|Shipping (US$ millions)|
|Profit from owned and long-term chartered ships||226||160||Increased shipping rates|
|Profit/(loss) from ship operating activities||39||(14)||Expansion of operations and improved performance|
|Profit from ship sales||62||27|
|Overheads/impairments/provisions||(105)||(35)||Increased onerous contract provisions/impairments|
|Total Group (R millions)|
|Shipping (US$ profit converted to Rands)||1 794||982|
|Trading||129||63||Increased shareholding/improved profitability|
|Freight Services||198||114||Improved volumes/growth in activities|
|Financial Services||36||36||Shareholding reduced to 81,1% in June 2007|
|Earnings attributable to ordinary shareholders||2 157||1 195|
The tanker market remained largely stable in the past year, however, both record highs and all time lows were experienced in drybulk shipping markets. The effects of the credit crisis impacted on the global economy, resulting in significant reduction in shipping activity. In spite of this, Shipping continued to be the major profit contributor at 83% of total earnings. This was mainly due to the high level of contract cover, increased tanker and drybulk earnings, profits earned on ship sales and the benefit from a weaker Rand/US Dollar exchange rate.
These results include a substantial charge in respect of ship impairments, onerous contracts, once off taxation as a result of a restructure within the Shipping division and increased STC charges.
Trading had an excellent second half, which resulted in earnings growth of 105% for the year. Freight Services experienced strong growth in earnings of 74%, particularly from Terminal and Intermodal activities. Financial Services results were impacted by the reduced shareholding as a result of the empowerment transaction, declining equity markets and the slowdown in local economic activity but nonetheless achieved the same earnings as the previous year.
Cash generated from operations was R4 312 million, a growth of 126% over the 2007 year. Cash outflow included capital expenditure of R2 158 million and dividends paid of R607 million during the year. This resulted in net borrowings decreasing from R981 million at 31 December 2007 to a net cash position of R325 million at 31 December 2008. The higher Rand interest rates increased the net interest charge by 34% to R175 million. There was very little benefit from interest earned on US Dollar cash resources but the groups balance sheet benefited through the weaker Rand/US Dollar exchange rate. The groups debt: equity ratio improved from 29% to a surplus net cash position of 5%.
The strong balance sheet, favourable liquidity position, high level of contract cover and low cost fleet provides a platform for the group to conclude investment opportunities at the appropriate time.
|Description||Capital expenditure||Capital commitments|
|Ships||1 309||1 377||914||572||2 863|
|Vehicles and equipment||276||69||||||69|
|1 824||1 628||1 027||572||3 227|
|Investment in new businesses||334||19||||||19|
|Total authorised and contracted||2 158||1 647||1 027||572||3 246|
These commitments will be funded by cash resources, cash generated from operations and committed bank financing facilities.
The Shipping division had an exceptionally strong performance in 2008 with attributable income up 83% on 2007. Earnings from tankers increased due to revenue contracted at favourable rates and an increased fleet. Drybulk earnings more than doubled mainly as a result of significantly higher earnings on the chartered-in handysize bulk carriers open to the spot market. The division also benefited from profits on ships sold.
All shipping operations, including the Parcel Service, tanker operating and the new bunker tankers and handymax businesses performed well.
|Revenue||7 069||4 374||62||Higher spot rates/contract cover|
|EBITDA||2 367||1 135||109|
| tankers||690||372||85||Increased fleet/ship sales|
| drybulk||1 677||763||120||Higher spot rates|
|Operating income||2 272||1 035||120||Higher revenue/cost base similar to 2007|
|Attributable income||1 794||982||83|
|Margin (%)||32||24||33||Higher spot rates|
The drybulk shipping market experienced the sharpest drop in history during the fourth quarter of 2008. This significant drop in both earnings levels and asset values was triggered by the credit crisis which resulted in the lack of credit to support international trade. Markets have been further impacted by a slowdown in major economies.
