Wednesday, May 27, 2015



by Mr. Anastasios Maraslis
       S.T.I.C’s CEO/President.

Greeks dominate the seas since ancient times and Shipping has been the oldest form of occupation of the Greeks until today. The Greek ownership merchant fleet is the largest in tonnage capacity exceeding the 17% of the world’s total.
Despite the past decades several economic recessions and shipping crises Greeks were always managing to come out of stronger and better off, with more ships than before. Their inherent talent to buy and sell timely, to manage their fleet economically during the recessed periods and the low freight, throat cutting competition, downturn shipping cycles – has been their distinctive advantage compared to other shipping nations.
It’s been an International shipping standard to follow the Greeks in recessed periods and “do as they do”, until the decade of 2000.
In the decade of 2000 shipping business and world trade boomed with China’s economy liberalization and it’s GDP growth, money poured in shipowners safes and bank accounts like never before.
Shipowners experienced unprecedented euphoria in freight levels and vessels’ daily earnings. Banks – European Banks – were more than keen to lend any amount for new buildings or second hand vessels purchases.
Greed for newly built, more and/or bigger size vessels had become a phenomenon which Greeks had never experienced ever before – to these exuberant levels – until then, access to easy money was only for the few old traditional shipping families and/or for those who were well qualified and/or willing to risk all or a significant % of their own private funds in the business.
The new buildings ordering frenzy from 2003 until 2013 doubled the size of the world’s entire merchant fleet – from 873 mil dwt to 1690 mil dwt according to statistics compiled by Clarksonsinvolving vast capital investment which was borrowed cheaply by the banks.

Throughout the 2003 to 2013 period the largest world’s fleet composition by shipping nationality was allocated to:
  1. Greece.
  2. Japan.
  3. China.
  4. Germany.


However during the booming “decade” starting from 2003 until 2008, there were changes in each country’ world fleet shares. Top contributor Greece’s share declined after 2003, from 20 percent down to 15 percent in 2014. China’s share rose solidly, doubling from 6 percent in 2003 to 12 percent in 2013! Overtaking thus Germany in the years 2013/’14 to become the third largest shipping country.

However the next day of the aftermath of May 2008, the freight levels and shipping market collapsed, the European Banks had been already facing major financial problems after the Lehman Brothers – including most – if not all – of the European Shipping Banks which had to sell their shipping loans portfolios cheaply to U.S.A Private Equity Funds and to major U.S.A Hedge Funds – which had discovered shipping sector as an alluring type of investment the previous good years – to survive. This had an impact on assets’ ownership shares composition. Now, the new owners of the vessels were the private or institutional investors in the U.S.A, that is the P.E Funds and the Hedge Funds who bought the banks’ portfolios and now owned the 75-80% of the vessels’ shares, if not more!
In the meantime Greeks traditional triptych Investor/Shipowner/Ship Manager shares have been significantly devaluated due to the assets-vessels’ prices collapse.

Also the structure of the board of directors and the controlling interests has now changed. A new entity (P.E.F or H.F) has replaced the traditional shipping bank, taking over its role, but not its modus operandi. These funds are not particularly interested in the shipping business itself or in ships, they are mainly speculators. Speculators have not patience to wait for too long and usually jump from one investment opportunity to another.

Therefore it will be a major impact to Greek shipping interests if these Investment Funds decide to exit shipping selling short their shares in a catastrophic market, like this we all experiencing today, with vessels’ prices falling flat as a result.

However what seemingly could be a threat for the Greek triptych could be proven just another opportunity to come off even stronger, once again, if Greeks have maintained sufficient cash reserves, from the good years on the side (A). To purchase short the Private Funds’ shares, and (B). To endure the crisis, until recovery, maintaining thus their dominant position in the world’s shipping community.

Time is a valuable resource which is just and fair to all with no exceptions. Time will show.

Ship Managers/ Operators /Chartering/S&P / Trading.
+30 210 4529500 (TEL), +30 210 4529505 (FAX)
– Web Site;
–     (Chartering Dept.)
–      (Panamax Dept.)
–        (Short Sea Dept.)
–   (Operations Dept.)
–                (Trading Dept.)
–               (Sale & Purchase/Demolition)
–               (General/Admin.Dept.)

About Anastasios Maraslis

Tuesday, June 24, 2014


       by Mr. Anastasios Maraslis
         S.T.I.C - CEO/President.

