Share Name Share Symbol Market Type Share ISIN Share Description
Clarkson Plc LSE:CKN London Ordinary Share GB0002018363 ORD 25P
  Price Change % Change Share Price Bid Price Offer Price High Price Low Price Open Price Shares Traded Last Trade
  -10.00p -0.38% 2,630.00p 2,615.00p 2,625.00p 2,650.00p 2,625.00p 2,640.00p 3,203 15:09:28
Industry Sector Turnover (m) Profit (m) EPS - Basic PE Ratio Market Cap (m)
Industrial Transportation 337.6 42.9 98.8 26.6 798.00

Clarkson Share Discussion Threads

Showing 4501 to 4521 of 5125 messages
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Did anyone notice the volume on results day? Big spike - highest day since May and May onlt had 2 days like that due to a big bottoming. Looks ike the stock is testing the all time high here after that volume - probably worth keeping a close watch, might be some newsflow. CR
Wow- fantastic trading stock... been out for a while now, but as GOC was taken private, I have some funds burning a hole in my account....
Huge reverse head and shoulders just formed - big breakout coming ? CR
That BMI index doesn't give a good guide Robcoo - I've watched it and the shipping co's performance for several years and it's a waste of space imo. What CKN say is a better guide - reckon after 71p eps in H1 and the falling $ they will do miles better than forecasts - they did the same in 2000 and 2003 - smashed the forecasts and woke the market up. Dresdner have raised their target from 870p to 1096p today - nice upgrade, way behind the curve tho imo. CR
This has been one of my best performing shares, but I've now sold out. My concern is that the reduction in world trade will reflect in shipping rates and thus over 2009 on Clarkson. I may be wrong, anbd cerainly Clarkson itself seems to think so. Since I'm still a shareholder in BMS, I rather hope that I am
Cracking results - 200p eps for the year not out of the question if the $ keeps rising. CR
Commodity Shipping Lines Reel as Baltic Index Tumbles (Update3) By Alistair Holloway and Alaric Nightingale Aug. 14 (Bloomberg) -- The world's coal, grain and ore shippers, after the longest losing streak since 2005, may face another two years of declines as the fleet expands and slower global economic growth curbs demand for raw materials. The Baltic Dry Index, the benchmark for shipping costs, fell for 23 consecutive sessions through Aug. 12, the worst decline since the third quarter of 2005. The index will average 40 percent less next year and sink another 47 percent in 2010, according to Goldman Sachs Group Inc. STX Pan Ocean Co. Ltd. and the other 11 smaller members of the Bloomberg Dry Ships Index have retreated as much as 34 percent in three months. ``What we have is a classic cyclical downturn,'' said Andreas Vergottis, research director at Tufton Oceanic Ltd., the world's largest shipping hedge fund manager. ``People are not buying cars and people are not buying houses, and when that stops, it travels backwards all the way back to the mine.'' Commodities, as measured by the Standard & Poor's GSCI index of 24 raw materials, are in a bear market after plunging as much as 22 percent from a record set July 3. China, the world's biggest consumer of coal, iron ore and industrial metals, expanded at the slowest pace since 2005 in the second quarter. Supertankers that ship oil are trading below the break-even rental rate of Frontline Ltd., the biggest owner of the ships. The Baltic Dry Index reached a record 11,793 on May 20 and has dropped 40 percent since then. The index will average 8,498 this year, 5,099 next year and 2,719 in 2010, according to Hong Kong-based Goldman Sachs analysts Tom Kim and Edman Wong. Chinese Manufacturing The index gained 1.5 percent yesterday, spurring a 12 percent rise in shares of STX Pan Ocean today in Singapore. Golden Ocean Group Ltd. was 7 percent higher by 11:44 a.m. in Oslo and D/S Norden A/S advanced 6.6 percent in Copenhagen. Manufacturing in China contracted in July from June, the first drop in at least three years. Steel mills and other factories were closed to cut pollution during the Beijing Olympics that end Aug. 24. The world economy is ``precariously close'' to a recession in 2009, UBS AG said Aug. 6. Slowing growth comes as shipyards have almost as many capesize vessels on order as already exist in the fleet, according to Goldman Sachs. Capesizes are the largest dry bulk vessels and too big to sail through the Panama Canal. Instead, they navigate Cape Horn or the Cape of Good Hope when delivering commodities from South America's Atlantic coast to Asia. To be sure, even after the 23-day decline in rates, shipping costs remain more than three times higher than their 20-year average of 2,015 on the Baltic Dry Index. Profit Advances Seoul-based STX Pan Ocean, South Korea's largest bulk- shipping line, on Aug. 11 said second-quarter profit rose 46 percent. DryShips Inc., based in Athens and the second-largest member of the Bloomberg Dry Ships Index, in May said first- quarter profit more than doubled. ``We will see more activity from September,'' said Herman Billung, Oslo-based managing director of Golden Ocean Management AS, which controls the commodity carrying fleet of Norwegian billionaire John Fredriksen. The drop in rates is being caused by a lull in demand during the Olympics and summer vacations, he said. Orders normally accelerate in the fourth quarter, he said. Unlike tanker markets, where unprofitable rental rates are spurring owners to slow down ships to save fuel, rental income from capesize carriers is still profitable, meaning there's less incentive for owners to cut speeds. Dry Bulk Fleet Some investors have anticipated the plunge. Nobu Su, a shipping investor based in Taipei, spent the last two years