Profit on sale of ships was up from R193 million (US$27 million) in 2007 to R502 million (US$62 million) in 2008. Impairment of some drybulk ship values and provisions against onerous charter contracts amounted to R341 million (US$42 million) as a result of the change in the market outlook. This results in total impairments and provisions in the balance sheet at year end amounting to R435 million (US$46 million). Five ships were sold to take advantage of the high ship values at the time.
|An analysis of the profit by ship category is as follows:|
|Average number of owned/long-term chartered ships||18,2||2,0||4,2||7,2||1,1||4,0||36,7||38,0|
|Average daily revenue (US$)||31 600||20 600||47 700||20 800||6 000||19 000||28 600||23 000|
|Average daily cost (US$)||9 100||9 400||20 300||13 700||3 600||14 350||11 700||11 400|
|Profit (US$ millions)||149,4||8,3||42,1||18,8||0,9||6,8||226||160|
|Profit from owned and chartered ships||226||160|
|Profit/(loss) from ship operating activities||39||(14)|
|Profit from ship sales||62||27|
|Overheads/profit share expense (includes exceptional item of US$12 million)||(35)||(26)|
|Impairments/onerous contract provisions||(42)|||
|Forex/funding costs/taxation (includes exceptional item of US$8 million)||(28)||(9)|
|Converted to Rands (millions)||1 794||982|
|The following transactions were concluded during the year:|
|Ships delivered||Ships ordered||Ships sold/redelivered||Contracted sales|
|1 x 40 000 dwt products tanker||2 x 32 000 dwt handysize bulk carriers||2 x 12 800 dwt products tankers (sold on delivery)||1 x 6 155 dwt products tanker|
|1 x 16 500 dwt products tanker (50% owned)||1 x 52 378 dwt supramax bulk carrier (2-year charter)||1 x 28 424 dwt handysize bulk carrier (chartered ship sold)||1 x 40 000 dwt products tanker|
|2 x 12 800 dwt products tankers (sold on delivery)||2 x 34 700 dwt handysize bulk carriers (sold)||1 x 40 000 dwt products tanker (50% owned)|
|1 x 32 260 dwt handysize bulk carrier (long-term charter – 50%)||2 x 170 000 dwt capesize bulk carriers (chartered ships redelivered)|
|1 x 29 600 dwt handysize bulk carrier (long-term charter)|
During the year an option to purchase a chartered handysize bulk carrier was exercised.
|Contracted in at 31.12.2008||Bulk carriers||Tankers|
|Cost (US$/day)||9 200||9 400||19 900||14 100||8 100||14 700||11 400|
|Cost (US$/day)||9 300||9 400||20 100||14 800||9 900||14 700||11 800|
|Cost (US$/day)||8 800||9 400||26 000||14 000||10 200||15 100||12 100|
|Cost (US$/day)||9 100||9 900||27 700||14 200||10 300||14 600||12 400|
|Net number of ships to deliver|
|Fleet at end of 2012||12||2||3||6||9,5||5||**37,5|
|*||Owned fleet 8,5; chartered fleet 29,5|
|**||Owned fleet 22,5; chartered fleet 15|
In addition to the above, the group has the option to extend the charters or purchase 13,5 chartered ships. This would increase the fleet to 51 ships at the end of 2012.
Daily vessel costs have been reduced by the effect of onerous contract provisions and impairments.
|Market value adjustments to fleet book value||Rm||Comments|
|Excess of market value over book value of owned fleet and charters with purchase options||1 410||Indicative ship values obtained in consultation with reputable ship brokers|
|Book value of charters = PV @ 6,5% of capital element (i.e. excluding running costs) of charter commitments and purchase option price. Yen options valued at closing rate|
|Market value of other long-term charters and contracts||422||Differential between market rates and Grindrod charter/contract rates. PV @ 6,5%|
Note: Based on closing Rand/US Dollar exchange rate of R9,45.
