The good news is that the Baltic Dry Index (BDI), which tracks bulker charter rates, recently hit its highest point since late July 2018, and the stocks of several publicly listed bulker owners are up 30 to 50 percent since June 1.
The not-so-good news is that the July 2018 BDI level was well below the peaks seen in 2014 and 2011, and dry bulk stocks are up off an extremely low base and are still trading under the companies’ net asset value (market-adjusted assets minus liabilities).
Regardless of these caveats, there is no denying that rates in dry bulk have shown promising strength in recent days and weeks. Meanwhile, tanker rates are pulling back after recent surges, and container freight rates continue to inch up as the industry heads into the third-quarter peak season.
Bulkers continue to impress
According to Clarksons Platou Securities, rates for Capesize bulkers – vessels with capacity of 100,000 deadweight tons (DWT) or more – reached $26,400 per day on July 9, up 25 percent week-on-week and 76 percent month-on-month. Rates for Panamaxes (65,000-90,000 DWT) were $15,200 per day, up 22 percent week-on-week and 33 percent month-on-month.
The reasons behind the upturn were discussed in a Capital Link webinar on July 9 featured top executives from Safe Bulkers, Star Bulk and Scorpio Bulkers. Since June 1, the stock prices of these three companies have risen 47 percent, 41 percent and 36 percent respectively.
The first reason for rate strength is, as usual, China. “China may look weaker in some sectors but not in steel production, which is up 10 percent in the first half and that is what drives iron-ore imports,” said Hamish Norton, president of Star Bulk.
He believes the Chinese government will enact a stimulus program to counteract any negative impact of U.S. tariffs “and their fiscal stimulus has almost always involved subsidized steel production for infrastructure and real estate – so there should be no shortage of demand from China.” Scorpio Bulkers president Robert Bugbee added, “We are certainly not seeing China fall apart.”
The next reason for rate improvements involves the Brazil-to-China iron-ore trade. Because this route is three times as long as the voyage from Australia to China, it soaks up three times the ship capacity. Vessels carrying Brazilian ore are dominated by Capesize bulkers and larger ships known as Valemaxes or very large ore carriers (VLOCs), which have a capacity of up to 400,000 DWT. VLOCs are largely under the commercial control of Brazilian iron-ore producer Vale (NYSE: VALE) through multi-year contracts.
Vale’s Brucutu mine, which produces 30 million tons per year of iron ore, went offline in January after the deadly collapse of a tailings dam, and reopened in late June. While Brucutu was offline, China drew down its iron-ore stockpiles, which will now need replenishing.
According to Norton, Capesize operators were afraid to ballast (sail empty) toward Brazil because of the Brucutu mine closure, “so there is a significant shortage of Capes in the Atlantic Basin, and all of the VLOCs controlled by Vale have already been loaded up and are laden and heading east.”
This “almost guarantees high Capesize rates for the next 50 days,” he maintained. In other words, it will take 50 days’ sailing time for enough Capesizes to ballast their way to Brazil and bring down rates.
The next reason for dry bulk strength involves the consequence of the Capesize shortage in the Atlantic Basin for smaller vessel classes. When Capesizes are not available, shippers will split bulk cargo lots in half and employ two smaller ships instead, such as Panamaxes and post-Panamaxes (90,000-100,000 DWT).
According to Polys Hajioannou, chief executive officer of Safe Bulkers, “Smaller sizes are starting to benefit from the lack of Capesizes in the Atlantic. We are seeing post panamaxes in the Mediterranean achieving rates of USD$26,000 to USD$27,000 a day from the Black Sea to the Far East. Those would normally be Capesize cargoes but they are being split down the middle.”
Calvin comments:
From the above we can see that there are not enought Big Capesized Bulk Carriers
SO THERE IS DEMAND FOR 2 POST PANAMAX TO MAKE UP FOR ONE CAPESIZE BULK CARRIER
AND MAYBULK HAS 4 POST PANAMAX BULK CARRIERS (AT USD26K = RM106,600 PER DAY) 4 UNITS = RM426.4K
AND 90 DAYS PER VOYAGE = RM12,792,000 (A MIND BLOWING RM12.7 MILLIONS )
And there are still 13 SUPRAMAX & HANDMAX
See
| NO | VESSEL NAME |
YEAR BUILT |
DWT (MT) |
DRAFT (Meters) |
LOA (Meters) |
BEAM (Meters) |
HO / HA | GEARS | Link |
| Post-Panamax Bulk Carriers (Double Hull) | |||||||||
| 1 | Alam Padu | Apr-05 | 87,052 | 14.14 | 229.00 | 36.50 | 7/7 | Gearless |
 |
| 2 | Alam Permai | Jun-05 | 87,052 | 14.14 | 229.00 | 36.50 | 7/7 | Gearless |
|
| 3 | Alam Penting | Jul-05 | 87,052 | 14.14 | 229.00 | 36.50 | 7/7 | Gearless |
|
| 4 | Alam Pintar | Oct-05 | 87,052 | 14.14 | 229.00 | 36.50 | 7/7 | Gearless |
|
No right Nor wrong Only to Win
Salute Dato Calvin.
Your knowledge and energy always amazes me
I always wonder how come Dato Calvin can write an article speed like the bullets
Super fast amd informatic.
Are you a journalist ?
2019-09-11 19:19