Greek Tanker Owner Overview φροµ Νεω Ψορκ

Transcription

1 Greek Tanker Owner Overview φροµ Νεω Ψορκ The Greek maritime industry and tanker shipping have been synonymous since the post World War II era. Three decades past the Golden Age for the big Greek owners, when double digit growth annual growth in tonne miles brought about the dramatic rise of the big tycoons, the Hellenic controlled fleet is still the world s largest. According to Lloyds statistics from late 2001, nearly 65 Million deadweight of tanker tonnage (800 vessels) was Greek controlled, representing slightly more than 20 percent of world tanker dwt. While many vessels are operated under flags of convenience, shipping continues to play an important role in Greece s export earnings. While Y2K has passed, the Greek companies present a dichotomy- they are still grounded in longstanding traditions while simultaneously playing according to business rules shaped by the new Millenium. Importantly, the Greeks are influenced IMO mandated phase out schedules for older tonnage, one factor behind the massive ordering Greek ordering boom of As this article is written, a smaller mini-wave of orders may be underway. The world of oil transport requires rigorous vetting and approvals, with the Greek community totally focused on running quality tonnage. Indicative of this approach, Stealth Maritime, an up and coming owner in the sector, states that Oil major approvals is an essential priority for the management, a sentiment echoed by others in the marketplace. Take a look at numbers provided by Minerva Maritime on charterer vetting- during January thru March, vessels (from a fleet of 17) were acceptable to Chevron/ Texaco and 16 to Shell Trading. The big companies are still largely family affairs, in spite of recent flirtations with high yield debt, private placements and even public share listings. Tankers have generally been a portfolio mainstay, but have fought for resources in diversified outfits against other sectors such as large bulk carriers, containerships and fast refrigerated liners. One company has a total product focus. The Eletson Corporation shows the dichotomous nature of the Greek shipping industry, traditional (still running vessels in the Greek flag) yet thoroughly modern- now sporting Eletson Direct - a private web based extranet for its customers. Founded in the 1960 s by a family of captains who had been employed by the once mighty Karageorgis empire, Eletson bought its first tanker (a tonner) in 1969, and moved into the product trades in the early 1980 s, with the purchase of seven 29,900 tonners, followed by a newbuilding order for five similarly sized units in 1983 in Japan. In 1986, four 46,000 double hulled tonners were ordered in Korea. Through the late 1980 s into into the 1990 s, modernization went full bore as Eletson ordered 15 Handy and 9 Panamax product carriers. By 1996, after selling older ships, the entire fleet was double hulled. In 1999, Eletson moved above Panamax sizes, and in 2000 ordered 105,000 tonners and Aframax product carriers in Korea. In recent years, the Greek owners of larger crude oil tankers have also firmly embraced newbuildings, no longer being content to merely operate older tonnage. In the market boomlet just passed, in 2000/2001, even Greek groups previously labeled as second hand only players,

2 were linked to large scale ordering in the Far East. Greek companies are perceived to be high quality operators, enabling many of the VLCC newbuildings to deliver directly into those coveted oil company charters, albeit at multi-year rates lower than the mid $30,000 s per day range characteristic of the heady market of two years ago for the 300,000 tonners. Hellespont (Papachristidis family)- an international company with an operational base in Greece, has now taken delivery of a Korean built 440,000 tonner- the largest double hulled vessel ever built, with three sisters ULCC s slated for delivery later in the year. The first vessel, Hellespont Alhambra, is trading spot, and the company indicates that the three sisters will deliver into spot trades later this year. The new vessels feature enhanced ballast spaces (vented) and white deck and topside paint that will reduce heat damage to interior coatings, reflecting Hellespont s vocal position on quality standards. Additionally, Hellespont still operates six 1970 s built very high quality ULCC s from the Majestic fleet (mainly under Greek flag), described by Hellespont s Alex Papachristidis Bove as being in excellent condition, with the capability to continue trading for some time. Bove describes Hellespont, founded in the late 1940 s in Montreal, as an industrial shipping company, and sound very much like a new age liner man when he describes the company s ability to intergrate vessels into cargo supply chains by managing vessel speed- on the company s new diesel driven deliveries. Kristen Navigation, the tanker arm of the Angelicoussis clan, already operates a dozen vessels, including Aframaxes, Suezmaxes and VLCC s. Its renewal program includes five 300,000 