Assumptions used in respect of the groups fleet in the market value adjustment calculation above are as follows:
|Average ship||Average market|
|market value||long-term charter rates|
|(US$m)||(US$ per day)|
|Bulkers||– Handysize||21,0||10 000|
|– Panamax||32,7||15 000|
|– Capesize||51,0||25 000|
|Tankers||– Mid-range||30,4||17 500|
|– Small||19,5||13 500|
|Disclaimer:||The market value of the fleet is based on valuations obtained from ship brokers and published market information on ship charter rates. These values and rates are subject to risks and uncertainties, as various factors beyond the control of the group may cause values to fluctuate materially subsequent to date of this announcement.|
|Contracted out at 31.12.2008||Bulk carriers||Tankers|
|Revenue (US$/day)||18 000||20 800||29 800||20 000||9 700||17 200||19 700|
|Revenue (US$/day)||16 500||23 400||44 600||20 400||13 300||17 200||23 000|
|Revenue (US$/day)||20 000||23 900||43 600||21 700||13 300||||28 300|
|Revenue (US$/day)||20 000||23 900||44 350||||||||33 000|
|Contract profits||% of fleet fixed||(US$m)||(US$m)||(US$m)|
In addition, ± 9% of fleet is fixed in 2013/2014
|Note: Variable volume contracts have been included at forecast volumes.|
As part of the groups rigorous risk management process, the group continues to maintain a high level of contract cover over its fleet through contracts of affreightment, time charters and freight forward agreements. The group has always been diligent in assessing the creditworthiness of counterparties and will continue to monitor this exposure carefully in the current market.
The groups contract counterparties are summarised below:
In addition to the long-term fixed contracts, the group’s ship operating activities, including the Parcel Service have forward contracted to move commodities during the current year. Earnings in 2009 will, however, be impacted by lower volumes.
The drybulk shipping market experienced a major deterioration in the fourth quarter of 2008 with volumes, earnings and asset values declining sharply. Earning levels and volumes have, however, recovered significantly albeit off a low base in February 2009, following the Chinese New Year. This recovery is seen as a partial return to normal markets as banks issue letters of credit to support trade and stockpiles are run down.
Asset values have also seen sharp declines (see graph below) with only a few transacted sales over the past months. The lack of liquidity is largely attributable to the lack of ship finance due to the international credit crisis.
The outlook for the drybulk market depends on the world returning to economic growth, which is unlikely in the West in the medium term. The bulk markets, however, are materially influenced by growth in the East, where China and India are still predicting between 5% 8% growth. This bodes well for drybulk shipping. Linked to this low demand scenario is a large order book particularly in the larger capesize vessels, a number of which deliver during 2009 and 2010. This will further impact the overall drybulk earnings and asset levels. The level of scrapping and the cancellation of newbuilding orders will increase due to the lack of shipping finance and low earnings not supporting the retention of old vessels or the acquisition of vessels on order. This will contribute to more balanced market fundamentals over the medium term.
The handysize bulk sector remains the most fundamentally sound sector within the drybulk market. This fleet is expected to reduce by approximately 10% per annum over the next two years, with scrappings exceeding new deliveries. This is positive for the group as it has most of its exposure to this sector.
The tanker market, which is driven primarily by oil demand was quite resilient during the last quarter of 2008. This is traditionally a strong quarter for oil demand with increased levels of energy required by the Northern Hemisphere economies. The tanker market, however, began to be negatively affected in the first quarter of 2009 with earnings and asset levels falling. This decline in earnings and asset values in the tanker market has not been anywhere near as dramatic as the reduction in the drybulk market.
The low level of projected growth in demand in the developed markets, (the major users of petroleum products) over 2009 and 2010, could suppress worldwide demand growth. Accordingly, demand growth for petroleum products over the next two years is expected to be flat. In addition, there are a number of newbuilding deliveries anticipated over this period.
The scrapping of single-hulled vessels by the mandatory scrapping date of 2010 will to some extent support the market. Product tanker earnings should, however, be supported from the newly developed refineries in the supply areas which require transportation of their products over longer distances to the demand areas (developed economies).
