Thursday, 29 March 2012

Adani to add 17 more ships to its current fleet by 2020

PTI

NEW DELHI, MAR 29:
Conglomerate Adani Enterprises may spend close to Rs 3,400 crore for adding as many as 17 more ships to its current fleet by 2020.

The company which owns two vessels for ferrying fuel from its overseas coal mines, recently acquired one more ship for the purpose.

“The company aims to buy at least 2 ships every year for the next eight years,” sources said.

Approximately an investment of about Rs 200 crore or (nearly $ 40 million) is required to buy a capesize vessel, which is mainly used in the import and export of coal. Adani Enterprises declined comments.

Adani Group has carved out an ambitious plan for the next eight years.

It aims at mining as much as 200 million tonnes of coal, achieve a cargo handling capacity of 200 million tonnes, produce 20,000 MW electricity, besides buying 17 more ships by 2020.

The group operates ports at Mundra, Dahej, Hazira (Gujarat), coal berths in Goa and Visakhapatnam, and a coal terminal in Abbot Point in Australia.

Adani Ports and Special Economic Zone (APSEZ), the port operating arm of Adani Group recently signed a pact with US based Port of Baltimore for trade facilitation and technology upgradation or transfer.

Under the agreement, APSEZ would set up a dry bulk terminal having a capacity of 20 million tonnes on build, operate and transfer basis at an investment of Rs 1,200 crore.

The facility is expected to be commissioned by 2014.

Rupee falls most in a day in over 3 months

29 MAR, 2012, 06.23PM IST, PTI

MUMBAI: The rupee posted its biggest single session loss in more than 3 months on Thursday on the back of persistent dollar demand from oil importers, while negative local shares triggered foreign fund outflow worries.

The rupee ended at 51.39/40 to the dollar, 1.2 per cent weaker than Wednesday's close of 50.775/785, its sharpest drop in a single session since Dec 12.

"There is a lot of demand seen in the market, which will drag the rupee down further on Friday," a foreign exchange trader with a foreign bank said.

Oil importers have been buying aggressively in the market to meet month-end payment obligations. Oil is India's largest import item and refiners are the biggest buyers of dollars in the local market. Oil prices held near $124 a barrel on Thursday.

Traders said the Reserve Bank of India could intervene in the foreign exchange market if the rupee continued to fall sharply.

The RBI sold a net $7.3 billion in January in the spot market, after sales of $7.8 billion in December. However, it has maintained it does not target any particular exchange rate and intervenes only to smooth volatility.

India's main stock index fell 0.4 per cent, with technology stocks leading the losses.

Global stocks dipped after disappointing U.S. data continued to temper risk appetite.

The euro fell against the dollar and the yen as concerns about contagion from the euro zone debt crisis resurfaced, with investors wary on the common currency ahead of Spain's budget on Friday.

Traders watch the euro's movement against the dollar for direction for the rupee.

Worries over the fiscal situation in India have also been a persistent concern for the rupee's fortunes.

"The rupee has been under pressure from a disappointing budget plan for 2012/13, which assumes a large deficit, 5.1 per cent of GDP, after significantly lagging the 2011/12 target and recording a gap of almost 6 per cent of GDP," Credit Agricole CIB said in a note.

The one-month offshore non-deliverable forward contracts were at 51.85. In the currency futures market, the most-traded near-month dollar-rupee contracts on the National Stock Exchange, the MCX-SX and on the United Stock Exchange all ended around 51.7, on a combined volume of $4.2 billion.

Argentina sees solid China soy demand even as economy slows


Thu Mar 29, 2012
* Argentina world's No. 1 exporter of soy-based animal feed

* China's economy slowing, but demand for beef seen staying strong
By Hugh Bronstein
BUENOS AIRES, March 28 (Reuters) - China's economic slowdown will not choke demand for Argentine soy used to feed cattle, an official said on Wednesday, as the Asian country's emerging middle class clamors for beef.