Almost anyone can realize that he could be better, do things better, have better results - in comparison with his present condition - Almost anyone could recognize that there is always room for improvement, especially nowadays.

The betterment, of any condition, starts the very minute when someone realizes and recognizes that ‘the things’ need to get better and can get better.

And this is feasible just by assuming full responsibility and control of any condition he is in.

By defying his fears of failure and seizing to blame others, his life, his luck, his destiny, the market, his government, God, etc (in other words to seize looking for excuses for continuing to hold his present condition). This means ‘taking full responsibility’.

This way one frees himself from the old and current bonds and liberates himself, his mind, his decision power to create a better future based on full responsibility and a causative stand point of view.

When someone is open minded and decided to change and bring betterment he is focused in discovering new ideas, new alliances, new technologies, and new ways which would serve his new purpose.

One of the major problems these days one has to deal with is Opex which is decisive for a company’s viability in correlation with profitability.

High Opex affect seriously a company’s profitability, especially in a volatile highly antagonistic market, where low freight rates have tremendous impact on a company’s cash flow and profit margins and should be drastically lowered or bettered.

It is a survival matter.

Disregarding- ignoring the necessity doing something about it is an executive’s ‘out point’, it is unethical, it is an omission.

It equals to treason against ones organization and ones executive position.

‘Know how’ and ‘exact technology’ is what is usually missing and thus often decisions under duress, fail.

This is Shipowners Trust International Corp. (S.T.I.C)'s role since 1997.

That is helping and providing an ‘exact technology’ and ‘know how’ to singleton owners up to large fleet owners/managers, Internationally, to better their present condition by risk analysis, risk management, continuous monitoring by statistics, accounting, undertaking with professionalism and responsibility - on outsourcing basis or consultancy basis - what needs to change and improve in the following sectors;

a) Ship Management

b) Commercial Management

c) Ships Operations

d) Chartering

e) Marine & Claims Insurance Management.

f) Alternative Finance

g) S&P

h) Human resource capacity tests and training

i) Accounting.

Please do not hessitate to contact us for discussing, in full confidentiallity, your thoughts and interests for betterment.

Kind regards
Mr. Anastasios Andreas Maraslis

SHIP MANAGERS/CHARTERING /S&P / TRADING. (Chartering Dept.) (Operations Dept.)            (Trading Dept.)            (Sale & Purchase/Demolition)           (General/Admin.Dept.)

Wednesday, April 30, 2014


                        Written by Mr. Anastasios Maraslis
'Wednesday morning 8:30am Feb, 2012 and many offices are still closed.
White collar employees are ‘trapped’ in traffic on their way to catch up with their morning tasks with a bleary eye'.

The above scene stands for many but not for all!

In shipping business we have to be all time alerts and work ‘strange’ unusual hours - often from 4 am in the morning -to search and to discover the suitable vessel or the firm cargo.
80-90 per cent of cargoes are transported via sea routes by ocean going vessels and this makes our business a real, tangible business.
Shipbroker's role is a catalyst in shipping cargoes around the globe and this is a unique call.
Too often, competition is fierce and the long hours of work is exhausting, especially when many shipbrokers are racing to get the same cargo -especially in a poor freight market -
In a flourishing market, there is great demand and appetite for more vessels/ tonnage capacity to cover plenty of cargoes available and anyone can and is fixing anything making good money -even the cowboys of the market -
Regrettably, but interestingly enough, Shipping has its peaks and its lows.
Nowadays, once again, we are experiencing a down spiral cycle, (similar to the ‘70’s, ‘80’s and ‘90’s).
This shipping crisis though is different from the previous decades. Is not only the vessels’ oversupply but we are experiencing unprecedented changes in the banking system. I m reffering to the Europe’s financial turmoil and the withdrawal and closure of many credit lines!
No wonder for this is a new shipping recession it is part of the excitement our business offers.
In difficult periods like this, challenge is what keeps our hearts pounding with passion and thirst for achievement and accomplishment.
For it is in this challenging times the shipbrokers -worldwide- who must prove their role significance with showing their focused
and inexhaustible hard work and intelligence by providing once again more than it is expected.
Vessels’ owners are very much worried for their vessel’s employment opportunities and the scarcity of options in their goal to keep the propellers running at all times.
Profits are getting squeezed, sometimes close to non existent and often the aim is becoming merely the survival, in certain trading areas and or cases.
Prompt paying credible charterers is owners’ a major concern also which a shipbroker must provide sufficient evidence and information for.
Strategic planning and repositioning of vessels is also a matter to contemplate seriously.
Those Shipbrokers who rely in their personal experience from their day in- day out hard work have better control over their business and do always consult well and accurately their clients.
Well experienced and dedicated hard working Shipbrokers are the only professionals a ship-owner, a Charterer or a Shipper can rely on in getting the right information for planning the future or the next fixture.
A reason why Shipbrokers should be reading a lot what is going on internationally.
They read financial papers and magazines, political papers, environmental/climate changes reports so they would at all times have a clear understanding on how to interlink together all important information and datums for comprehending how the shipping industry is or is going to be affected.
As I aforesaid Shipping business is tangible and a very real business. Ships are daily transporting millions of tons of cargoes from one country to another every day, and YOU, THE SHIPBROKER - have made it happen!
Professional shipbrokers are not wasting a minute of their day and work pretty intensive for many hours as it is an International business.
Disappointing and frustrating enough when dates change, or when a cargo is postponed.
A successful shipbroker inspires himself and never lets the market’s downturns spoil his moral.
No matter the level of expertise he or she has he(she) always has the beginners mind and treat clients with passion to win their business!
In every call he(she) is making he(she) is transpiring this passion and enthusiasm.
But most important of all is the code of ethics he(she) applies in his(her) daily routines!
Disciplined and ethical 'his word is his bond' endures and overcomes successfuly anything with 'clean hands'.
Since we all are emotional these days due to the unpleasant developments in the world economy and the soft market this article is dedicated -as a special tribute- to our special  world wide colleagues, our special fellow and associated hard working shipbrokers,
who support us since S.T.I.C was established in 1997 until today.