The overall product tanker market is predicted to be slightly softer over the next two years. Once the order book has delivered and single-hulled vessels scrapped, the market is likely to return to the higher levels of 2007 and 2008.
Source:Clarkson Research Services Limited
As indicated in the tanker and drybulk commentary above, ship values have declined sharply since the end of the third quarter of 2008. The ship values are not expected to recover to the levels seen in 2008, which were regarded as extraordinarily high due to the high demand for drybulk vessels and shipyard space. Asset values will be softer over the next two years as the market digests the deliveries of 2009 and 2010. Scrapping over this period will, however, increase which will bring some form of equilibrium to the market. Asset values are expected to recover in 2011.
Disclaimer: The information supplied in the Shipping division graphs is believed to be correct but the accuracy thereof is not guaranteed and the company and its employees cannot accept liability for loss suffered in consequence of reliance on the information provided. Provision of this data does not obviate the need to make further appropriate enquiries and inspections. The information is for the use of the recipient only and is not to be used in any document for the purposes of raising finance without the written permission of Clarkson Research Services Limited.
The Shipping division has a solid contract base with a young and very low cost fleet. This position will allow the division to generate reasonable shipping returns over what is seen to be a challenging period as the world economy and credit markets recover. Ship contracts are with reliable counterparties and the group will continue to add to this contract base at appropriate levels in the market. The groups newbuilding orders are at reasonable prices apart from two vessels which have been written down in 2008. The divisions cash and access to shipping finance is more than adequate to meet all commitments and provide for opportunities to expand the fleet should the opportunity arise. However, a cautious approach to expansion will be adopted over the coming period due to the predicted softer market conditions.
After performing below expectation during the first half of the year due to the effect of strikes and voyage delays, Trading had a strong second half with solid revenue and operating margin growth. As a result, earnings increased by 105% over the previous year with all three Trading businesses performing well.
Grindrod increased its shareholding to 100% in both Cockett Marine and Oreport Holdings in 2008. These acquisitions now provide a sound base to leverage the skills and relationships within the division and to generate sustainable returns.
|Revenue||24 022||11 334||112||Cockett and Oreport consolidated for nine and
six months respectively. (The acquisitions
generated additional revenue of R6 574 million).
Higher commodity prices during the year, but
softening in the fourth quarter
Improved US$/tonne margin
Operating income in all three businesses improved through focused trading, good position management, improved logistics management and tighter cost control. In agriculture, volume was consciously relinquished in favour of higher margins.
The current focus is to improve operating margins, develop the Asian trading hub, invest in new origination businesses and leverage existing relationships.
There is continued volatility across all markets with weak demand for certain products. In the resources sector continuing production cut-backs in order to firm prices are having limited success. Lack of credit lines and liquidity has had a significant effect on the market. However, the division has been able to maintain its credit lines.
The Trading division continuously manages and monitors its exposure to counterparty and market risks.
Funding requirements have reduced on the back of softer commodity prices and solid cash flows.
The corporate restructure of the division was addressed during the year and a strong management team is in place.
Freight Services reported substantially improved results for the year. Revenues increased by 18%, and operating income by 36%. Terminals and intermodal in particular, produced solid growth on the prior year. The slowdown in motor vehicle and consumer retail sales impacted the performance of Logistics, although it still recorded an improvement on its 2007 results. Ships Agencies once again produced good results.
|Revenue||2 552||2 164||18||Increased volumes in Terminals and|
|Intermodal offsetting decline from|
|Operating income||246||181||36||Improved margins from economies of scale|
|and profits on disposals. Losses on disposal of|
|a logistics operation in 2007|
The following significant expansion projects were progressed during the year:Ports Maputo Port
Total capital expenditure in 2008 amounted to R513 million, funded from a combination of cash resources and external debt. Authorised capital expenditure for 2009 and 2010 amounts to R485 million and R112 million respectively, the vast majority of which relates to the proposed expansion of the drybulk terminal operations as follows:
Freight Services has sufficient cash reserves to fund 100% of the capital expenditure approved without the need to raise debt. Third-party funding for R334 million of the contracted expenditure has, however, already been secured.