China's strong buying of animal feed has defied forecasts that imports would slow along with the country's downshift in economic growth. Argentina is the world's No. 1 exporter of soymeal, used as animal feed, and its No. 3 soybean supplier.

The United Nations says demand for both products has grown faster than expected, as China's newfound love of steak appears stronger than the economy itself.

Argentine Agriculture Minister Norberto Yauhar on Wednesday opened a regional meeting of the U.N. Food and Agriculture Organization (FAO) by telling reporters that Chinese demand for Argentine grains is here to stay.

"Over the years ahead, the market will continue to be driven by China," he said.

"We have a very good trading system with China," Yauhar added. "They will keep importing Argentine soy and derivatives."

He said Argentina - with its vast Pampas farm belt, where growers have embraced genetically modified seed technology in a bid to improve yields - is "undoubtedly" looking to increase exports to other markets as well.

Argentina expects a 2011/12 soy crop of 44 million tonnes, after a December-January dry spell dashed original expectations of a 53 million tonne harvest.

Soybean futures on the Chicago Board of Trade explored six-month highs earlier this week as concern over drought-hit South American supplies combined with solid demand to push prices up.

The world is counting on Argentina to help meet global demand for food, which the United Nations expects to double as global population grows to an estimated 9 billion by 2050.

Grains exporters with operations in the country include Cargill, Bunge, Molinos Rio de la Plata , Noble and Louis Dreyfus.

Despite the recent strong demand, commodities traders will keep a close eye on the economy of key buyer China, whose slowdown is linked to the debt crisis in Europe, its single biggest export partner.

Iron Ore-Shanghai rebar down; ore rises on high steel output


Thu Mar 29, 2012
SHANGHAI, March 29 (Reuters) - Shanghai steel futures extended losses on Thursday, falling to a two-week low as investors saw little evidence demand would be boosted further amid a slow seasonal recovery.

The most-traded October rebar contract on the Shanghai Futures Exchange fell to a low of 4,313 yuan ($680) a tonne on Thursday, its lowest since Mar.15. It had lost 0.58 percent to 4,320 yuan a tonne by the close.

"Steel prices have risen by over 200 yuan a tonne after the new year holiday, which was a relatively big rise, while demand isn't strong enough to support any further big gains in the near term," a Shanghai-based steel trader said.

China's daily crude steel output rose 1.1 percent to 1.919 million tonnes between March 11 and 20 over the prior period, as mills ramped up production in
expectation of improving demand in the world's largest consumer, with warmer weather encouraging construction activity.

Analysts remain wary that rapidly growing production could cap gains in steel prices, however, due to slower demand growth.

"Steel supply is rising rapidly, but we don't see much strength for demand to rise significantly in the near term, which will be likely to limit steel
price gains," said Hu Zhengwu, an analyst with industry consultancy Custeel.com.

"Investors saw little evidence for government policies to drive demand, and steel prices will find it difficult to climb a lot in the short term."

Still, Hu expected China's daily crude steel output to reach 1.95 million tonnes in March, versus daily production of 1.917 million tonnes a year earlier.

Iron ore prices continued rising to their highest in more than five months, as miners bet on strong steel production in China, the world's top buyer.

Iron ore with 62 percent iron content .IO62-CNI=SI climbed for a sixth day in seven on Wednesday, gaining 0.4 percent to $147.7 a tonne, a level last seen
on Oct.19, according to the Steel Index.

Brazilian miner Vale sees iron ore prices remaining above $120 a tonne in the next few years as demand in China remains strong despite slower annual growth.

Shanghai rebar futures and iron ore indexes at 0720 GMT

  Contract                          Last    Change  Pct Change              
  SHANGHAI REBAR*                   4320    -25.00       -0.58
  PLATTS 62 PCT INDEX             149.75      1.75        1.18
  THE STEEL INDEX 62 PCT INDEX     147.7      0.60        0.41
  METAL BULLETIN INDEX            147.05      0.07        0.05

  *In yuan/tonne                                                            
  #Index in dollars/tonne, show close for the previous trading day

  ($1 = 6.3060 Chinese yuan)  
  ($1 = 6.3060 Chinese yuan)  

(Reporting by Ruby Lian)

Rising supply will slowly push iron ore prices down


Wed Mar 28, 2012
* Iron ore prices to fall to $140 in 2014

* China's steel sector is highly over supplied
By Silvia Antonioli
LONDON, March 28 (Reuters) - Iron ore prices will slowly decline in the next few years as steelmakers cut production to cope with overcapacity and more supply comes on stream, Wood Mackenzie iron and steel consultants said on Wednesday at Reuters Mining Summit.

