2026 Q2 -tulosraportti
16 päivää sitten
‧45 min
4,0791 NOK/osake
Viimeisin osinko
3,23%Tuotto/v
Tarjoustasot
Määrä
Osto
-
Myynti
Määrä
-
Viimeisimmät kaupat
| Aika | Hinta | Määrä | Ostaja | Myyjä |
|---|---|---|---|---|
| 650 | - | - | ||
| 107 | - | - | ||
| 664 | - | - | ||
| 229 | - | - | ||
| 80 | - | - |
Huomioi, että vaikka osakkeisiin säästäminen on pitkällä aikavälillä tuottanut hyvin, tulevasta tuotosta ei ole takeita. On olemassa riski, että et saa sijoittamiasi varoja takaisin.
Rahastot ja ETF:t, joilla on osaketta
Mikään rahasto ei ilmoita osaketta kymmenen suurimman omistuksensa joukossa.
Asiakkaat katsoivat myös
Yhtiötapahtumat
Datan lähde: Quartr| Seuraava tapahtuma | |
|---|---|
2026 Q3 -tulosraportti 26.11. |
| Menneet tapahtumat | ||
|---|---|---|
2026 Q2 -tulosraportti 27.8. | ||
2026 Q1 -tulosraportti 19.5. | ||
2025 Q4 -tulosraportti 26.2. | ||
2025 Q3 -tulosraportti 26.11.2025 | ||
2025 Q2 -tulosraportti 28.8.2025 |
Tämän sivun uutiset ja/tai sijoitussuositukset tai otteet niistä sekä niihin liittyvät linkit ovat mainitun tahon tuottamia ja toimittamia. Nordnet ei ole osallistunut materiaalin laatimiseen, eikä ole tarkistanut sen sisältöä tai tehnyt sisältöön muutoksia. Lue lisää sijoitussuosituksista.
Foorumi
Liity keskusteluun Nordnet Socialissa
Kirjaudu
·1 päivä sittenVery interesting and informative article in FA/Kapital today: Hedge fund manager and shipping expert Tor A. Svelland predicts very good times for dry bulk shipping companies. The most important drivers are a deteriorating fleet and tremendous export growth from Guinea. SEES SEVERAL ADVANTAGES: By going to Guinea, the Chinese have made it much easier for themselves, for now they can "trade with themselves," says Svelland about China's focus on the West African country. A couple of years ago, we started to see the outlines of a very exciting dry bulk market with a great need for fleet renewal, says Svelland to Kapital. According to the manager, large quantities of dry bulk ships were ordered in Chinese shipyards between 2003 and 2008, especially in the Capesize segment. Today, many of the ships are in poor condition, and increasingly strict requirements are being imposed on the maximum age for ships, especially in Australia, the world's largest dry bulk exporter. And not least: The old ships are expensive to operate. If you are to take cargo from West Africa and Brazil to China, you need much better ships; otherwise, you won't be able to make this profitable. The ships were built in poor shipyards, where poor and too much steel was used, and the engines were too small. If you are to take cargo from West Africa and Brazil to China, you need much better ships; otherwise, you won't be able to make this profitable. At the start of a supercycle? Unlike many other shipping segments, the need for fleet renewal in the dry bulk segment does not appear to be met anytime soon. According to Oliver Dunvold at ABG, the order book only accounts for 14 percent of today's fleet. But it doesn't stop there. According to Svelland, Guinea is in the process of becoming the main supplier of dry bulk to China. It will create an extreme ton-mile effect, he says about the voyages that can take up to 100 days round trip. In other words, several very good years may be ahead for dry bulk shipping companies. It started with bauxite. You don't get a strong dry bulk market without a strong Brazil and a strong West Africa. If you only go up and down (Australia–China, editor's note), there will always be an available vessel, exclaims the manager. After the turn of the millennium, Brazil began to produce large quantities of high-quality iron ore, and interest from steel producers continues to increase. For while in the period 2005–2007, according to Svelland, it was the tremendous export growth from Vale in Brazil that contributed to a tight dry bulk market, this time the driver is largely Guinea in West Africa. He points out, however, that today's boom did not start with iron ore, but bauxite. To put it bluntly, investors did not know the extent of the bauxite trade a few years ago. China bought a lot of bauxite in Indonesia, which they transported home with smaller ships. But then China began to consider Indonesia a less reliable supplier, and they turned to Guinea, which is much further away. This is a trade that has exploded, and the transport is done with Capesize ships. Turns its back on Australia By using high-quality iron ore with a high iron content, steel producers can cut both emissions and energy costs. Svelland says that the focus on quality began several years ago. After the turn of the