During the course of the year, Freight Services disposed of its interests in the Sheltam Grindrod rail operation.
Subsequent to year end, Grindrod concluded the sale of a 30% interest in the Maputo Car Terminal to Höegh Autoliners, the owner and operator of one of the largest automotive shipping lines in the world. Höegh Autoliners plans to use Maputo as its automotive hub port for the movement of vehicles in the Indian Ocean market.
Subsequent to year-end, Freight Services concluded a BEE transaction with Calulo Petrochemicals (Pty) Limited (Calulo) and Adopt a School Foundation (AAS) with the disposal of a 25,1% interest in Grindrod (South Africa) (Pty) Limited (GSA). Calulo is a BEE company with interests in the petrochemical sector and is Grindrods empowerment partner in Unical (bunker tanker and tanker operating). AAS is a section 21 company that supports the development of schools in previously disadvantaged areas in South Africa. The majority of Grindrods 100% owned South African assets fall within GSA.
Grindrod intends re-entering the rail sector through the conclusion of a joint venture, subject to the remaining conditions precedent being fulfilled, which will culminate in the establishment of RRL Grindrod, a 53% black owned company. This business will provide locomotive leasing, rail operations and shunting services to its clients. RRL Grindrods intention is to grow its locomotive fleet to support its client base and position itself to capitalise on business opportunities arising from rail restructure in South Africa.
The Freight Services division came under pressure in the fourth quarter of 2008 along with the collapse in commodity and shipping markets, with the worst affected businesses being the Intermodal and Logistics operations. Dry and liquid bulk terminal operations were largely unaffected by the slowdown in the last quarter and are still expected to perform in line with budget in 2009 as the majority of the volumes handled through these facilities are base commodities such as coal, phosrock, clinker, sulphur, fertilizer, vegetable oils and molasses which are expected to be largely unaffected by the global slowdown. Despite current market conditions, volumes through the car terminal in Maputo are expected to increase in 2009 as contracts are concluded with automotive manufacturers to move a portion of their vehicles through Maputo, combined with the benefit of Höegh Autoliners using Maputo as a hub.
Volumes through the Intermodal operations are expected to decline in 2009 along with the downturn in container traffic. Seafreights container volumes are expected to decline in 2009. The business will, however, benefit from substantially lower charter rates on vessels and a lower fuel price.
The businesses operating in the durable goods sector (furniture and automotive) are expected to remain under pressure in 2009, with the forecast recovery in the automotive sector only expected in 2010.
Revenue increased by 25% on the back of strong performances from Corporate Banking, Property Solutions, Investment Products, Treasury and Private Client Services. Credit and liquidity have continued to be conservatively managed which resulted in no bad debts being incurred over the reporting period and a healthy liquidity surplus at year-end. Given the competitive market going into 2008, and the subsequent turmoil in financial markets, advances growth was restricted while deposits increased by 7,9% to R1,52 billion. The resulting liquidity position in excess of R600 million represents 40% of total bank deposits. In addition the Banks capital adequacy ratio at 16,5% is comfortably above the requirements for banks as stipulated under Basel II.
During the year the Bank launched its first collective investments scheme, the Grindrod Diversified Preference Share Fund. Investors in the fund benefited from a commendable performance over the year. Grindrod Banks Private Client portfolios also showed resilient performance, again underscoring the benefits of long-term and conservative investment management.
|Revenue||94||75||25||Strong performance from corporate banking,
property solutions, investment products,
treasury and private clients services
The ongoing global financial crisis, tighter credit, less corporate finance activity and weaker stock markets will make for a difficult operating environment for financial service entities. However, despite these pressures, growth in earnings should be achieved for the 2009 financial year. The Bank will maintain its conservative liquidity, credit and asset management policies to ensure its clients are well serviced and their risks well managed.