tonners on the way from Daewoo during 2002 and 2003, complementing two Million barrel orders from the same yard. Reflecting the company s corporate ancestor Astro Tankers, the vessels are named after stars. But Greek star watchers need to watch the Atlantic Basin, not the Autumn firmament, to find Pleiades (C. Peraticos) and Pegasus (N. Peraticos), both Panamax specialists. With two dozen vessel vessels between the two companies, they are trading regularly into the Americas. Angelicoussis recently delisted its public share listing, while Pegasus raised outside high yield debt, only to restructure shortly thereafter. Some of the traditional shipowning names that were reported ordering big tankers that will likely delivery directly into oil company charters included Olympic Maritime (Onassis) with two 300,000 tonners to be delivered from Samsung in Embiricos has recently taken delivery of two new VLCCs from the Far East (bringing its fleet up to seven large units), while Niarchos has one on order from Daewoo for late 2002 delivery. Andriaki (Goulandris) and Chandris had fixed recently delivered VLCCs to oil companies (with rates thought to be just shy of that pivotal $30,000 per day figure) while Avra (N. Lemos group) had taken delivery of two VLCC s, with one still on order. Athenian Sea (Kyriakou), Dynacom (G. Prokopiou) and Centrofin (D. Prokopiou) were all linked to new ordering, mainly in the Far East. Earlier this year, Athenian ordered two Suezmaxes from Hyundai, with two further options- for delivery in late 2003/ early 2004 (the same yard where they six purchased similar vessels later sold on to Sovcomflot), in addition to four option two 73,000 ton product tanker orders on order from Jiangsu (China). Athenian Sea -a big player in the product sector, was also busy scrapping older vessels. Mr. Nikolaos Hondos, Athenian Sea s CEO, described his company as committed to acquiring further new or nearly new tankers, following an accelerated demolition program of its older tonnage. Thenamaris (D. Martinos) is another one of those companies thoroughly in the new Millenium mold. Founded in the 1960 s, this decades old sector player is linked to together with a state of the art web accessible messaging system, and describes its commitment to modern leadership, innovative thinking, and high quality service. Thenamaris has built up its portfolio of quality tonnage by shrewdly timed second hand acquisitions and new ordering. Along with Minerva (A.

3 Martinos) and Eastern Med (T. Martinos), its market timing has provided a crystal ball to tanker S & P watchers hoping to discern the trend of future tanker price directionality- including a vigorous ordering campaign prior to the price runup in late Thenamaris has been able to build a fleet of nearly 40 vessels, spanning sizes from products and Panamax crude, through Aframax, Suzemax (including some on order from Korea for delivery ) and older VLCC s. This year, deliveries of easy chem/ product tankers from a Korean series are still ongoing. Its fleet includes 4 Aframaxes delivered in 1998 from Dalian, representing the first Greek orders from China (and paving the way for Athenian Sea and others). Not all of the owners will hold tonnage for the long term (like Eletson or Hellespont- in products and crude, respectively) or become heavily involved in newbuilding design. Minerva, formed in the late 1990 s, reflecting a second split among the three Martinos brothers, has recently been a net seller of its older ships, including what were recent late 90 s very high quality newbuildings acquired just before the market s last boom cycle. Minerva also showed another potent fleet renewal strategy- buying yard resales or recent deliveries, acquiring a spate of Aframaxes from Korean yards in late As recently as early 2002, it was reported unloading two Korean built Aframax units another Greek owner- Drytank (George Economou), following on a sale of 80 s vintage Panamax tankers to the same Buyer last year. Out of Minerva s 17 unit fleet- all tankers (unlike Thenamaris, which is also in drybulk) as at early 2002, 11 were delivered in 1999 or later. Eastern Mediterranean Maritime, formed by T. Martinos in the early 1990 s, has also upgraded its fleet during market downturns. Its 15 vessel fleet, spanning product carriers (built ) through VLCC s, is generally 1990 s built, except for three dirty Panamaxes built in the 1970 s. Dynacom, the tanker entity linked above to new orders in the Far East (Million barrel ships from Korea and two Aframaxes from Japan), was also sourcing good assets from the second hand arena- its more usual acquisition path. Disposal, mainly through scrapping of its 1970 s built ships is nearly completed. Its oldest tonnage now includes VLCCs dating back to the 1970 s, and its second hand acquisitions include early 1980 s and early 1990 s built Aframaxes and Suezmaxes. Its Korean Suzemax newbuildings were delivering into oil company time charters worth just under $20,000 per day. Metrostar (T. Angelopolous) came on the scene in the late 1990 s when Swiss based