reducing his dry bulk fleet to 40 from 120, instead amassing the third-largest fleet of supertankers trading in the single voyage, or spot, market. Shipyards will deliver 786 coal, iron ore and grain transporters next year, according to data from London-based Drewry Shipping Consultants Ltd. That's equal to 15 percent of the existing fleet. So-called forward freight agreements, derivatives used to bet on future ship-hiring costs, for the fourth quarter have dropped 6.9 percent since July 18 for capesizes. Freight agreements for panamaxes, ships about half the size, are down 13 percent. ``There's been a genuine downturn in demand from key areas, in particular China,'' said Steve Rodley, a shipping hedge fund manager at M2M Management Ltd. in London. ``The next two months will go a long way in providing answers as to whether the current softness is seasonality- related, Olympics-related or the start of a general slowdown,'' Omar Nokta, the New York-based head of maritime research at Dahlman Rose & Co., wrote in a report Aug. 11. Nokta is advising investors to take a ``cautious'' approach to commodity shipping stocks. He doesn't recommend selling any. To contact the reporters on this story: Alistair Holloway in London at aholloway1@bloomberg.netAlaric Nightingale in London at Last Updated: August 14, 2008 06:24 EDT
We can read that from the link above - why post it without even a comment?
RNS Number : 7046X Clarkson PLC 27 June 2008 27 June 2008 Clarkson PLC ("Clarksons" or "the Group") Pre Close Trading Statement and Directorate Change Clarkson PLC, the world's leading integrated shipping services group, is pleased to provide the following update on trading for the first half of 2008, prior to entering the close period: Underlying Trading The Group has continued to deliver strong underlying growth over the comparable period last year. Consequently, first half performance is slightly ahead of management's expectations, before exceptional items. All business segments are experiencing growth as we increasingly leverage our unparalleled global market expertise. Increases in the volume of business being written by our dry cargo brokers, in combination with record highs in freight rates during much of the period continue to drive a strong contribution from this part of the business. Our futures team has also delivered a very good first half performance resulting from the increasingly active market place growing around the commoditisation of freight. Strong activity in the tankers and specialised products teams, combined with continued deal flow within the sale and purchase teams, has meant that the impact of synergies arising from the breadth of activities within the Group is now becoming more apparent. During the half we have also continued to build our investment services business. Although unlikely to contribute significant revenues in the current year, we believe that Clarkson's heritage and market knowledge provides us with a unique platform on which to develop financial advisory services. Litigation Notwithstanding good progress across the Group, the result for 2008 will be impacted by the exceptional cost of both the £8 million provision announced on 29 April and the further and final provision of £13 million announced yesterday as part of the settlement agreement with Russian shipping companies, Sovcomflot and Novoship. Board Clarkson is delighted to announce the appointment of two Non Executive Directors, Paul Wogan and Edmond Warner, who will join the Board with immediate effect. Given the increasing breadth and depth of activities within the Group, their respective expertise will be of significant benefit to the Board. Paul has 22 years experience in the shipping industry, within global organisations. Paul is the former President of Teekay Tanker Services, a business unit of one of the world's largest tanker shipping companies, listed in New York. Prior to that, he was Vice President of Business Development (2002-2004) and Managing Director (UK) (2000-2002) at Teekay Shipping. Paul also worked for Seachem Tankers (1994 - 2000), a global chemical tanker company, where he was Chief Executive and prior to that Vice President of Marketing. Ed has a background in financial services, including IFX Group plc, where he was Chief Executive from 2003 to 2006 and Old Mutual plc, where he was Chief Executive of both Old Mutual Securities and Old Mutual Financial Services UK between 1999 and 2003. Prior to Old Mutual, Ed was Managing Director and Head of Pan-European Equities, at BT Alex Brown and was Global Head of Research at Dresdner Kleinwort Benson. Ed is also a director of The Eastern European Trust plc. Andi Case became Chief Executive of the Group on 17 June 2008, having joined Clarksons in 2006, as Managing Director of Global Broking. His long standing industry expertise will be invaluable in leading the Company through its next phase of development. Clarksons confirm that there are no other disclosures to be made in respect of either Paul Wogan or Ed Warner, pursuant to paragraph 9.6.13 of the Listing Rules. Interim Results Clarkson PLC will announce interim results for the six months ended 30 June 2008 on 28 August, 2008, not on 3 September, as previously announced. Andi Case, Chief Executive Officer of Clarkson commented: "We are very pleased with the Group's performance in the first half and remain confident of continued progress in the second half. I believe Clarksons is well positioned to continue growing and expanding its shipping related services and I look forward to working with all our teams to ensure that we remain at the forefront of our industry." Enquiries: Clarkson PLC Telephone: 020 7334 0000
Its not a very clear RNS. How much is the settlement?
