grazie loss&loss ma la intendevo una lista di imbarcazioni di freeseas aggiornata al 2015 0 2016,
Hai ragione...
Questa è del 2015:
We are an international drybulk shipping company incorporated under the laws of the Republic of the Marshall Islands with principal executive offices in Athens, Greece. Our fleet currently consists of five Handysize vessels and one Handymax vessel that carry a variety of drybulk commodities, including iron ore, grain and coal, which are referred to as “major bulks,” as well as bauxite, phosphate, fertilizers, steel products, cement, sugar and rice, or “minor bulks.” As of April 23, 2015, the aggregate dwt of our operational fleet is approximately 148,978 dwt and the average age of our fleet is 17.7 years.
Our investment and operational focus has been in the Handysize sector, which is generally defined as less than 40,000 dwt of carrying capacity and the Handymax sector which is generally defined as between 40,000 dwt and 60,000 dwt. Handysize and Handymax vessels are, we believe, more versatile in the types of cargoes that they can carry and trade routes they can follow, and offer less volatile returns than larger vessel classes. We believe this segment also offers better demand and supply demographics than other drybulk asset classes. Due to the very adverse charter rate environment of the latest shipping cycle values of larger vessels have dropped to levels that constitute buying opportunities. We shall explore the possibility to expand into other segments of the dry-bulk sector.
We have contracted the management of our fleet to our Managers, Free Bulkers S.A. and OpenSeas Maritime S.A., entities controlled by Ion G. Varouxakis, our Chairman, President and Chief Executive Officer. In addition, Mr. Dimitris Filippas, our Deputy Chief Financial Officer is officer of OpenSeas Maritime S.A. Our Managers provide technical management of our fleet, commercial management of our fleet, financial reporting and accounting services and office space. While the Managers are responsible for finding and arranging charters for our vessels, the final decision to charter our vessels remains with us.
The following table details the vessels in our fleet as of April 23, 2015:
Vessel Name Type Built Dwt Employment
M/V Nemorino
(ex Free Jupiter) See note (*) below
Handymax 2002 47,777 Dry-docked
M/V Free Maverick Handysize 1998 23,994 Awaiting orders
M/V Free Neptune Handysize 1996 30,838 Awaiting orders
M/V Free Hero Handysize 1995 24,318 Awaiting orders
M/V Free Goddess Handysize 1995 22,051 See note (**) below.
(*) The M/V Free Jupiter was sold for USD 12,250,000 to an unrelated third party and subsequently entered into a long term bareboat charter with the vessel’s new owners. The vessel has been renamed Nemorino and chartered by us for seven years at a rate of USD 5,325 per day on bareboat charter terms typical for this type of transaction which grant us the full commercial utilization of the vessel against payment of the charter rate to her owners. In addition, the terms of the charter afford a number of purchase options during its course. An amount of USD 3,750,000 was deposited by us as security for the fulfillment of the terms of the charter. See "Item 18 Financial Statements — Note 18 “Subsequent Events".
(**) The M/V Free Goddess was hijacked by Somali pirates on February 7, 2012 while transiting the Indian Ocean eastbound. On October 11, 2012, we announced that all 21 crew members of the M/V Free Goddess were reported safe and well after the vessel’s release by the pirates. At the time of the hijacking, the vessel was on time charter in laden condition. Since the release from the pirates, the vessel has been laying at the port of Salalah, Oman, undertaking repairs funded mostly by insurers. The repairs of the vessel were completed, and notice of readiness was tendered to her Charterers for the resumption of the voyage. The Charterers repudiated the Charter and we accepted Charterers’ repudiation and terminated the fixture reserving our right to claim damages and other amounts due to us. The Tribunal previously constituted will hear our claim for (amongst others) unpaid hire and damages from the Charterers. In the meantime, cargo interests have commenced proceedings under the Bills of Lading although they have not yet particularized their claims. At the same time, all options are being explored for the commercial resolution of the situation arising from Charterers refusal to honor their obligations, including the further contribution by insurers and cargo interests towards the completion of the voyage and recovery of amounts due. The Company is working for a diligent solution in order to complete the voyage without further delays. In case no commercially reasonable solution may be found, the Company will explore its strategic alternatives with respect to this vessel.