Metrofin, which had made a foray into Suezmaxes in 1996, was re-organized. Two years ago, the group was the successful bidder for 10 Suezmaxes and Aframaxes, all double hulled, sold out of the Nordstrom Thulin Argonaut/ World-Wide Shipping, just before the market took off in 3Q 2000 and financed by a Chase led syndicated loan. With 18 vessels, all built since the late 1980 s, the company is also reportedly moving quickly into Suezmax newbuildings, buying two Korean yard deliveries expected in 4Q 2002, and said to be announcing an order for two option two additional vessels for 2004 delivery from the same yard. Arcadia Maritime, operating several larger Aframaxes, was also formed through the same corporate rejiggering. Stealth Maritime, the new kid on the block, the tanker arm of the Vafias Group (which actually began as a meat importer and formed Brave Maritime, well known in the dry side) concentrates on the Aframax sizes, generally in the Pacific Basin including the West Coast of the USA. In late 2001, Stealth took delivery of an Aframax newbuilding from Sumitomo, which was delivered into a bareboat charter to Norden and, in turn, on to a five year time charter to TotalFinaElf. The vessel joins Stealth s roster of three 1980 s built Aframaxes, one Panamax and one 238,000 ton VLCC- (ex Cosmo Jupiter acquired for $40 Million from Shinwa). Like Stealth, Avin International strives to provide a high level of service to major petroleum companies, and attributes its success to, a high record of vetting inspection success. Working in parallel with Varnima, in London, Avin, the toehold of the Vardinoyannis family, operates vessels that it has owned since their deliveries, specializing in products transportation. An company with an innovative streak, many of the product carriers were built in Eastern Europe.

4 In addition, Avin owns a trio of older Suezmax crude carriers dating from the 1970 s but still trading with reduced cargo intake. The Tsakos interests spearhead both public and a private companies, Tsakos Energy Navigation (TENN) and Tsakos Shipping and Trading, respectively. The companies are closely intertwined, with the private company providing technical management to the public company. TENN (N. Tsakos), listed in Oslo since the 1993, recently floated equity in New York, operates a young fleet of 15 vessels ranging from Handymax and Panamax product tankers to 3 year old double hulled VLCC, and has a portfolio of newbuildings on order. The company is building four Suezmaxes at Samho (Korea), an Aframax at Imabari (Japan). The private company, Tsakos Shipping and Trading (P. Tsakos) concentrates mainly on older Panamaxes and Aframaxes, with a fleet of some 13 vessels with an average year of build in the mid 1980 s. Nevertheless, this players has also been linked to newbuilding orders in Far East. This group, which has historically managed newbuilding programs but then flipped the vessels to other buyers (such as a recent sale of 3 Imabari built Panamax tankers to Latvians), was continuing to buy its second hand buying in early 2002, picking up the Diamond Echo, a single skin VLCC built Another quoted company is Stelmar, unique along with TENN among Greek companies by virtue of a listing on the New York Stock Exchange. It has carved out a big chunk of the Panamax and product niches and, with a conservative management strategy, operates the majority of its fleet under period time charters. After raising $135 Million in 2001, this star in the Stelios Hajioannou firmament recently announced plans for a $75 Million secondary issue, ie more stock fundingalready allocated towards deposits on newbuilding Handymaxes and Panamaxes. The company was founded in 1992, as Stelios broke away from his family s business, Troodos, a specialist in older vessels, and started Stelmar with the aim of operating a more modern fleet. Ten years later, after building its navy through early second hand purchases of oilco tonnage, and then newbuildings, Stelmar is up to 27 ships predominantly Handymax and Panamax sizes (but including some large Aframaxes)- mainly put away on time charters. World Tankers, the Hajioannou family company (Loucas- Stelios s father and now Polys, his older brother) has shifted out of Greece to London and Singapore. Troodos wound down about during the last decade, with Loucas retiring at one point (around the same time that son Stelios was selling a vessel called Loucas ). During the last few years, under the World Tankers banner, it has bought up single skin tonnage built up to the early 1990 s, ie with the lengthiest OPA lives until retirement. It has been active earlier this year, purchasing two early 90 s built Aframaxes, and reported to be looking at some late 1980 s single hulled VLCC s. For some Greek dynasties, shipping runs through the blood. For one important Akti Miaouli family, tanker shipping is now perceived as a better investment than the media. The Alafouzis clan was well known in shipping and in the newspaper business, with its media arm, Kathimerini (controlled by A. Alafouzis), taking a position in