Average annual prices for ore with 62 percent iron content will fall from about $159 a tonne cost-and-freight China in 2011 to $157 in 2012, $155 in 2013 and $140 in 2014, Wood Mackenzie forecast.

"We do see supply and demand becoming more closely aligned over the next 12 months and for a tendency for supply growth to exceed demand growth over the period of 2013-2014," Wood Mackenzie iron ore principal analyst Paul Gray said.

"Prices should fall in anticipation of that."

High prices for the key steelmaking ingredient in the past couple of years have stimulated investment in iron ore mining projects.

Most of the new supply will come from expansion which the big three miners Vale, BHP Billiton and Rio Tinto are undertaking. The new projects being developed in riskier and less developed geographical areas might however suffer heavy delays, the consultants said.

Gray said: "You have got this turning point on the horizon when this wall or wave of supply hits the market. Historically we tend to keep pushing that further and further out because we tend to underestimate how challenging it is to bring on this new supply.

"To some extent the story has changed a bit now because when you look at the new supply scheduled to come on stream a lot of it is in the hands of the major producers who are well financed and well positioned and committed to invest through the cycle almost regardless of prices."

DEMAND GROWTH TO SLOW

While iron ore supply is set to grow relatively quickly, the rate of demand growth from steel makers is expected to fall.

Steel production in top producer China will grow by about 5 percent in the next few years, down from double-digit growth in the last decade, Wood MacKenzie principal steel analyst Patrick Cleary said. This is due to overcapacity in the market which has squeezed the steelmakers' margins and is forcing them to reduce capacity or shut down some furnaces.

"Certainly we can anticipate that some of the plants and equipment that have been shut down, especially in Europe, Japan, Australia, Canada, in the last 12-18 months is not going to come back online," Cleary said.

"China has also been very badly hit by the margin squeeze in 2011 because there is very significant overcapacity in China. We saw that reflected in the rate of steel production and is one of the reasons why the iron ore price has fallen."

Downwards pressure on prices caused by lower consumption in China will be partially offset by its increasing dependency on imports.

Almost 70 percent of the iron ore consumed in China is currently imported, as seaborne iron ore is higher in quality than domestic material and it is often cheaper.

Imports will make up about 85-90 percent of the iron ore consumed in China by 2030, Gray said.

Prices for coking coal, another key steelmaking ingredient, are likely to remains in a $200-215 range in the next few years, according to Wood Mackenzie coking coal consultant Jim Truman.

"Pricing for met coal have been well above fundamentals last year due to the impact of the Australian floods and China's entry into the market as a net importer and the high margins were an incentive for companies to bring on more production," Truman said.

"Now prices have started to calm down gradually and the new projects will help to keep prices down over the next few years. We see a floor at around $200 free-on-board as at around this level imports look more attractive to China than domestic coal."

DAP imports down 7% during April-Feb: Govt


PTI
NEW DELHI, MARCH 29:
Import of key fertiliser di-ammonium phosphate (DAP) has declined by 7 per cent to 6.87 million tonnes in the April-February period of this fiscal, Parliament was informed today.

India had imported 7.41 million tonnes of the important crop nutrient in the year-ago period, data presented by Minister of State for Fertilisers and Chemicals, Mr Srikant Jena, in the Lok Sabha showed.

In a separate query, the Minister said that maximum retail price (MRP) of urea has not been increased by the Government.

However, Jena added that “MRP of phosphatic and potassic (P&K) fertilisers have gone up due to a rise in the prices of fertilisers/raw materials in the international market. Now, the downward trend has started.”

