Clarkson Share Price (CKN)

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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 Shares Traded Last Trade
  0.00 0.0% 2,545.00 0.00 00:00:00
Bid Price Offer Price High Price Low Price Open Price
2,515.00 2,550.00
Industry Sector Turnover (m) Profit (m) EPS - Basic PE Ratio Market Cap (m)
Industrial Transportation 363.00 0.20 -42.40 773
Last Trade Time Trade Type Trade Size Trade Price Currency
- O 0 2,545.00 GBX
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Clarkson (CKN) Latest News

Clarkson News

Date Time Source Headline
11/11/202015:59ALNCUK DIRECTOR DEALINGS SUMMARY: Clarkson Non-Exec Splashes Out GBP112,000
11/11/202015:47UKREGClarkson PLC Director/PDMR Shareholding
23/10/202014:02UKREGClarkson PLC Block listing Interim Review
23/10/202009:44UKREGClarkson PLC Additional Listing
07/10/202018:10ALNCIN BRIEF: Clarkson Bolsters Board With Former Abcam Director Harris
07/10/202006:00UKREGClarkson PLC Directorate Change
06/10/202017:16ALNCUK DIRECTOR DEALINGS SUMMARY: Clarkson Non-Exec Backhouse Sells Shares
06/10/202014:06UKREGClarkson PLC Director/PDMR Shareholding
30/9/202015:28UKREGClarkson PLC Director/PDMR Shareholding
01/9/202015:49UKREGClarkson PLC Total Voting Rights
More Clarkson News
Clarkson Investors    Clarkson Takeover Rumours

Clarkson (CKN) Discussions and Chat

Clarkson Forums and Chat

Date Time Title Posts
25/9/202008:21CLARKSON - WORLD'S LARGEST SHIPBROKER 28
11/7/201908:24Here Is The Shipping Forecast;: Clarkson (CKN) 787p1,907
30/8/201821:52CLARKSON 3
09/1/201513:56Clarksons versus Seascope37
08/1/201507:57What am i missing on Clarkson?2

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Clarkson (CKN) Top Chat Posts

