Owners of Capesize tonnage continue to insist that enquiry is high and charterers are putting in new orders despite the fact that average rates continue to slide across the board. Whether the corrections will persist into the week ahead remains to be seen, but a stronger wave of demand would be needed to soak up the plentiful avails that are awash in both hemispheres, presenting challenges to owners who were hoping to lock in some last-minute business before the summer months start to bring a lull in earnest.
Lo and behold, it would appear that Panamax trends are starting to stabilize on the day-to-day spot market. Or at least the beginning of the week saw daily declines slow to a trickle in both hemispheres as TARVs steadied in the US$ 9,000s and front haul trips seemed to have lost the desire to drift below US$ 19,000 daily. There are even a few rumours of new demand in Southeast Asia, pushing rates into modest positivity based on early June positions. Indo rounds on Kamsarmaxes are in the US$ 8,000s.
Holidays here and holidays there (not to mention the odd historic coronation in between) are putting the brakes on business activity to a notable degree across the North Sea and, to a less extent, the Baltic market as well. Coaster trades are nonetheless more stable than one might expect them to be at this juncture with week-on-week losses looking rather minimal. On the other hand, compared to this time a year ago, rate levels have declined rather steadily and unrelentingly in the past 12 months with inter-Baltic westward freights now in the low EUR 20s/mt (basis general cargoes of 5,000mt) whereas the same business was fetching mid-high EUR 30s/mt in May of 2022. Admittedly, this was at extraordinarily high levels compared to the historical average, benefiting from the remainder of positive market vibes from the mighty upsurge of 2021. But this year’s nominal return to normality has not been as brutal as many predicted it might be. Baltic-based short sea owners are still making profits from their agreements even if earnings are nothing like they were 1-2 years ago. Northbound freights from the GNS are fetching mid-EUR 20s/mt of up to EUR 25/mt based on Irish Sea redelivery even as they began the year trading in the EUR 30s/mt. Southbound freights fixed from the UK North Sea to the Sea of Marmara are no longer fetching EUR 50s/mt as they did a month ago, but 3,000mt generals can still get high EUR 40s/mt.
The Pacific Supramax freights have remained largely buoyant over the past week with average rates for NoPac rounds gaining some US$ 750-1,000 week-on-week to settle at rates of around US$ 10,500 with reports of as much as US$ 11,000 in negotiations in tonnage of 58,000 dwt. Indeed, backhaul rates have already been reported at this level on Ultramaxes ex-ECI back to the Continent. Indonesia rounds are also climbing back quickly compared to weeks past with upwards of US$ 14,500 daily not available on tonnage of 58,000 dwt (ex-WCI) and as much as US$ 16,000 on tonnage of 62,000 dwt. Unlike the larger Supras and Ultras, eastern Handysize rates have not increased noticeably over the past week, although they have not decreased either. This stability is what owners have come to expect and last few days have born that out. N.China delivery of 38-42,000 dwt tonnage to CJK or S.Korea is about as likely to secure about US$ 10,250 daily as it was a week earlier. Steel cargoes are being shipped on tonnage of 42,000 dwt ex-S.China to the UKC-Med at up to US$ 13,000, brokers say. Trips from the Singapore-Japan area to Southeast Asia on standard Handy tonnage are fetching mid US$ 9,000s.
Off the Continent, an Ultramax was taken for a trip to the East at US$ 20,000 daily, and at US$ 15,500 daily for a trip tip to West Africa on Supra tonnage. Ultra scrap TC rates are hovering around US$ 13,500-14,000 daily. The Black Sea looks stable with 30,000mt booked from Romania to the East Med at TCE of US$ 13,500 daily. Rates are still sounding okay from the Med where clinker charterers took an Ultra at US$ 18,000 daily to West Africa. Grain charterers are linked with a 30,000mt cargo from Romania to the Adriatic at a TCE of 13,500 daily. A 36,000 dwt is rumoured as done at US$ 11,000 daily for 5-7 months of trading. 
The 
Expected yields for French soft wheat in the 2022/ 23 season have been lowered by French agency Agreste due to lower planting area. The agency lowered its forecast by 432,000mt this month to 33.69 Mt. High yields in the Hauts-de-France region have been offset by lower national crop area, down by 6% YoY.
Winning Shipping
World 
Off the Continent, the owners of a 38,000 dwt vessel have been testing charterers at a rate of US$ 29,000 daily for a trip via the Baltic Sea to the eastern Mediterranean, which ended up failing to attract charterers who were talking US$ 24,500. From the Black Sea area, loading in some Russian ports is now laden with an additional EWRI cost of around US$ 80,000 daily on top of the already much higher premium rates, owners are holding out for. Grain charterers continue quoting two cargoes from Romania to Tunisia, for which they aim at US$ 34-35/mt. A 30,000 dwt vessel is said to have been fixed at US$ 25,000 daily for a trip to the US Gulf.