Special thanks to all!
Anastasios Maraslis
+30 210 4529500(ext.,103,104)
+30 210 4529505(Fax)

Friday, March 7, 2014


  Business Article written by Mr. Anastasios Maraslis

                     S.T.I.C's CEO/President.

 Risk Takers. Let’s face it. This is in fact what all investors are.

There is no investment which can bring returns without taking some risk, except one, and that is Knowledge.
This is why Fund Managers, Financial Advisors, Wall Street Gurus are highly remunerated and their annual hefty success bonuses exceed the wildest dreams of most ambitious and well paid executives.
Bonuses flying at the range of few hundred millions us dollars to one or two billion! Investors’ usual critical questions are; Where should I invest and When?
Two questions which demand knowledge, expert analysis and wise answers.
Fund Managers and Financial Advisors usually have the knowledge and expertise to know the right answers to these troubleshooting questions.
The last two years they have focused in one of the most profitable but also risky (due to its cyclicality) investment options, which is the Shipping industry!

Shipping has been the talk of the day since 2012 as it is obviously a good investment opportunity, now the freight market and vessels values remain at historical low levels.

This is why Private-equity and hedge funds are accumulating shipping debt at the fastest pace since they began buying the risky loans from banks in 2012.
It can’t be unnoticed that about us$ 5 billion in shipping loans has changed hands in the past year, according to estimates by AMA Capital Partners LLC, a fund manager and adviser in New York.
Investor demand is driving prices as high as 90 cents on the dollar, from 70 to 80 cents a year ago. Funds are betting ship prices that collapsed as much as 80 percent in five years will rebound from historic lows.

Shipping is a tangible and global business.

Investing in Shipping - buying shares in Ship-Owning companies (SVP’s) - is a tax free investment (at fund’s level) and despite the risks involved and asset values depreciation in a bad freight market environment, where the demand for tonnage is low, the vessels always retain part of their value, the scrap value, in case of a distress sale in a catastrophic market or vessel’s age being too old.

Investors in shipping anticipate combining income returns on their investment. One is the income deriving from the trading and vessels management and the other is from the sale and purchase gains, when the assets are liquidated at appreciated prices, in a good freight market, where the demand for tonnage is brisk.

To get a fairly good idea about Shipping investment opportunities we should look at the price of a Capesize - the largest type of dry bulk carrier -which rose 50 percent in the past year to $44.5 million, that is 29 percent of the 2008 peak of $153.8 million.

In view of high profit opportunities new specialized Private-equity firms have been established, like Starfleet Navigation Limited - teamed by highly experienced shipping and investment professionals- which are willing to take ownership of the assets and put it to work while they wait for prices to appreciate.