The Minister told the House that the requirement of DAP in the rabi 2011-12 season (October-February) stood at 5.16 million tonnes, while the availability of the soil nutrient was 5.62 million tonnes during the period.

On fertiliser requirements, Mr Jena said demand for DAP in the current fiscal is expected to rise by 4 per cent to 12.61 million tonnes from 12.09 million tonnes in the 2010-11 financial year.

In the April-October period of the current fiscal, the Government made subsidy payments of Rs 6,118.24 crore for DAP, while payments for the whole of 2010-11 fiscal stood at Rs 12,274.87 crore, he added.

Fitch:Ship industry downturn compounded by banks' financing challenges


Thu Mar 29, 2012
(The following statement was released by the rating agency)
March 29 - Fitch Ratings says banks have been pulling back from ship financing due to the downturn within the industry, exacerbated by the increased capital and funding pressures in the banking sector.

Opportunities for banks remain, particularly in stronger-performing shipping segments such as liquefied natural gas (LNG) transportation and offshore. Banks that can maintain market presence in the near term may also benefit from higher margins in the short-term and fewer competitors once the industry recovers.

Fitch expects impaired loans and impairment charges relating to ship finance to continue at heightened levels or increase somewhat in 2012 and 2013. However, bank ratings already factor in this risk, so any ratings impact is unlikely.

The pull-back of ship financing availability is driven partly by banks looking to boost capitalisation. Shipping is a highly cyclical industry meaning that credit ratings for shipping companies tend to be sub- or low-investment grade and so absorb higher amounts of risk-based capital. Further deterioration in the credit quality of shipping exposures would increase the risk weightings of ship finance in banks' balance sheets - and hence their capital charge.

In addition many euro-funded banks are finding US-dollar funding more costly and less accessible, making financing new business less attractive. Asian banks have increased their activity in ship financing in recent years but are mainly active in their home region, with a significant global expansion unlikely in the near term.

The low charter rates, driven by an oversupply of ships, has also caused a steep drop in the value of ship fleets, resulting in rising loan-to-value ratios. The difficulty in financing ships is exacerbated by the reduced availability of other lenders, which limits the scope for syndication and makes shipping loans more difficult to exit.

A particular focus of pull-back by the banks is pre-delivery financing, which carries a higher level of credit risk due to the potential effects of the borrower's customer defaulting or facing difficulties during the period when the ship is being built. However, demand for this kind of financing is currently limited by the reduced level of new-build projects, triggered by the current fleet oversupply in many segments.

Significant new ship orders in 2008 mean that a large amount of new ships are expected to enter world fleets in 2012-2013. Combined with subdued growth in global demand, there is now significant overcapacity in the industry. Fitch expects industry overcapacity to continue until 2014, when increased scrapping rates, reduced ship order books and an improvement in global demand should bring the market closer to equilibrium.

The overcapacity problem is specific to particular segments, including the dry bulk, container and crude tanker sectors, for which the 2008 order book was exceptionally large. The oversupply of ships, coupled with lacklustre growth in world trade, has caused a significant drop in shipping charter rates.

The recycling potential in dry bulk is limited


Thursday, 29 March 2012 |
Recycling of overage dry bulk tonnage is unlikely to make a huge impact on future fleet growth according to a new analysis from BIMCO. The total potential for the dry bulk fleet amounts to 5.0% when applying the observable average recycling age of the fleet since 2000 as benchmark (scenario B). But it could actually be even smaller, if you take into consideration that the recycling age is moving upwards and focus on the average age of the last three years only. By doing that, the "recycling potential" is reduced to just 3.0% of the dry bulk fleet.

Chief shipping analyst at BIMCO, Peter Sand, says: "the conclusion is straightforward and not very upbeat for those who thought that the poor markets would unleash a huge recycling potential that would offset the expected high fleet growth to a significant extent. The removal of 5.0% of current fleet is much welcomed but likely only to provide a temporary breather to the oversupplied dry bulk market".