millennium, Brazil began to produce large quantities of high-quality iron ore, and interest from steel producers continues to increase. Now Simandou in Guinea is also being ramped up, a megaproject with high-quality iron ore. This also comes at the expense of Australian projects, which typically have ore of somewhat lower qualities. FEW WEAKNESSES: "Most of the infrastructure has been built and costs are low, so the weak link is probably that the country has few export ports," says Svelland about the Simandou iron ore project. According to Svelland, the Chinese's increased interest in Guinea must also be seen in connection with China's rather lukewarm relationship with Australia. The relationship between BHP in Australia and China has been strained for many years. Every year there have been demanding negotiations, also at a quite high political level. And then a new situation arose a few years ago when China wanted to pay in yuan and not in dollars. Expected to require 170 Capesize ships Simandou has long been considered a game changer in the dry bulk market. Production began just under a year ago, and the project is planned to reach a plateau production of 120 million tons per year in 2030. This corresponds, according to S&P Global, to 4.8 percent of global iron ore production in 2024, and 9.7 percent of China's imports the same year. S&P Global estimates that a total of 170 Capesize ships will be required to bring the iron ore to international buyers, and with that, the project can absorb large parts of the global order book. Svelland believes much of the production will end up in China. In addition to Rio Tinto, there are several Chinese partners in the project. By going to Guinea, the Chinese have made it much easier for themselves, for now they can "trade with themselves." At the same time, we should not forget that China is already completely dependent on
Can add what Alexander Saverys pointed out in an interview with Vonheim yesterday, namely that SS (special survey) is relatively expensive for dry bulk (as opposed to tanker). It's not a given that we'll see much scrapping for that, but it is an element (preferably combined with EEXI/CII so maybe it can manage to squeeze out some old ladies despite a good market?)
·1 päivä sittenThe question is how high the oil price goes and about how global GDP growth will be affected going forward, is China starting to cut raw material imports?It's worse than just the oil price; the crack spread is historically high so the price of diesel etc. is close to 200$/barrel :o For iron ore, it's a bit more complicated than just GDP, I think; China has some domestic production, but it's both expensive and poor (low iron content) so I speculate that a price collapse in iron ore could increase imports to China - all else being equal, mind you (one would think a fall in GDP leads to less need for iron ore). In the long term, India will likely pick up speed. As of today, they import very little (some export and some import), but they are expected to have a deficit of 100M tonnes/year (read: almost all of Simandou) by 2030 https://www.reuters.com/markets/commodities/indias-iron-ore-imports-trend-higher-its-no-china-russell-2025-06-03/ Until then, we also have tankers to rely on. If I remember correctly offhand, ship values are (were) approx 1/3 tanker and 2/3 bulk, while earnings were approx 50/50 between tanker and bulk (disregarding the minor assets they have otherwise). However, if we get a recession, tanker rates will probably also go down.
·3 päivää sittenWill there be a dividend here?- ·3 päivää sittenIt will be a while until Simandou produces 120 million tonnes per year, but good to start checking infrastructure early :) https://x.com/DryBulkETF/status/2097361779722424621 Just for fun; Indian Steel Association expects that India (which today produces a lot itself and imports quite little) will be short of over 100 million tonnes of iron ore in a few years. https://www.reuters.com/markets/commodities/indias-iron-ore-imports-trend-higher-its-no-china-russell-2025-06-03/ Well, I have good news for you India; I know of a mine complex that will produce 120 million tonnes per year in 2029 :) (unless China wants the ore then)
The downside risk, if a potential China crash or global recession occurs, applies to absolutely all stocks, of course..
Yllä olevat kommentit ovat peräisin Nordnetin sosiaalisen verkoston Nordnet Socialin käyttäjiltä, eikä niitä ole muokattu eikä Nordnet ole tarkastanut niitä etukäteen. Ne eivät tarkoita, että Nordnet tarjoaisi sijoitusneuvoja tai sijoitussuosituksia. Nordnet ei ota vastuuta kommenteista.
