ZIM - Integrated Shipping services

Sono out a 59

Mi aspettavo molto di più ma pazienza
 
Il 3 gennaio 2022 sono entrato io a 56,59 $
Sono in accumulo oggi sono già 62
 
Incrementata Zim a 63,9
Mai avuta una società Israeliana 🙏
 
Grafo dalla quotazione dello scorso anno, massimi storici superati, ma sta cincischiando un pò troppo in quella zona...
 

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ZIM Provides Update on Operational Cooperation Agreement with the 2M Partners

Glickman ha aggiunto: "Negli ultimi anni abbiamo rafforzato le nostre capacità, rivoluzionando le nostre offerte di servizi e gli strumenti digitalizzati per migliorare le nostre opportunità commerciali e trasformare ZIM in un leader del settore. Sfruttando la nostra migliore posizione finanziaria, abbiamo anche migliorato le nostre capacità operative, potenziato la nostra capacità e l'accesso garantito a navi portacontainer GNL all'avanguardia.Con questa trasformazione commerciale e operativa, guidata dal nostro spirito innovativo, siamo fiduciosi che ZIM sia ben posizionata per realizzare la sua missione di fornire servizi di spedizione innovativi ai suoi clienti per competere con successo sul mercato e fornire rendimenti superiori agli azionisti".
 
Oggi sono entrato, come investimento per il lungo periodo
 
Benvenuto, che target ti sei dato?
 
Nessuno, la tengo per il lungo termine, al massimo penserò a uno stop loss se va male :D
 
Il mio tp è 100$ a 3 mesi
 
Anche io dentro, sto pensando di incrementare.. il dividendo per quando è previsto?
 
Nuovo massimo storico per ZIM, peccato non aver approfittato del sell off
 

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Pur in leggero calo, gennaio 2022 rimane sempre a ridosso dei massimi come tariffe per il trasporto dei container
 

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gran potenziale:
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Shipping
Shipping line profits at full steam as trade chaos shows little sign of abating
Persistent ructions on global routes and higher spot rates continue to fuel outsized industry earnings

January 29, 2022 5:00 am by Harry Dempsey

Container shipping lines are set for another bumper year of earnings as supply chain snarls show little sign of subsiding, to the misery of just about everyone else.

Operationally the shipping crisis has been a disaster for the box carriers that underpin global trade: schedule reliability hit a record low of 32 per cent in December, with vessels arriving over a week later than planned on average, according to Sea-Intelligence, a consultancy.

That has caused pain for importers and exporters paying more than ever to wait longer for finished goods and parts, but the congestion has done wonders for the container shipping industry’s profitability and balance sheets.

The perennial question occupying the industry — and global economy — is whether the shipping disruption has peaked and how long the journey to something more functional will take.
Lars Jensen, chief executive of consultancy Vespucci Maritime, says the supply chain storm is close to reaching fever pitch — barring any hiccups from coronavirus outbreaks in China to cyber security attacks to critical infrastructure.

“It would appear to me we are reaching the peak of congestion,” he said. “It’s hard to see it get worse in North America and Europe.”

Chinese new year usually provides the industry with some respite as factories down tools and demand for transporting goods across the oceans experiences a seasonal drop.
But Jeremy Nixon, chief executive of Ocean Network Express, one of the world’s largest container shipping companies, says carriers have not cancelled or “blanked” sailings to ports this year, as they typically do in the weeks after the Lunar New Year.

The intention is to clear the backlogs, he added, but even so, the disruption could run at crisis levels for an extended period before any improvement is noticeable.

“We see a continuation of the same for at least the next three months, and the same in America for longer,” he said.

The lack of a discernible trend towards normality is supported by a new indicator, made by Swiss logistics group Kuehne + Nagel. It shows the overall time cargo ships are waiting to berth at major ports around the world taking into account their size. For example, a ship capable of carrying 10,000 20ft boxes, or equivalent units (TEU), waiting for three days counts as 30,000 TEU waiting days. On Thursday, the global total hit 12.5m TEU waiting days.

“Normal is when a container vessel gets to the terminal and is not waiting. Right now it’s like waiting three or four hours for the gate once the plane has landed,” said Otto Schacht, executive vice-president of sea logistics at Kuehne + Nagel. “Normal would be less than 1m TEU waiting days.”
Persistent ructions on global trade routes is one factor fuelling analysts’ predictions that carriers could rake in more profits than they did in 2021. Another factor is the drip down of higher spot market rates into the long-term cargo contracts, which are currently under negotiation.

Spot freight market rates to ship a 40ft container from Asia to Europe have jumped from $1,450 before the pandemic to $14,700, according to Xeneta, an Oslo-based shipping data firm. That increase has led contracts that cover cargo volumes for a quarter, a year or two years to almost triple to $9,300, up from $3,400 last year.

Parash Jain, head of shipping at HSBC, estimates that container shipping lines will make $163bn operating profit in 2022, an 8 per cent increase over last year. This will be “mainly driven by strong tailwinds in contract rates”, he says.

However, this week the IMF downgraded the economic outlook for the US and China because of multiple challenges including inflation and record debt levels, raising uncertainty over the continuing strength of consumer demand for goods. A souring of the macroeconomic outlook would be a double-edged sword for the cyclical industry.

“Slower demand is what’s needed for the entire logjams to unwind and be less stressed out. But it’s also a warning sign,” said Peter Sand, an analyst at Xeneta.

“At first it will be welcomed by many in the industry, but then we’re looking ahead to the latter part of 2023 and 2024 when carriers add a lot of ships to their networks.”

Cartography by Steve Bernard
Copiato dal Financial Times
 

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