Putting the recycling potential into the perspective of recent newbuilding delivery pace, the data tells us that 20 million DWT have been delivered during the first two months of 2012. If you measure up that the 2009-2011 average recycling ages provides the best indicator for the recycling potential, we can expect total recycling of 17.8 million DWT, which would provide a fleet-growth-standstill of less than two months at current pace (scenario A). By measuring that the 2000-2011 average scrapping ages provide the best indicator, you can only add another month of fleet-growth-standstill (scenario B).

Applied Scenarios

Recycling age averages have been divided into four scenarios (A-D):
A. Average 2009-2011 per segment
B. Average 2000-2011 per segment (Benchmark)
C. Average 2000-2011 per segment + one year (stressed scenario I)
D. Average 2000-2011 per segment + three years (stressed scenario II)

More scenarios paint a more comprehensive picture

In order to further illustrate the recycling potential, BIMCO has added two more scenarios to measure the extent of the total recyclable fleet under even stricter criteria. Under scenario C, all vessels are recycled one year prior to the average ages of scenario B (average recycling age 2000-2011). In similar fashion, vessels in scenario D are recycled three years prior to those in scenario B.

Despite the shortfalls of using history as an indicator to the future and the fact that the recycling of a vessels is not solely based on the age of the vessels, this analysis provides an illustrative and tangible assessment of the recyclable fleet.

Looking closer at the individual segments

Handysize (25,000 - 40,000 DWT): holds the largest potential for limiting fleet growth by lowering the recycling age. An “aggressive” lowering of the recycling age by three years as compared to the scenario B could cut as much as 22.8% of the current Handysize fleet. As the orderbook to active fleet ratio is the lowest of all the dry bulk segments (close to 15%), Handysize fleet growth going forward will be significantly affected if recycled volumes should increase.

Handysize recycling has always been high as compared to larger vessel sizes within the dry bulk segment. During the past 10 years, the annual average recycling rate has been 2.7%.

Handymax/Supramax (40,000 - 60,000 DWT): only 4.3% of the current fleet holds the potential of being recycled when you count all vessels built in 1984 and earlier (scenario B). The Handymax/Supramax fleet age is 9.6 years on average, leaving little extra recycling potential in the stressed scenario II, where all vessels built in 1987 and earlier are accounted for.

Overall - scenario D only makes a real difference to the Handysize segment as it makes up for an extra +11.4 percentage points (PP) of the fleet as compared to the effect on the three larger segments, which will be between 1.8 PP and 2.2 PP extra.

Panamax (60,000 - 100,000 DWT): With an average fleet age of 10.8 years, this is the segment that holds the second largest recycling potential when you consider the potential as a percentage of the fleet (7.8%). Moreover, in absolute terms (DWT), the Panamax segment has the best case of all (12.2m DWT), in the benchmark scenario B, as most of the recycling potential can be realized early. Only a limited amount of tonnage will be added to the recycling potential if the recycling age is lowered by one or even three years in scenarios C and D.

Capesize (100,000 - 600,000 DWT): During 2011, as much as 4.4% of the Capesize fleet was recycled; this was equal to 11 million DWT. This was an exceptionally high number, when looking at recent history. The average of the previous ten years is calculated to be as low as 0.9% (1.27 million DWT).

While reflecting on the counterbalancing effect on higher recycling volumes, it may be relevant to note that the recycling potential consisting of all Capesize vessels at the age of 26 years or older only includes 37 Capesize vessels (scenario B). This slice is cut out of a total fleet of 1,430 by the end of 2011 – out of which one-third (468) are built within the past two years. Not even in scenario D, where ships are recycled at the age of 23 or older, is the potential sizeable – just 69 vessels come into play here. The very young age of the Capesize fleet (8.5 years) signals a large Capesize fleet for many years to come.