Välittäjätilasto
Dataa ei löytynyt
2026 Q2 -tulosraportti
16 päivää sitten
‧45 min
4,0791 NOK/osake
Viimeisin osinko
3,23%Tuotto/v
Tämän sivun uutiset ja/tai sijoitussuositukset tai otteet niistä sekä niihin liittyvät linkit ovat mainitun tahon tuottamia ja toimittamia. Nordnet ei ole osallistunut materiaalin laatimiseen, eikä ole tarkistanut sen sisältöä tai tehnyt sisältöön muutoksia. Lue lisää sijoitussuosituksista.
Foorumi
Liity keskusteluun Nordnet Socialissa
Kirjaudu
- ·1 päivä sittenVery interesting and informative article in FA/Kapital today: Hedge fund manager and shipping expert Tor A. Svelland predicts very good times for dry bulk shipping companies. The most important drivers are a deteriorating fleet and tremendous export growth from Guinea. SEES SEVERAL ADVANTAGES: By going to Guinea, the Chinese have made it much easier for themselves, for now they can "trade with themselves," says Svelland about China's focus on the West African country. A couple of years ago, we started to see the outlines of a very exciting dry bulk market with a great need for fleet renewal, says Svelland to Kapital. According to the manager, large quantities of dry bulk ships were ordered in Chinese shipyards between 2003 and 2008, especially in the Capesize segment. Today, many of the ships are in poor condition, and increasingly strict requirements are being imposed on the maximum age for ships, especially in Australia, the world's largest dry bulk exporter. And not least: The old ships are expensive to operate. If you are to take cargo from West Africa and Brazil to China, you need much better ships; otherwise, you won't be able to make this profitable. The ships were built in poor shipyards, where poor and too much steel was used, and the engines were too small. If you are to take cargo from West Africa and Brazil to China, you need much better ships; otherwise, you won't be able to make this profitable. At the start of a supercycle? Unlike many other shipping segments, the need for fleet renewal in the dry bulk segment does not appear to be met anytime soon. According to Oliver Dunvold at ABG, the order book only accounts for 14 percent of today's fleet. But it doesn't stop there. According to Svelland, Guinea is in the process of becoming the main supplier of dry bulk to China. It will create an extreme ton-mile effect, he says about the voyages that can take up to 100 days round trip. In other words, several very good years may be ahead for dry bulk shipping companies. It started with bauxite. You don't get a strong dry bulk market without a strong Brazil and a strong West Africa. If you only go up and down (Australia–China, editor's note), there will always be an available vessel, exclaims the manager. After the turn of the millennium, Brazil began to produce large quantities of high-quality iron ore, and interest from steel producers continues to increase. For while in the period 2005–2007, according to Svelland, it was the tremendous export growth from Vale in Brazil that contributed to a tight dry bulk market, this time the driver is largely Guinea in West Africa. He points out, however, that today's boom did not start with iron ore, but bauxite. To put it bluntly, investors did not know the extent of the bauxite trade a few years ago. China bought a lot of bauxite in Indonesia, which they transported home with smaller ships. But then China began to consider Indonesia a less reliable supplier, and they turned to Guinea, which is much further away. This is a trade that has exploded, and the transport is done with Capesize ships. Turns its back on Australia By using high-quality iron ore with a high iron content, steel producers can cut both emissions and energy costs. Svelland says that the focus on quality began several years ago. After the turn of the millennium, Brazil began to produce large quantities of high-quality iron ore, and interest from steel producers continues to increase. Now Simandou in Guinea is also being ramped up, a megaproject with high-quality iron ore. This also comes at the expense of Australian projects, which typically have ore of somewhat lower qualities. FEW WEAKNESSES: "Most of the infrastructure has been built and costs are low, so the weak link is probably that the country has few export ports," says Svelland about the Simandou iron ore project. According to Svelland, the Chinese's increased interest in Guinea must also be seen in connection with China's rather lukewarm relationship with Australia. The relationship between BHP in Australia and China has been strained for many years. Every year there have been demanding negotiations, also at a quite high political level. And then a new situation arose a few years ago when China wanted to pay in yuan and not in dollars. Expected to require 170 Capesize ships Simandou has long been considered a game changer in the dry bulk market. Production began just under a year ago, and the project is planned to reach a plateau production of 120 million tons per year in 2030. This corresponds, according to S&P Global, to 4.8 percent of global iron ore production in 2024, and 9.7 percent of China's imports the same year. S&P Global estimates that a total of 170 Capesize ships will be required to bring the iron ore to international buyers, and with that, the project can absorb large parts of the global order book. Svelland believes much of the production will end up in China. In addition to Rio Tinto, there are several Chinese partners in the project. By going to Guinea, the Chinese have made it much easier for themselves, for now they can "trade with themselves." At the same time, we should not forget that China is already completely dependent onCan add what Alexander Saverys pointed out in an interview with Vonheim yesterday, namely that SS (special survey) is relatively expensive for dry bulk (as opposed to tanker). It's not a given that we'll see much scrapping for that, but it is an element (preferably combined with EEXI/CII so maybe it can manage to squeeze out some old ladies despite a good market?)