DateSubject
26/11/2020
08:20		Clarkson Daily Update: Clarkson Plc is listed in the Industrial Transportation sector of the London Stock Exchange with ticker CKN. The last closing price for Clarkson was 2,545p.
Clarkson Plc has a 4 week average price of 1,966p and a 12 week average price of 1,966p.
The 1 year high share price is 3,135p while the 1 year low share price is currently 1,936p.
There are currently 30,374,875 shares in issue and the average daily traded volume is 18,654 shares. The market capitalisation of Clarkson Plc is £773,040,568.75.
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28/2/2020
11:45		martindjzz: Mount Teide, in your opinion how strongly are the fortunes of CKN linked to the Baltic Dry Index? All other opinions welcome.
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11/10/2019
15:43		mount teide: The US blacklisting of Chinese ships has seen oil buyers scrambling for capacity, pushing shipping rates to a more than decade high. Average spot market rates for a VLCC(Very large Crude Carrier) have rocketed 522% in two weeks from 18,000 USD per day on 25th Sept to 94,000 USD per day by 9th October! Clarkson CKN share price surged 11.1% today to an 18 month high. 'Oil Shipping Costs Soar to Highest Levels in 11 Years - Wall Street Journal The cost of moving oil around the world has hit an 11-year high as producers scramble to find new supertankers following a U.S. blacklisting of a major Chinese operator that has sidelined dozens of ships. “The market has gone bonkers by shock events like the Cosco tankers being blacklisted,” said George Lazaridis, head of research and valuations at Athens, Greece-based Allied Shipbroking. “It’s a bubble that could get bigger because of geopolitics before it bursts.” Shipping executives say the U.S. action late last month over allegations that the vessels were tied to illicit shipments of Iranian crude has hit more than 40 tankers operated by a subsidiary of Cosco Shipping Energy Transportation, one of the world’s largest tanker owners and a major carrier for China’s oil needs. Washington’s move pushed Asian and European importers searching for crude carriers in a tight market to secure oil cargoes as winter approaches. But with Iran and Venezuela oil exports also under U.S. sanctions and Saudi Arabian oil production still trying to recover from a missile attack in September, oil traders have been turning to the U.S. for crude shipments. The longer distance to move oil cargoes from the U.S. to Europe and Asia compared with moving them from the Middle East, has pushed daily charter rates for the big ships called very large crude carriers to their highest level since July 2008, according to Baltic Exchange data. “There is a lot of confusion and uncertainty out there,” said Paolo d’Amico, head of Intertanko, a trade body representing tanker owners. “Everyone is afraid of being hit by the U.S., sanctions, rendering about 50 VLCCs untouchable.” U.S. oil exports to Europe, which usually move in smaller tankers, hit a record 1.8 million barrels a day for the week ending Oct. 7, according to Kpler, an energy market intelligence company. The figure is double the 924,000 barrels in the previous week. But shipments to Asia, which are typically done on VLCCs, were reduced almost in half to 508,000 barrels. A Singapore broker said rates for some VLCC cargoes on sailings from the U.S. Gulf Coast to the Far East were more than $120,000 on Thursday. Average earnings for supertankers picking up cargoes from around the world hit $94,124 a day, up from $18,284 on Sept. 25, when Washington blacklisted the Cosco fleet. “VLCCs to Asia are a rare commodity, the market is red hot and will stay that way while the U.S. sanctions on Cosco ships are in place,” said the broker, who asked not to be named because he isn’t authorized to talk to the media. Senior U.S. and Chinese officials squared off in trade talks Thursday at a pivotal moment in the countries’ relationship with President Trump planning to meet with the head of the Chinese negotiating team, Chinese Vice Premier Liu He, when the talks are scheduled to conclude Friday. People with knowledge of the matter said the Chinese delegation planned to bring up the tanker ban during the talks. Cosco Energy’s parent company, state-owned Cosco Shipping Group, is the world’s biggest shipping operator in terms of overall capacity, operating more than 1,100 vessels of all types, including container ships, tankers and bulk carriers. The company is also a part of Beijing’s multitrillion-dollar Belt and Road initiative that aims to establish infrastructure and distribution channels to help extend China’s influence around the world. The Cosco tanker ban covers around 6% of the global VLCC fleet but other factors are leaving shipping capacity tight. Many large tankers and smaller ships are in dry dock being retrofitted with sulfur-trapping exhaust systems ahead of a regulation to clean up ship emissions that goes into effect in January. “The [freight rate] expectations going into 2020 were already high because of the 2020 climate regulations,” said Evangelos Marinakis, chairman of Athens-based Capital Maritime & Trading Corp., which operates 10 VLCCs. “With so many geopolitical and industry-specific factors now pushing the market, it’s hard to predict when it will settle. But we expect the current strength to continue well into next year.” ' https://www.bloomberg.com/toaster/v2/charts/3b85b74a9ec04e5a994cd93faf472a7d.html?brand=technology&webTheme=technology&web=true&hideTitles=true
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07/5/2019
07:47		shiv1986: ADVFN is hosting an investor event for a firm within Industrial Transportation; Avation plc, on the 21st May to find out about their future prospects. Sign up to attend this event: https://uk.advfn.com/stock-market/london/advfn-AFN/share-news/ADVFN-PLC-ADVFN-Investor-Event-for-Avation-plc/79847603
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30/8/2018
21:52		mount teide: sb888 - its just a test thread - i was trying to learn how to set up a new thread and selected CKN to do this. I had hoped to be able to delete it after i'd finished - but have been unable to work out how to do that. Any suggestions would be welcome. NTV - i get my vessel charter rate data from contacts at CKN and have an account with Lloyds List.