Having said that it would be an omission not to mention that in view of the optimism prevailing amongst the funds that are buying shipping loans there few that are less familiar with shipping, if not at all, they are newbies and the risks they take might be proven an expensive lesson.

               Ship Managers/ Operators /Chartering/S&P / Trading.
     +30 210 4529500 (TEL), +30 210 4529505 (FAX)
     - Web Site;
     -       (Chartering Dept.)
     -      (Operations Dept.)
     -                   (Trading Dept.)
     -                 (Sale & Purchase/Demolition)
     -                   (human resources Dept.)

Sunday, February 16, 2014


S.T.I.C is welcoming you in its international Group Shipping THINK TANK. Ideas and information is the most significant and valuable resources our industry is dependable on. 

Both ideas and information is produced by intelligent, industrious and positive thinking people. If you believe that you belong in this category of people then this can be your Ideal business Group. Meet and share your ideas, information between each other as;

 'if you want to go fast, go alone, but if you want to go far go together'.

S.T.I.C Group is about;
'IDEAS and KNOW HOW, about Ship Management, Dry Bulk Chartering, Seaborne Trade, Finance, Marine Insurance, Joint Ventures, Seafarers, Piracy, FFA's, and many the RIGHT TIME' !

“The high performance ship/managers corporations are different. They worry about failure a lot. It makes them pay close attention to what is going on in their market and enter into useful alliances”.

Mr Anastasios Maraslis
+30 210 4529500 begin_of_the_skype_highlighting +30 210 4529500 FREE  end_of_the_skype_highlighting (ext.102).
+30 210 4529505 (Fax)
  Mrs Sapfo Daveli-Maraslis
Vice President/Chartering Manager
+30 210 4529500 begin_of_the_skype_highlighting +30 210 4529500 FREE  end_of_the_skype_highlighting (ext.104).
+30 210 4529505 (Fax)
+30 6943 108283 begin_of_the_skype_highlighting +30 6943 108283 FREE  end_of_the_skype_highlighting (Mobile).

Wednesday, September 18, 2013


                                              " TO SET THE RECORDS STRAIGHT"
                                              by Mr. Anastasios Maraslis

I am sorry to state the obvious but, sometimes, it seems we forget the basics or we take for granted what should be always checked first;
-A fixture which never came through, since charts failed to lift the subjs, is not to be
 considered a fixture, at all!
 Therefore the hire/freight of such failed biz can't and shouldn't be a guidance to what
 the freight market levels are!
-(Since when a failed fixture can be a guidance for owners or brokers? Is an athlete's  
 failed try to high jump 2.50 m a guide that men jump 2.50 m?).
-There are few, (happily), charterers who have no firm biz in their hands, (L/C is not
 opened/sales contract under negos), who indicate high rates to attract/secure the vessel
 and they even start firm negos with owners but failed to lift the subjs, left vessels in spot
 position, (something we all experience in large scale recently), and instigated the false r
 ate as a guide!
- A Charter fixture is considered to have been realised ONLY when is CLEAN OF SUBJS and
  when the FREIGHT or at least the first HIRE is being PAID, cleared in owners bank a/c!
-Reported, fictitious hire or freight numbers, derriving from Freight Derivatives, 'paper'
 market, or RECORD FIXTURES - who knows how done -as source of info/guidance is not
 pragmatic/true FOR US!
-There are men who make high jumps over 2.40 meters (Javier Sotomayor /WR since
 1993) but this doesn't reflect what the average athlete can do or the average ordinary
Please ppose to us any firm business (L/C is in place) and preferrably, cargo at port ready for loading, and when quoting a vessel kindly check what is the physical market paying empirically and not what the 'paper' market is expecting to make or the reports/promote as a guidance.
Freight Rates are determined by the doctrine of supply and demand ONLY and not by feeding owners expectations with ideas based on speculation. To set ones records straight, more effort is required, in real time, in the physical market, instead parrot /quoting what is published/read. Owners and Chrts alike need useful advise/consultancy from WHAT ONE HAS PERSONALLY EXPERIENCED/TOUCHED- NOT READ!
Wishing successful fixtures to all!
Sincerely yours

Shipowners Trust International Corporation (S.T.I.C)

Anastasios Maraslis


SHIPOWNERS TRUST INTERNATIONAL CORPORATION                              S.T.I.C                    
Shipping & Trading

Wednesday, July 24, 2013


'Randomity is making life interesting, though too much randomity brings confusion & despair'                                  
                                   by Mr. Anastasios Maraslis

-Looking into the future is a physical human compulsion. Man needs to make a future 
-Future prognosis goes far back in ancient Greece history, around 550 BC when there was

 the Oracle Pythia, at the Apollo Temple at Delphi ,which was famous for her enigmatic
-Peering into the future is a risky business and anyone who endeavours giving a prognosis

 is doomed to failure as future is subject to changes, human intervention, force majure or
 unforseeable events.
-However there are some dynamics which can guide our vision in aid to minimize risks and

 with confidence organize the future.