- ·1 päivä sittenThe question is how high the oil price goes and about how global GDP growth will be affected going forward, is China starting to cut raw material imports?It's worse than just the oil price; the crack spread is historically high so the price of diesel etc. is close to 200$/barrel :o For iron ore, it's a bit more complicated than just GDP, I think; China has some domestic production, but it's both expensive and poor (low iron content) so I speculate that a price collapse in iron ore could increase imports to China - all else being equal, mind you (one would think a fall in GDP leads to less need for iron ore). In the long term, India will likely pick up speed. As of today, they import very little (some export and some import), but they are expected to have a deficit of 100M tonnes/year (read: almost all of Simandou) by 2030 https://www.reuters.com/markets/commodities/indias-iron-ore-imports-trend-higher-its-no-china-russell-2025-06-03/ Until then, we also have tankers to rely on. If I remember correctly offhand, ship values are (were) approx 1/3 tanker and 2/3 bulk, while earnings were approx 50/50 between tanker and bulk (disregarding the minor assets they have otherwise). However, if we get a recession, tanker rates will probably also go down.
- ·3 päivää sittenWill there be a dividend here?
- ·3 päivää sittenIt will be a while until Simandou produces 120 million tonnes per year, but good to start checking infrastructure early :) https://x.com/DryBulkETF/status/2097361779722424621 Just for fun; Indian Steel Association expects that India (which today produces a lot itself and imports quite little) will be short of over 100 million tonnes of iron ore in a few years. https://www.reuters.com/markets/commodities/indias-iron-ore-imports-trend-higher-its-no-china-russell-2025-06-03/ Well, I have good news for you India; I know of a mine complex that will produce 120 million tonnes per year in 2029 :) (unless China wants the ore then)The downside risk, if a potential China crash or global recession occurs, applies to absolutely all stocks, of course..
Yllä olevat kommentit ovat peräisin Nordnetin sosiaalisen verkoston Nordnet Socialin käyttäjiltä, eikä niitä ole muokattu eikä Nordnet ole tarkastanut niitä etukäteen. Ne eivät tarkoita, että Nordnet tarjoaisi sijoitusneuvoja tai sijoitussuosituksia. Nordnet ei ota vastuuta kommenteista.
Tarjoustasot
Määrä
Osto
-
Myynti
Määrä
-
Viimeisimmät kaupat
| Aika | Hinta | Määrä | Ostaja | Myyjä |
|---|---|---|---|---|
| 650 | - | - | ||
| 107 | - | - | ||
| 664 | - | - | ||
| 229 | - | - | ||
| 80 | - | - |
Huomioi, että vaikka osakkeisiin säästäminen on pitkällä aikavälillä tuottanut hyvin, tulevasta tuotosta ei ole takeita. On olemassa riski, että et saa sijoittamiasi varoja takaisin.
Rahastot ja ETF:t, joilla on osaketta
Mikään rahasto ei ilmoita osaketta kymmenen suurimman omistuksensa joukossa.
Asiakkaat katsoivat myös
Yhtiötapahtumat
Datan lähde: Quartr| Seuraava tapahtuma | |
|---|---|
2026 Q3 -tulosraportti 26.11. |
| Menneet tapahtumat | ||
|---|---|---|
2026 Q2 -tulosraportti 27.8. | ||
2026 Q1 -tulosraportti 19.5. | ||
2025 Q4 -tulosraportti 26.2. | ||
2025 Q3 -tulosraportti 26.11.2025 | ||
2025 Q2 -tulosraportti 28.8.2025 |
Välittäjätilasto
Dataa ei löytynyt
2026 Q2 -tulosraportti
16 päivää sitten
‧45 min
Tämän sivun uutiset ja/tai sijoitussuositukset tai otteet niistä sekä niihin liittyvät linkit ovat mainitun tahon tuottamia ja toimittamia. Nordnet ei ole osallistunut materiaalin laatimiseen, eikä ole tarkistanut sen sisältöä tai tehnyt sisältöön muutoksia. Lue lisää sijoitussuosituksista.
