The 1^st subject: “What is the relationship between a structural damage & ship’s steel?”	Remarks: Did the tankers’ lightweight fall in 1970-2008 (as argued by Chen et al. 2010 , for bulk carriers of 20%), due to high “tensile steel” used in Japan?	Do the weather conditions matter in such accidents?	Does it matter if the ship was in ballast or not, in such accidents?	Have all ships built used tensile steel? Can we distinguish them?	Can we write down the structural damages occurred per shipyard per year?	Has any meaning to calculate the cost-benefit $ results from the ships, which had less steel?
The 2^nd subject: “The relationship between “time charters’’ & ‘‘shipbuilding prices’’	Remarks: Assume zero subsidies; Do the contracting prices matter (Figure 7, Table 7)? What is the impact of a long delivery?	Can the new building prices of tankers & bulk carriers have the same trends (Figure 7)?	Do the time charter rates matter (Figure 8)? Can the time of placing an order be long? What is its impact?	Can the time charter index fall, while the contracting prices increase (Figure 7)? What is the role of the cancelled orders?	Can the stabilization of supply & demand of tonnage obtained by delaying ships’ delivery?	How do you rate the on purpose delay of delivery by the Japanese yards? What is the time between a rise in time charter rates & placing an order?
The 3^rd subject: “What is the role of the 2^nd hand market in the stability of the shipbuilding prices?”	Remarks: Can a number of orders not be placed, but seek satisfaction in the 2^nd hand market?	Is the 2^nd hand market going to absorb much of the pressure for new ships, given that shipbuilding needs a long time to deliver ships & ship-owners, unable to forecast, want to participate immediately in the profits created by the very high freight rates?	Does the 2^nd hand market affect the total tonnage supply?	Do the yards, when they see that the freight rates are rising & the orders increasing, increase their prices? How is done a price war in shipbuilding?	Is it possible the “delivery time” to be greater than the period of the expected high freight rates?” So what?	Does the 2^nd hand market re-distribute existing tonnage among ship-owners, leaving freight rates intact?
The subject: “When is to the interest of the yards to increase their building capacity?”	Remarks: Will the faster ship production increase supply & reduce time charter rates? Is the impact of the new tonnage on freight rates immediate? Is it true that if freight rates increase, for certain types and sizes of newly-built ships, so their demand must increase, & so their new building prices?	Does a 1 year time charter, respond to her new-building prices? Can the time charter rates increase, while shipbuilding prices fall? Can you attribute the above behavior to idle yards’ capacity?	Xu et al. (2011) , investigated the relationship between freight rates & shipbuilding prices, & found positive correlation (1998-2009)!	Kou et al. (2014) examined the relationship between the new-building prices & the 2^nd hand ship ones & found a directional lead-lag; Does the age of the ship affect the direction…?	Tsolakis et al. (2003) argued that the new-buildings prices & the time charter rates, affect the 2^nd hand ship prices, in the long & in the short run... Is it necessary a depression to be taken into account in all the above?	Tvedt (2003) argued that the increasing freight rates are likely to lead to building new tonnage. When ship-owners ( Goulielmos, 2022 ) order ships by majority (Figure 9)? Pruyn et al., (2011) .