Although, almost all, recent reports published by official recognisable world organisations and institutions similarly, like the Oracle Pythia, issued their 'forecasts' for the next 20-30 years (something you will get right in 20-30 years), I will focus in the dynamics of the next 3-10 years, since for the next two years I don't see, personally (today 24th July 2013), any market changes, unless something extraordinary takes place.

We, here at S.T.I.C, have vested multiple interests in Shipping Industry, since 1997, and have an urgent compulsion  to analyse the information available prior organising our strategies for the future.
Sharing our thoughts and ideas is an open invitation for counter thinking, constructive criticism, betterment and change! Therefore do not hesitate to share your thoughts with us.

The last decade, until today, a decisive protagonistic role, in the shipping dry bulk market, and world trade is played by the BRIIC'S countries. (Brazil, Russia,India, Indonesia, China).
Today, BRIIC'S countries are the driving force of global economy and for this reason only we will focus on their dynamics to their role playing the next decade (3-10 years actually) as they are and will maintain their protagonistic position in the freight market -  particularly in dry bulk commodities transportation by sea- we are interested in.

Their GROWTH SUSTAINABILITY is the key of our brief research and quick, but not hasty, peer into the future.

The BRIIC countries have proved, consistently year by year, an increasing productivity, increasing investments, increasing savings rates and DOMINANCE in contribution to the global GDP. Our reliable sources, from the WORLD BANK, indicate that the two thirds of the global investment growth over the last decade has originated in the BRIC countries.
However these dynamics have shown declining trends, although still high, and will remain high, although to a lower degree, compared to last decade. This assumption is based on the BRIIC's countries population growth, population which will get better education, will save more money and will invest more - WILL CONSUME MORE -

It is worth to mention that these countries were the least affected by the financial crisis of 2008 due to their minor exposure in the International Financial/Stock Exhange Markets (particularly in DERRIVATIVES AND JUNK BONDS).

{Their slower pace of growth though was mainly attributed to their western world exports sudden decline.}

Once again, according to the World Bank information reliable sources, the contribution of developing countries to global growth will rise from 73% around 2015 to 87% by 2030.
Therefore we may dare to assume that the world's investment and saving rates and yields on capital will stabilize within the next decade with key protagonists the developing countries.
Developing countries growth is 1,5-2 points below what it was during the pre crisis period, that is four years ago.
Despite the positive insights accrued from our above dynamics analysis it would have been a gross ommission to disregard the Euro Area crisis which already has impacted the developing countries economies to slower progress as above analysed. Unless Euro countries governments cut spending to reduce gargantuan deficits, lighten heavy taxation, households need to reduce debt levels and the banks need to unfreeze lending, we will not see the anticipated recovery and a positive % growth soon (western countries consumers have not enough for maintenance, mereover for spending or saving).

What is necessary for euro economies recovery is a combination of all the above mentioned, however if NOTHING makes the banks lend money, people and companies borrow, we will be facing a deeper depression which in turn will further slow BRIIC's countries growth ratio and will prolongue the poor freight market which has more capacity in tonnage than the physical market can digest.

Hoping also that same mistakes of the past - in derrivatives investments/options/futures/junk bonds  - will not be repeated in the following years risking a second tragety like Lehman brothers, and that Euro economies will stabilize
IN CONJUCTION WITH  BRIIC'S COUNTRIES GROWTH SUSTAINABILITY is the key market dynamics for freight rates rebound slowly, as any recovery process.

I would be delighted to share and hear your comments and thoughts in our effort  to understand the world tendencies and the future insights better.

In case you wish to add you or add a new e mail address to our lists please advise by return.
Sincerely yours,
Shipowners Trust International Corporation.Anastasios Maraslis

                                 S.T.I.C                     Shipping & Trading

+30 210 4529500 (TEL), +30 210 4529505 (FAX)