Yhtiötapahtumat
Datan lähde: Quartr| Seuraava tapahtuma | |
|---|---|
2026 Q3 -tulosraportti 26.11. |
| Menneet tapahtumat | ||
|---|---|---|
2026 Q2 -tulosraportti 27.8. | ||
2026 Q1 -tulosraportti 19.5. | ||
2025 Q4 -tulosraportti 26.2. | ||
2025 Q3 -tulosraportti 26.11.2025 | ||
2025 Q2 -tulosraportti 28.8.2025 |
4,0791 NOK/osake
Viimeisin osinko
3,23%Tuotto/v
Foorumi
Liity keskusteluun Nordnet Socialissa
Kirjaudu
- ·1 päivä sittenVery interesting and informative article in FA/Kapital today: Hedge fund manager and shipping expert Tor A. Svelland predicts very good times for dry bulk shipping companies. The most important drivers are a deteriorating fleet and tremendous export growth from Guinea. SEES SEVERAL ADVANTAGES: By going to Guinea, the Chinese have made it much easier for themselves, for now they can "trade with themselves," says Svelland about China's focus on the West African country. A couple of years ago, we started to see the outlines of a very exciting dry bulk market with a great need for fleet renewal, says Svelland to Kapital. According to the manager, large quantities of dry bulk ships were ordered in Chinese shipyards between 2003 and 2008, especially in the Capesize segment. Today, many of the ships are in poor condition, and increasingly strict requirements are being imposed on the maximum age for ships, especially in Australia, the world's largest dry bulk exporter. And not least: The old ships are expensive to operate. If you are to take cargo from West Africa and Brazil to China, you need much better ships; otherwise, you won't be able to make this profitable. The ships were built in poor shipyards, where poor and too much steel was used, and the engines were too small. If you are to take cargo from West Africa and Brazil to China, you need much better ships; otherwise, you won't be able to make this profitable. At the start of a supercycle? Unlike many other shipping segments, the need for fleet renewal in the dry bulk segment does not appear to be met anytime soon. According to Oliver Dunvold at ABG, the order book only accounts for 14 percent of today's fleet. But it doesn't stop there. According to Svelland, Guinea is in the process of becoming the main supplier of dry bulk to China. It will create an extreme ton-mile effect, he says about the voyages that can take up to 100 days round trip. In other words, several very good years may be ahead for dry bulk shipping companies. It started with bauxite. You don't get a strong dry bulk market without a strong Brazil and a strong West Africa. If you only go up and down (Australia–China, editor's note), there will always be an available vessel, exclaims the manager. After the turn of the millennium, Brazil began to produce large quantities of high-quality iron ore, and interest from steel producers continues to increase. For while in the period 2005–2007, according to Svelland, it was the tremendous export growth from Vale in Brazil that contributed to a tight dry bulk market, this time the driver is largely Guinea in West Africa. He points out, however, that today's boom did not start with iron ore, but bauxite. To put it bluntly, investors did not know the extent of the bauxite trade a few years ago. China bought a lot of bauxite in Indonesia, which they transported home with smaller ships. But then China began to consider Indonesia a less reliable supplier, and they turned to Guinea, which is much further away. This is a trade that has exploded, and the transport is done with Capesize ships. Turns its back on Australia By using high-quality iron ore with a high iron content, steel producers can cut both emissions and energy costs. Svelland says that the focus on quality began several years ago. After the turn of the millennium, Brazil began to produce large quantities of high-quality iron ore, and interest from steel producers continues to increase. Now Simandou in Guinea is also being ramped up, a megaproject with high-quality iron ore. This also comes at the expense of Australian projects, which typically have ore of somewhat lower qualities. FEW WEAKNESSES: "Most of the infrastructure has been built and costs are low, so the weak link is probably that the country has few export ports," says Svelland about the Simandou iron ore project. According to Svelland, the Chinese's increased interest in Guinea must also be seen in connection with China's rather lukewarm relationship with Australia. The relationship between BHP in Australia and China has been strained for many years. Every year there have been demanding negotiations, also at a quite high political level. And then a new situation arose a few years ago when China wanted to pay in yuan and not in dollars. Expected to require 170 Capesize ships Simandou has long been considered a game changer in the dry bulk market. Production began just under a year ago, and the project is planned to reach a plateau production of 120 million tons per year in 2030. This corresponds, according to S&P Global, to 4.8 percent of global iron ore production in 2024, and 9.7 percent of China's imports the same year. S&P Global estimates that a total of 170 Capesize ships will be required to bring the iron ore to international buyers, and with that, the project can absorb large parts of the global order book. Svelland believes much of the production will end up in China. In addition to Rio Tinto, there are several Chinese partners in the project. By going to Guinea, the Chinese have made it much easier for themselves, for now they can "trade with themselves." At the same time, we should not forget that China is already completely dependent onCan add what Alexander Saverys pointed out in an interview with Vonheim yesterday, namely that SS (special survey) is relatively expensive for dry bulk (as opposed to tanker). It's not a given that we'll see much scrapping for that, but it is an element (preferably combined with EEXI/CII so maybe it can manage to squeeze out some old ladies despite a good market?)