Other relevant factors to consider

By looking at one side of the equation only - you have to duly note that other factors are relevant to the greater picture and thus the overall fleet growth. First and foremost, the actual order book and future deliveries. Another potent factor could be any regulatory initiatives that may affect the decision of when to recycle your vessel. There could be issues surrounding the Ballast Water Treatment regulation, the straighter limits for sulphur emission in ECA’s or any measure intended to regulate carbon emissions, or simply very high fuel prices. Thirdly, and perhaps most important is the future demand. Will China keep up the huge inflow of commodities such as iron ore and will the expected growth in India’s import of bulk commodities be as large as expected, or perhaps better? A slowdown in the growth of demand would have a massive impact on future development.

Outlook

This year may have started off with large amounts of tonnage being sold for recycling already – but if you look at the naked fleet statistics, the overall recycling potential is disturbingly low. Moreover, the dry bulk fleet has grown by 50% in little more than three years, creating a significant oversupply situation that now has to be handled by e.g. increased recycling or massive lay-up.

“Increasing recycling of overage vessels is an important tool to apply in order to achieve a faster return to a better balance between supply and demand. But if you believe history is a decent indicator for the future to estimate the recycling potential by, you have to admit the effect is not massively significant – even in the 'distressed' scenarios. But if you apply additional tools to handle the overcapacity situation, the markets are likely to respond positively to that and provide an improved balance sooner rather than later,” adds Peter Sand.

Source: BIMCO

Dry bulk edged furher up, on healthy demand for most ship types


Thursday, 29 March 2012 |
With capesize vessels finally reappearing in demand, the dry bulk market had an easier task of rising yesterday, as the BDI (Baltic Dry Index) reached 922 points, up by 0.55% on the day. The Capesize market gained 0.52% to reach 1,361 points, while small gains were also evident in the Panamax segment (0.48%) and the Handysize one (0.35%). By contrast, the Supramax market, which had been leading the gains so far and is now at levels higher than the Panamax one (which is another abnormality of the market), retreated marginally yesterday to reach 1.054 points.

Commenting on the Capesize market, shipbroker Fearnleys said in its latest weekly report, issued yesterday, that “although spot fixing has increased significantly over the last week, it is worthy of notion that same has had little or no effect on levels paid. Major miners have booked numerous prompt units for both WAust and Brazil, but with an extremely overtonnaged market there is always another unit ready and keen to accept last done. The overall trend is drifting ever closer to zero for operators - and already negative value for head owners. With expensive bunkers combined with no short-term hope of improvement, an overwhelming number of ships now pile up around Singapore instead of ballasting towards the west. Softening paper levels are hurting period activity/rates - recent fixtures including 173kdwt/blt 2007 China mid April done for 11-13 months at USD 11k” said Fearnleys.

Similarly, it went on to state that the “Panamax market had a slow week with owners struggling to find employment for their vessels. With a scarce amount of requirements in the market, and the ECSA cargoes still being the main driver. Decent rates can still be achieved, and we´ve seen vessels fixing 17k+ 685k for trip to the F.East on an APS ECSA basis. Limited activity in the east with few fixtures reported. The amount of open tonnage is increasing, however rates are still stable and north Pacific RV´s are paying around USD 8k daily for vessels delivering in North China. Aussie/China is fixing around USD 7k, and Indo rounds around USD 8-8.5k.

India/China is fixing around USD 13K. In the Atlantic, Baltic rounds were reportedly fixing at USD 8k. A few TA fixtures were reported, but little emerged regarding the rates achieved by owners. Seems USEC and USG requirements are covered on an aps basis and USD 10k + USD 325k was reported for a vessel performing a trip from USG with redelivery in the Mediterranean” said Fearnleys.

Regarding the Supramax market, shipbroker Shiptrade Services stated that “in the Atlantic Basin this week started with good omens as many fresh requirements came into the market especially from USG and ECSA. The petcoke charterers are still there as well as the coal players. What changed the market dramatically during this week is the fact that some iron ore cargoes from West Africa offered employment to vessels who opened there after discharging steels and bagged commodities. This sent ballasters from West Med to ECSA and consequently rates were dramatically improved from USG and ECSA respectively. We learnt that 57,ooo dwt vessel got 17,000 dop Turkey for trip to East. In the Pacific basin the market remains firm and the rates from Indonesia to India closed at USD low-mid teens region basis delivery South China. Nickel ore charterers , had to to pay a premium so supramax vessels able to carry Nickel ore could definitely get mid teens bss delivery South China for trips back to the North of China” it said in its report.

