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The dry bulk cargo market progressed with a marginal increase thanks to the upward trend shown by the largest sizes compared to the previous week. Capes, Panamaxes and Supramaxes showed slight improvements, while Handies posted losses. More specifically, Capes increased by 0.92%, Kamsarmaxes +4.1%, Supramaxes +1.7% and Handies -7.4%, compared to the previous week. Thus, the BDI increased by 21 credits (compared to the previous week) and closed at 1076 points on Friday, June 16.
Let's see, in more detail, how the dry bulk cargo market by vessels size moved last week, starting with CAPEs. In Asia the market started the week more calmly, despite the fact that the main charterers were active. It moved at the same pace for the rest of the week with reduced activity and few new bookings. Index levels on the Australia- China route (C5) closed Friday at $8.125/tn.
In the Atlantic Basin during the first days of the week the activity was sluggish and demand was reduced. However, after the week we saw several improvements and closures at higher levels, mainly from the northern at Asia. Indicators on Friday arrived for trips from Brazil to China at $ 20,389/TN (for the C3 route), while rates from Continent to Asia closed at $ 29.05 k/day (for the C9 route) and The transatlantic round trips to $ 9.23k/day (for the C8 route).
Regarding Kamsarmaxes, in the Atlantic Basin we saw improvements thanks to cereal loads and increased activity for transatlantic trips. In the same pattern, the South moved with the charterers looking for vessels from Southeast Asia to be covered. Indicatively, the rates for trips from the East coast of South America (ECSA) to the Far East have reached $ 24.5-26.5k/day (N. America Delivery), from Continent to Asia to $ 18-20 k/day (delivery to Continent) and round transatlantic trips to $ 8-10 k/day (Delivery to Gibraltar).
On the other hand, in Asia the market was reinforced with more loads of cereals and minerals both from Australia and Indonesia. At the same time, the improved image of the Eastern coast of South America was an alternative to several shipowners. Rates for round trips to Indonesia-Far East moved to $ 8-10k /day (Delivery Far East).
For Supramaxes-Ultramaxes southeast Asia got off to a good start with some coal cargoes boosting the numbers. SMXs rates for trips between S.E. Asia and the Far East rose to 8.5-10K/day. Further north, in the Far East China's steel exports may have run low, but several vessels found employment in the South. SMXs round trip to NOPAC rates ranged $6.5-8K/day, W. C. India round trips $6.5-8K/day and Atlantic (BH) round trips $5.5- 7K/day.
Further, in the Far East, steel exports from China may have moved to low levels, but several vessels have found employment in the south. SMXS rates for round trips to NOPAC were moved to $ 6.5-8k/day, for travel to India at $ 6.5-8k/day and its travels.

In the Middle East Gulf and West C. India, the market has declined as the capacity concentration was high while bad weather has created long delays in the ports. SMXs rates regarding trips to the Far East ranged between $ 10- 11.5k/day (from Middle Wast Gulf (MEG)-West C. India (WCI)), for short trips between Middle East Gulf-W C India at $ 8-9.5k /day and trips to the Atlantic at $ 4.5-6K/day.
In Continent , the market has been pressured due to the high offering of vessels for another week. So the charterers imposed their ideas. SMXs rates for round-local trips were moved to $ 8.5-10k /day, for travel with scrap cargo to the Mediterranean at $ 8-9.5k /day and to Asia at $ 13.5-15k / day. The Mediterranean continued to retreat due to lack of cargo, especially in the Eastern Mediterranean. On the contrary, the western Mediterranean showed more stability. Indicatively, it is reported that a SMX for a trip from the Mediterranean to Asia closed at $ 13-14.5k/day (Canakkale delivery), to the other side of the Atlantic at $ 7-8.5k/day and in the Mediterranean to $ 7-8.5 k/day (except for war zones).
Regarding handies market, in Continent, downward trends continued, as employment opportunities for shipowners were scarce, causing them to reduce their ideas to close enough to close. Rates for the largest vessels in the class, for round trips fell to $ 6.5-8k/day, to the Mediterranean with scrap cargo at $ 6-7.5k/day and for transatlantic trips to $ 6-7.5k /day.
The Mediterranean showed an increase in demand in the middle of the week, but it was not enough to absorb all this accumulated capacity. The rates of the larger vessels (over 36k dwt) for travel in the Mediterranean moved to $ 5.5-7k/day (Delivery to Canakkale), to Continent at $ 6-7.5k/day (Delivery to Canakkale) , to the other side of the Atlantic at $ 6-7.5k/day (Delivery to Canakkale) and to Asia at $ 9-10.5 k/day.
On the other side of the Atlantic, in the US Gulf the market started the week strongly, with some new loads. However these were quickly covered and the number of vessels available continued to put pressure on rates. Indicatively, the rates of the largest vessels in the class for trips to the other side of the Atlantic ranged between $6.5- 8K/day and to Asia at $10.5-12K/day.
In the East Coast of South America (ECSA) the market continued to decline but not at the same pace. The majority of shipments are from southern Brazil and Argentina while the north has been poorer. Thus, the charterers of larger vessels from the ECSA area for Transatlantic trips (Continent– Mediterranean) moved to $10.5-12K/day and to Asia at $12.5-14K/day.
In Asia the market managed to maintain the same levels, mainly due to the balance between demand and supply that existed at the beginning of the week. Also, the south presented a better picture of the north. In the Gulf of the Middle East and W. C. India the market lost ground, dragged down by the cyclone Biparjoy which hit Western C. India and caused significant problems in the operation of the ports. Far East and NOPAC round trip charterers on larger vessels closed at $7-8.5K/day, from S.E. Asia to China at $9-10.5K/day and from the West C. India to China at $7.5-9K/day.