I just looked in as I used to be a holder on and off for a long time and it should have been on my watch list but clearly I didn't check. Could go anywhere from here.
this share is quite remarkable......50% up since everyone slated it!!
The little and large of soaring shipping costs It seems to be the fate of bulk shipping markets to be constantly misunderstood. In January, a precipitous plunge in rates for the largest dry bulk carriers led to a panic that this was finally the leading indicator of the end of the commodity boom. That was even though those involved in the market insisted the main problem was a short-term drying-up of supply of iron ore and coal and a consequent short-term over-supply of ships. Now that the market is again back near record levels - as you can see at DryShips, one of the largest bulk operators - some analysts are again linking rates to a wider economic trend, the spike in worldwide food prices. The link is definitely there this time - but more weakly than most people realise. Rates for the biggest bulk ships - the Capesizes, so-called because they have to go round Cape Horn and the Cape of Good Hope instead of using the Panama and Suez Canals - have risen far more sharply than those for the smaller sizes of ships. Capesizes are used exclusively for shifting the goods that move in the largest quantities, coal and iron ore. Their high rates consequently cannot be a direct result of strong demand for wheat, soyabeans or any of the other agricultural products that go in bulk carriers. Instead, respected market observers like Martin Stopford at Clarkson, the London shipbroker, and Howard Bright at Braemar Seascope believe prices are being driven mainly by resurgent demand from steelmakers after the near-closure of the iron ore market earlier this year. "The demand is always there," Mr Bright says of the iron ore market. "China is hoovering the stuff up. If the supply is available, they'll take it." Agricultural demand probably plays a part. Instead of using a Capesize of 180,000 deadweight tonnes to shift iron ore, a charterer unhappy with Capesize rates can substitute two vessels of 90,000 dwt. Since those ships could be carrying wheat, rises in larger ship sizes affect rates for smaller ship sizes, while increases in rates for the smaller ships can push up rates for bigger vessels. The southern hemisphere grain and soyabean harvest is consequently probably helping to push up rates. But the evidence is still overwhelmingly that other factors are more important. Capesize rates have still spiked more in recent weeks than those for Panamaxes, ships that can use the Panama Canal and carry a wide range of products. That suggests demand for coal and iron ore - the products shipped in Capesizes - is driving demand. Since iron ore exporters won a 65 per cent price increase from customers as of April 1, it would be surprising if their enthusiasm for shifting ore had not recently increased. Even more importantly, the supply of ships is pretty much static in the face of rising demand. Martin Stopford says the world dry bulk fleet was 132.5m dwt on April 1, against 131.4m on December 31. There are many, many vessels on order out there but, for the moment, very few being delivered. The truth of the situation is that the market for dry bulk ships - and rates for their sisters, tankers - look set to remain highly volatile for the foreseeable future. There certainly remains strong demand for the products they carry and lack of ships in key areas will sometimes create spikes of the kind currently under way or that just before Christmas in the crude oil tanker market. But shipowners' fears - that they could find themselves with unemployed ships in brief market lulls - also occasionally send markets plunging. It is precisely the kind of situation of which analysts are paid to make some kind of sense. But, with swings so extreme and the market so prone to short-term over-reaction, it pays to treat most rational explanations with some care. Related links What happened to the Baltic Dry's 15 minutes of fame? - FT Alphaville, January 2008 Robert Wright is the FT's transport correspondent
Anyone get the scoop from the AGM ?
Not a nice company for shareholders this one. * Bonuses increase by 10 times more than the shareholder returns * Court case clouds overhead * Provisions now but bonuses already paid out * CEO departs without any explanation * The CEO has a significant shareholding so there must be something extremely negative to come out of this action IMO Thankfully the AGM is only seven days away and I suggest all shareholders looking to retain any interest in this company need to attend and question all the above and a few other issues.
Blimey: this is not good and IMO this could tank further tomorrow after that RNS. Holders watch out and agree with the sentiments above. However, a big move downwards could be a buying opportunity but it may be like catching a knife....lets see
What is it that CKN can have done to ask for such cash damages. Never sure about any one with two names, they always seem to shaft me and end up rose odoured. mb
This is not good at all
keep it brief
More likely the Russians have demanded his head as part of a settlement - the RNS is very strangely worded - normally a CEO would be able to be seen to do the noble thing but in this case it is made obvious he has been kicked out. Keep a lookout for more announcements detailing what the settlement will be - suspect it will be a lot of dough. Who is this Case character, whats his background ?
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