12/1/13

Accepting Risk in a Challenging Economic Environment

The willingness to accept risk when there is a window of opportunity lies at the heart of sound decision making. A general rule of thumb approach to risk management would be the greater the reward, the greater the risk one is willing to take in order to obtain it. However, the valuation of risk is very subjective and an individual can base their decision on many factors that other players are not aware of. As Warren Buffett once famously said “Risk comes from not knowing what you’re doing”.

The function of a credit analyst, by definition, is to deal with risk. I spent three years at ExxonMobil Corporation working as an in house analyst of a large variety of customers in a very challenging economic environment. Our CEO was quoted as saying “we are not in the oil and gas business, but in the risk mitigation business”. With such large investments, potential environmental impacts, and volatility of markets, it really is a matter of making sound decisions based on available tools and information.

At my authority level, I was able to endorse credit lines which allowed for exposure of up to two million dollars. If I made a mistake, it could result in a visible dent in our consolidated annual profit/loss sheet. That being said, trading with risky companies can mean juicy rewards. I had to evaluate these trade-offs daily.

A particularly risky decision I once took was to continue trading with subsidiaries of an Indonesian publicly listed chemical tanker company named *****. The company had overstretched prior to the downturn by acquiring US giant *****, and the heavy losses they were incurring put them at danger of not being able to service their debt. Clearly there was an elevated risk of impending default on obligations, including a fairly significant exposure to our company for which I was responsible. There was pressure to cut our line which would likely end our business with the customer.

My approach was to first explore ways of mitigating our risk rather than cutting potential earnings from selling product for another few months. Standard procedures did not apply in this situation so I thought outside of the box. I knew that since the Valdez tragedy in 1989, our company preferred chartering tanker vessels than owning them and since ***** was the world’s fourth largest tanker owner in the world at the time, we may have some other independent interests in the company.  By liaising with an affiliate of ours, not only were we able to apply our chartering power as leverage against *****, but also formed a strategic cooperation between the Treasury and Chartering branches – a partnership utilized countless times since.

A less experienced analyst would not have explored these paths and would have technically cost several hundreds of thousands of dollars of earnings to our company. My actions taught me that creative solutions are essential in order to take the risk needed to make the right decision.

11/1/13

Shipping Market Outlook – 1Q2013

As part of my job at ExxonMobil, I was in charge (among other things) of providing a concise quarterly update on the state of shipping markets and their outlook for the medium term. This information was gathered from various shipping intelligence sources, such as Lloyd’s Marine Intelligence Unit, Clarkson’s, Alphaliner, Alphatanker, Tradewinds Newspaper, and other databases. The intelligence I compiled was distributed across ExxonMobil’s marine departments in order to insure the underlying economic conditions our customers were operating in were understood.

The presentation was done under PowerPoint format, so I am providing a brief explanation of the content under each posted slide. The material is quite complex for someone unfamiliar with shipping economics so please feel free to contact me. I would be more than happy to clarify/explain the  content.

Four general underlying factors were affecting the state of shipping markets in early 2013

1. Uncertain Demand for Shipping

Since this is directly correlated to growth of trade and thus global economic output, the slow emergence from the financial crisis – compounded by the Euro crisis in Europe, slowdown in Asia, and geopolitical volatility in the Middle East – means uncertain times for demand for shipping moving forward.

2. Ship Oversupply

The second and perhaps most important factor is a large oversupply of vessels due to excessive orders during the bull market prior to the 2009 crisis. Ships take on average two to three years between order and delivery, and new tonnage keeps hitting the water, further putting downward pressure on freight rates companies are able to charge.

3. Price of bunker fuel

With 40% of a ship’s operating expenses being bunker fuel, the fact that the price of oil is creeping upwards is putting further pressure on players who are already struggling with the very low freight rates.

4. Lack of new financing

Banks are less willing to lend and refinance shipping companies as they become riskier and riskier and offer lower returns.

Above are some details about the dry bulk market (vessels that carry “dry” products, ie ore, wood, grain, etc.) which comprise about 40% of the 10,000 commercial vessel fleet worldwide.

Above are some details about the tanker market (vessels that carry liquid products, ie oil, liquefied gas, chemicals, etc.) which comprise about 30% of the 10,000 commercial vessel fleet worldwide.

Above are some details about the container market (vessels that carry standardized containers containing a wide array of products) which comprise about 15% of the 10,000 commercial vessel fleet worldwide.

Above are some details about the LNG market (highly specialized vessels which carry liquefied natural gas). It is a sub segment of tankers and is currently a booming market.

Above are some details about the cruise market (vessels carrying passengers for leisure purposes).

A summary of the shipping segments and their current outlook.