two Greek flag DH Aframax tankers built in 1997, for deliver into charters with Exxon-Mobil. After a complicated financing restructuring of Aframax specialist Ermis (led by family patriarch J. Alafouzis) which in turn, had bought in ships from another family company, Glafki, with high yield financing, several years earlier. A few of the well known names have reduced their tanker holdings. Elka (Karnessis) has scaled down its fleet, now composed of two older ULCC s but its European Navigation was linked to some new ordering. Ancora is known as an operator of smaller ships- dry and tanker. Its modernization program has included acquisition of a mid 80 s Panamax recently acquired from Minerva. Some Akti Miaouli veterans in the large ship sizes have headed for the gangway. Hadjipateras, still operating several older units, did scrap its 1975 built ULCC Wyoming, worth roughly $6 Million at scrap prices of early Latsis, once a bellwether of the larger vessels, also has scaled back. Polembros, traditionally tied to older tonnage, moved HQ back to Greece

5 (from London), and moved up to more modern tonnage, at one point ordering in Korea (but selling out the contract after drastic appreciation). While these familiar names have slimmed down their tanker holdings, others are staying the course. One big name remaining in the business, reflecting the industrial shipping capabilities of the Greek community is Ceres Hellenic (Peter Livanos interests). It made news earlier this year with its sale of the 1976s built ULCC Captain Georgios (with a heavy LDT netting nearly $7 Million, even at a scrap price near $130), but is still holding five exceptionally well maintained 70 s vintage U s in addition to four late 90 s Suezmaxes and more than two dozen chemical tankers. New chemical carriers presently being delivered under from a Polish order are able to segregate 40 grades,. Ceres has been a staunch proponent of pooling, earlier in the Ceres managed Seachem pool and, since its tie up in 2000, in the Ceres-Odfjell pool, a leader in the chemical parcel sector. While vessels are marketed through the new pool, Ceres Hellenic still conducts its technical management its sophisticated multi grade units from Piraeus. On the subject of pooling, the Greek owners are not immune to cooperating with pools if there are perceived benefits. Pleaides, along with Centrofin, Liquimar, Minerva, and Tsakos Shipping/ Trading have placed Panamax vessels with Heidmar s Star Pool. On the financial front, some companies have broken out of their traditional mold. Most of the Greeks prefer relationship-based conventional bank finance, which offers all important confidentiality and flexibility. As banks have consolidated, some large loan syndications have featured lately. The Metrotanker company of Metrostar, mentioned above, was tied to a $375 Million JP Morgan structured facility last year, which, in turn, refinanced the facility behind the 10 ship purchase. Experimentation with overseas equity sources has also been evident, at a time that the Athens Exchange has failed to deliver a workable template for tanker listings. Tsakos Energy has been listed in Oslo since the mid 1990 s and was listed in New York during 1Q Stelmar was listed in New York in 2001 and has recently announced plans for a $75 Million secondary equity offering. In the early 90 s, Eletson was the first Greek shipping company to issue a high yield bond in the US market (a $140 Million Yankee bond), and paid back its investors in late two years early! Another trend is gaining currency- selling homegrown expertise on the market. A number of the companies describe themselves as ship managers, selling a operating packages finely honed since the early days of IT, to oil companies and to other ship owners. Some, such as Danaos and the Lyras organization have made management software available to the market. Hellespont is made great strides regarding tank venting, and is offering its VENT2D computer models (developed because builders of ULCC s did not have them), for optimizing design of double hull ballast tanks, allowing them to be safely inerted and gas freed. Success and internationalism runs in the blood of the Greek owners, many of whom have diversified beyond shipping and beyond Greece. Stelmar s Stelios Hajioannou has made a name for himself with his EasyJet airline and EasyEverything internet cafes, now sporting outlets in New York s Times Square. Media investments are a popular diversification for the big owners; the Alafouzis family is known for its involvement with publisher Kathimerini SA, while international broadcaster Antenna TV was founded by and is controlled by the same Kyriakou family behind Athenian Sea Carriers. Avin is an arm of the Vardinoyannis family, also active in the oil business, and hotels and tourism. Thanasas Martinos (Eastern Med Maritime) has endowed high tech biomedical imaging research in the United States with more than $20 Million of donations. Perhaps these examples reveal yet another face of that Greek duality- mixing the old traditions with very new ways.