This condensed report complies with International Financial Reporting Standards, as well as with Schedule 4 of the South African Companies Act and the disclosure requirements of the JSE Limiteds Listings Requirements and has been prepared in accordance with IAS 34 Interim Financial Reporting. The condensed report has been prepared using accounting policies that comply with International Financial Reporting Standards. The accounting policies are consistent with those applied in the financial statements for the year ended 31 December 2007, except for the early adoption of the revised IAS 16 (property, plant and equipment) and IAS 7 (cash flow statements). These changes had no effect on the results but there have been some restatement of the prior year disclosures. The full impact of these changes will be disclosed in the annual report.
No material change has taken place in the affairs of the group between the end of the financial year and the date of this report other than the sale of 25,1% of Grindrod (South Africa) (Pty) Limited to an empowerment group as referred to on page 21.
The 2008 financial year was an extraordinary year in the groups history and the outstanding results were achieved mainly through record earnings levels on contracted and spot drybulk ships, profits earned on ship sales and a weaker Rand/US Dollar exchange rate.
In spite of the current economic outlook, earnings growth is anticipated from the Trading, Freight and Financial Services businesses.
The groups balance sheet strength and favourable liquidity position offer a high level of resilience in these markets and will create opportunities to expand through acquisition.
The credit crisis and the global economic downturn have impacted shipping freight movements and this, together with the anticipated growth in world fleet of ships, is expected to result in continued softer shipping markets in 2009. However, the group will continue to benefit from a high level of contract cover at prices above current spot rates and a low cost fleet of ships. There will nevertheless be a decline in the Shipping divisions profitability.
Consequently, the group expects a reduction in earnings in comparison to the super profits achieved in 2008, but still anticipates acceptable returns on shareholders funds in 2009.
This prospects statement has not been reviewed by the company’s auditors.
For and on behalf of the board
|I A J Clark||A K Olivier|
|Chairman||Chief Executive Officer|
The auditors, Deloitte & Touche, have issued their opinion on the groups financial statements for the year ended 31 December 2008. The audit was conducted in accordance with International Standards on Auditing. They have issued an unmodified audit opinion. A copy of their audit report is available for inspection at the companys registered office. The condensed financial statements have been derived from the group financial statements and are consistent in all material respects with the group financial statements.
Notice is hereby given that a final dividend of 623 cents per cumulative, non-redeemable, non-participating and non-convertible preference share (2007: 550 cents) has been declared payable to preference shareholders in accordance with the timetable below.
Notice is hereby given that a final dividend of 68 cents per ordinary share (2007: 44 cents) has been declared payable to ordinary shareholders in accordance with the timetable below.
|Last day to trade cum-dividend||Friday, 13 March 2009|
|Shares commence trading ex-dividend||Monday, 16 March 2009|
|Record date||Friday, 20 March 2009|
|Dividend payment date||Monday, 23 March 2009|
No dematerialisation or rematerialisation of shares will be allowed for the period from 16 March 2009 to 20 March 2009, both days inclusive.
The dividends are declared in the currency of the Republic of South Africa.
By order of the board
25 February 2009
|FOR MORE INFORMATION, PLEASE REFER TO OUR WEBSITE AT WWW.GRINDROD.CO.ZA|
|I A J Clark* (Chairman), A K Olivier (Group CEO), H Adams*, W D Geach*, I M Groves*, J G Jones, T J T McClure, R A Norton*, D A Polkinghorne, D A Rennie, N Y T Siwendu*, A F Stewart, L R Stuart-Hill. *Non-executive|
|Registered office||Transfer secretaries|
|Quadrant House||Computershare Investor Services (Pty) Limited|
|115 Margaret Mncadi Avenue||70 Marshall Street|
|PO Box 1||PO Box 61051|
|Sponsor: Grindrod Bank Limited||Incorporated in the Republic of South Africa|
|Registration number: 1966/009846/06||ISIN: ZAE000072328 and ZAE000071106|
|Share codes: GND and GNDP|