Container shipping rates from China to the United States have scaled fresh highs above $20,000 per 40-foot box as rising retailer orders ahead of the peak U.S. shopping season add strain to global supply chains.
The acceleration in Delta-variant Covid-19 outbreaks in several counties has slowed global container turnaround rates.
Typhoons off China’s busy southern coast in late July and this week have also contributed to the crisis gripping the world’s most important method for moving everything from gym equipment and furniture to car parts and electronics.
“These factors have turned global container shipping into a highly disrupted, under-supplied seller’s market, in which shipping companies can charge four to ten times the normal price to move cargoes,” Philip Damas, Managing Director at maritime consultancy firm Drewry, said.
“We have not seen this in shipping for more than 30 years,” he said, adding he expected the “extreme rates” to last until Chinese New Year in 2022.
The acceleration in Delta-variant Covid-19 outbreaks in several counties has slowed global container turnaround rates.
Typhoons off China’s busy southern coast in late July and this week have also contributed to the crisis gripping the world’s most important method for moving everything from gym equipment and furniture to car parts and electronics.
“These factors have turned global container shipping into a highly disrupted, under-supplied seller’s market, in which shipping companies can charge four to ten times the normal price to move cargoes,” Philip Damas, Managing Director at maritime consultancy firm Drewry, said.
“We have not seen this in shipping for more than 30 years,” he said, adding he expected the “extreme rates” to last until Chinese New Year in 2022.
The spot price per container on the China-U.S. East coast route - one of the world’s busiest container lanes - has climbed over 500% from a year ago to $20,804 this week, freight-tracking firm Freightos said. That compares to just under $11,000 on July 27.
The cost from China to the U.S. west coast is a little below $20,000, while the latest China-Europe rate is nearly $14,000, Freightos’ data shows.
The cost from China to the U.S. west coast is a little below $20,000, while the latest China-Europe rate is nearly $14,000, Freightos’ data shows.
Here is how th is works. This are fake prices but the feights are real.
A wholesaler buys Flat Screens from Asia at $300 per unit.
Freight from Asia to West Coast in early 2020 was $1500/40' and lets assume you can fit 100 TVs in a container on pallets and wrapped. Freight is then $1500/100 = $15/TV.
So the landed cost in Long Beach is $315.
Freight rates are now to the West Coast closer to $12,000 I believe (article says East Coast).
$12,000/100 = $120/TV and the landed cost to Long Beach is now $420.
Also trucking rates from Long Beach have gone up significantly because of the huge demand to move containers out of the congested port of LB and trucking rates can be higher by 50% with congestion surcharges. let's leave that out for a minute.
The price of a TV just went up $105 or 33% just on freight alone plus inland costs.
Not to mention the space on ships is so tight, TVs are low in stock and demand is strong so the FOB price from Asia has gone up (1000 TVs to sell and an order for 5000 and only 500 can ship... you pay more).
This is happening on every good coming in by container into the U.S. which first started end of last year and has continued to spike since 1Q.
Manufacterers who sell CIF U.S. port, wholesalers who buy CFR and warehouses who truck in goods are not absorbing any of these costs and passing them all on to the end buyer/retailer and it is being passed on to the consumer.
A wholesaler buys Flat Screens from Asia at $300 per unit.
Freight from Asia to West Coast in early 2020 was $1500/40' and lets assume you can fit 100 TVs in a container on pallets and wrapped. Freight is then $1500/100 = $15/TV.
So the landed cost in Long Beach is $315.
Freight rates are now to the West Coast closer to $12,000 I believe (article says East Coast).
$12,000/100 = $120/TV and the landed cost to Long Beach is now $420.
Also trucking rates from Long Beach have gone up significantly because of the huge demand to move containers out of the congested port of LB and trucking rates can be higher by 50% with congestion surcharges. let's leave that out for a minute.
The price of a TV just went up $105 or 33% just on freight alone plus inland costs.
Not to mention the space on ships is so tight, TVs are low in stock and demand is strong so the FOB price from Asia has gone up (1000 TVs to sell and an order for 5000 and only 500 can ship... you pay more).
This is happening on every good coming in by container into the U.S. which first started end of last year and has continued to spike since 1Q.
Manufacterers who sell CIF U.S. port, wholesalers who buy CFR and warehouses who truck in goods are not absorbing any of these costs and passing them all on to the end buyer/retailer and it is being passed on to the consumer.
https://www.cnbc.com/2021/08/27/key...o-tie-biggest-jump-since-the-early-1990s.html
Key inflation gauge rises 3.6% from a year ago to tie biggest jump since the early 1990s
Key inflation gauge rises 3.6% from a year ago to tie biggest jump since the early 1990s