- ·1 päivä sittenThe question is how high the oil price goes and about how global GDP growth will be affected going forward, is China starting to cut raw material imports?It's worse than just the oil price; the crack spread is historically high so the price of diesel etc. is close to 200$/barrel :o For iron ore, it's a bit more complicated than just GDP, I think; China has some domestic production, but it's both expensive and poor (low iron content) so I speculate that a price collapse in iron ore could increase imports to China - all else being equal, mind you (one would think a fall in GDP leads to less need for iron ore). In the long term, India will likely pick up speed. As of today, they import very little (some export and some import), but they are expected to have a deficit of 100M tonnes/year (read: almost all of Simandou) by 2030 https://www.reuters.com/markets/commodities/indias-iron-ore-imports-trend-higher-its-no-china-russell-2025-06-03/ Until then, we also have tankers to rely on. If I remember correctly offhand, ship values are (were) approx 1/3 tanker and 2/3 bulk, while earnings were approx 50/50 between tanker and bulk (disregarding the minor assets they have otherwise). However, if we get a recession, tanker rates will probably also go down.
- ·3 päivää sittenWill there be a dividend here?
- ·3 päivää sittenIt will be a while until Simandou produces 120 million tonnes per year, but good to start checking infrastructure early :) https://x.com/DryBulkETF/status/2097361779722424621 Just for fun; Indian Steel Association expects that India (which today produces a lot itself and imports quite little) will be short of over 100 million tonnes of iron ore in a few years. https://www.reuters.com/markets/commodities/indias-iron-ore-imports-trend-higher-its-no-china-russell-2025-06-03/ Well, I have good news for you India; I know of a mine complex that will produce 120 million tonnes per year in 2029 :) (unless China wants the ore then)The downside risk, if a potential China crash or global recession occurs, applies to absolutely all stocks, of course..
Yllä olevat kommentit ovat peräisin Nordnetin sosiaalisen verkoston Nordnet Socialin käyttäjiltä, eikä niitä ole muokattu eikä Nordnet ole tarkastanut niitä etukäteen. Ne eivät tarkoita, että Nordnet tarjoaisi sijoitusneuvoja tai sijoitussuosituksia. Nordnet ei ota vastuuta kommenteista.
Tarjoustasot
Määrä
Osto
-
Myynti
Määrä
-
Viimeisimmät kaupat
| Aika | Hinta | Määrä | Ostaja | Myyjä |
|---|---|---|---|---|
| 650 | - | - | ||
| 107 | - | - | ||
| 664 | - | - | ||
| 229 | - | - | ||
| 80 | - | - |
Huomioi, että vaikka osakkeisiin säästäminen on pitkällä aikavälillä tuottanut hyvin, tulevasta tuotosta ei ole takeita. On olemassa riski, että et saa sijoittamiasi varoja takaisin.
Rahastot ja ETF:t, joilla on osaketta
Mikään rahasto ei ilmoita osaketta kymmenen suurimman omistuksensa joukossa.
Asiakkaat katsoivat myös
Välittäjätilasto
Dataa ei löytynyt