On the Handy front according to Fearnleys, “Atlantic market kept more or less stable throughout last week, with fresh cargoes able to short the list of idle ships. Cont/US Gulf fixed tick above USD 4k, while US Gulf/Cont paid close to USD 17,500. Fronthauls hovering around USD 14,400 per day. Pacific market has remained quiet but steady. For Indo-India, large eco Supra can fetch close to USD 22k basis APS Indonesia. Premium cargoes like nickel ore are also seen fixed at USD 13k dely North China. Nopac fixed around USD 11k dop Japan. Indian iron ore market remains quiet with less activity on WCI & ECI. WCI-China rates around USD 11k and ECI-China around USD 8k. Some ECI Supras have been ballasting to pick up indo cargoes as well. RBCT rv fixed at APS USD 13k + BB USD 400k. Red Sea fertilisers to India are fixed high teens. Not much activity seen on short period and rates are around USD 12k for large Supra” concluded Fearnleys.

Source : Nikos Roussanoglou, Hellenic Shipping News Worldwide

Baltic sea index rises, capesize turns positive


Wed Mar 28, 2012
By Soma Das
March 28 (Reuters) - The Baltic Exchange's main sea freight index, which tracks rates for ships carrying dry commodities, rose on Wednesday as the capesize index turned positive after 20 straight sessions.

The main index, which gauges the cost of shipping commodities such as iron ore, cement, grain, coal and fertiliser, rose 5 points or 0.55 percent to 922 points.

The Baltic's capesize index rose 0.52 percent to 1,361 points, as expectations of demand recovery in top consumer China aided sentiment.

Steel demand in China is facing a seasonal recovery as construction activities resume with the warmer weather.

Shipments of iron ore, a raw material for steel, account for around a third of seaborne volumes on the larger capesizes.

Earnings for capesizes, which typically transport 150,000 tonne cargoes such as iron ore and coal, have fallen more than 83 percent this year.

"Capesize average rates ended their losing streak midweek on ebbing pressure in the Atlantic coupled with marginal rate increase on the Fronthaul trade," RS Platou Markets analyst Rahul Kapoor said.

George Lazaridis of Intermodal Shipbrokers Co expects the recovery in capesize rates to be slow in the near term due to plenty of available tonnage and muted demand from Australia, a major iron ore exporter.

"The Pacific has been taking the hardest hits this week with limited fresh inquiries coming out of Australia," Lazaridis said.

"With the so many vessels now open in the market it will be hard for a reversal of these poor conditions to emerge quickly."

The Baltic's panamax index gained 0.48 percent to 1,040 points, with average daily earnings rising to $8,317, gaining support from fresh demand in the Atlantic basin, despite a piling tonnage list.

"Panamaxes are still able to mark further gains as tonnage lists are still holding tight while there is a steady inflow of fresh inquiries," Lazaridis said.

"The rejuvenated Atlantic basin has been the main cause for this market revival these past weeks and it looks as though it could hold for a while longer," Lazaridis added.

Panamaxes usually transport 60,000 to 70,000 tonne cargoes of coal or grains.

Average daily earnings for handysize vessels was up at $8,570, while that of supramax ships slipped $9 to $11,026.

The overall index, which factors in the average daily earnings of capesize, panamax, supramax and handysize dry bulk transport vessels, is down about 47 percent this year.

(Editing by Anthony Barker)

BUNKER PRICES 29.03.2012

Daily Summary of Baltic Exchange Dry Indices 28-03-2012


=======================================

Dry BDI 922   ( UP          5)
Capesize BCI 1361 ( UP          7)
Panamax BPI 1740 ( UP          5)
Supramax BSI 1054 ( DOWN    1)
Handysize BHSI 566   ( UP          2)