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21/8/2018
12:20		richard4796: Mount T thank you for a great post. Shame some threads on other share/posts are not as good as yours. Some seem to get quite emotional and arguments ensue. Knowledgeable, logical and transparent in sharing this learnt knowledge. This is what forums should be about. Thank you!
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02/7/2018
13:56		shalder: I think some Platou people who acquired CKN shares through the takeover have been selling recently. Plus there will be some concern re risks of a global trade war impacting on shipping trade volumes/rates.
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30/6/2018
23:29		rossannan: And yet the share price is hitting new lows. If claims of a deterioration across the shipping market are overdone (and BDI seems cheery enough at the moment), is this something Clarkson-specific?
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12/3/2018
22:48		mount teide: Johnv - CKN v BMS Posted this analysis on the BMS thread a while back - to help other posters understand the relative underperformance of BMS as a result of being heavily weighted towards the oil shipping and service sectors, whose recovery is still in the very earliest of stages. 'A tale of two shipbrokers! Being heavily overweight in the oil tanker and oil service sector did BMS no favours after tanker rates weakened in mid 2016 just as a surge of new capacity hit the sector. The comparison with sector heavyweight Clarksons more diversified shipbroking approach is stark. Since mid 2016 the relative share price performance is astonishing considering they both operate in the same industry: -40% BMS +75% CKN £1000 put in CKN is now worth £1750, while in BMS £600. Nevertheless, I suspect the strengthening oil price from Q4/2017 onwards should now be generating a modest but very welcome recovery at BMS.'
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12/3/2018
15:09		mount teide: johns - think both will do very well over a 5 year outlook. CKN/BMS - With regard to risk/reward - its not comparing like with like. One is the global industry leader(CKN) - a well diversified global shipbroker The other a second tier broker(BMS) - heavy oil industry weighting(oil tanker and oil service sectors). Currently, recovery of the oil tanker and oil service sectors is lagging the rest of the shipping industry - i would expect this situation to continue well into next year. Hold a very large long term position in CKN which i added heavily to last year - sold a modest position in BMS last year and recycled it into CKN after becoming concerned BMS's oil sector weighting might act as a drag on the pace of recovery.
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05/3/2018
10:22		mount teide: US oil exports to the Far East to boots Tanker Sector demand. US Shale Oil And Shipping: Expect The Unexpected? - Clarksons Research 28 Feb 2018 hTTp://www.clarksons.net/archive/imagelib/2018-02-23_upload_2507154_SIW%201311.png Sometimes in shipping, as in life, things come along that nobody really expects. US shale/tight oil production, which was barely on the radar ten years ago, seems to be one of those things. The most recent news, of US crude being unloaded in the Middle East and of output passing 1970s levels, has not come entirely out of the blue. But imagine saying ten years ago that the USA could soon be a net oil exporter... Ancien Régime Prior to 2017, the last time US total crude oil production stood at over 10m bpd was in the early 1970s, after which output was in decline for forty years. The early 1970s also saw the Yom Kippur War, the Arab Oil Embargo and US motorists queuing to fill up at gas stations where pump prices had quadrupled in under a year. Thus the 1975 US crude export ban and the quest for energy independence that (so far) has proved elusive. In fact, a decade ago, US seaborne crude imports stood at almost 8m bpd, equal to 20% of global seaborne crude imports and 40% of US oil consumption. Only in the area of oil products was a US export sector able to develop, based on intra-Americas exports and the transatlantic arbitrage of American and European refinery slates, with the US importing gasoline and exporting gas oils from its complex Gulf Coast refineries. The Shale Revolution Begins Things began to change on the US crude front in the late 2000s. This was due to the shale revolution enabled by advances in “fracking” and related technologies. US tight crude output increased by 3.4m bpd from 2010 to 2014 (almost 80% of the net increase in oil production globally in that time) and was a key factor in the oil price downturn beginning in 2014. The significant stimulus US shale has been giving to seaborne LPG and LNG trades is well documented. But for a while, shale oil production was a negative for shipping, displacing imports. In late 2015 though, the crude export ban was lifted. Small volumes of semi-processed condensate had already been exported under technicalities, but this opened the floodgates. US seaborne crude exports tripled in 2017 and are projected to hit 1.5m bpd in 2018 (4% of the global total). Given the need to blend lighter shale oil with heavy grades in US refineries, US oil imports look likely to remain a feature of seaborne trade. But talk is now all about rising US oil exports (e.g. to the Far East) creating tonne-mile demand. The Revolution Continues? During the downturn, shale has surprised most observers by its resilience, with oil price breakevens in many plays (notably in the Permian) falling greatly. Combined with firming oil prices, this has seen US tight oil output grow by 1.4m bpd from the Q3 2015 trough, to stand at almost 6.5m bpd - 65% of US total crude output. The consensus view is for further firm growth in 2018 and 2019 too, with a plateau not being reached until c.2025 (though shale has a history of surprising on the upside). So while there remain uncertainties related to oil prices and resource potential, the shale revolution looks here to stay. Clearly this could have further significant implications for seaborne oil trades. And looking back a decade, it just goes to show, not even the wisest heads can see some things coming.
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