Independent, competitive broking in dry cargo. We work the Mediterranean, Adriatic, Black Sea, Red Sea, Baltic and the Continent, and out across the Atlantic.
There is no minimum. A 1,500 tonne parcel gets the same attention as a full cargo, and at the other end we usually work up to around 50,000 dwt — a habit rather than a rule.
Short-sea parcels, river and tidal ports, berths closed to anything larger.
The core of our book. Steel, cement, clinker, grain and fertilizer around the Aegean, Adriatic and Black Sea.
Geared tonnage for ports without shore cranes, and the longer Atlantic runs.
Larger parcels where draft and berth still allow it.
These names are market convention, not our limit. Smaller and larger both come across the desk — the enquiry decides, not the band.
Voyage and time charter fixtures. From the opening enquiry through market search, freight or hire, laycan and main terms, to the recap and charter party.
Your cargo or position is not put out across the market. It is taken to the counterparties we know can perform it, one at a time, and you know who has been approached. Names are checked before they reach your desk, not after.
Laycan, loading, discharge, laytime and demurrage followed through to completion. The fixture is not finished when the recap is signed.
What is actually fixing in the trades we work — rates, open tonnage, and where the pressure is this week.
Examples, not a list. We have carried a good deal besides these over the years, and a commodity we have not handled before is not a problem.
Saros Shipping & Chartering Co. has been fixing dry cargo since 2016, from its office in İzmir. The business is independent: we own no tonnage and trade no cargo of our own, so the only interest we have in a fixture is that both sides can perform it.
Most of the book runs between Northern Europe and the Black Sea, through every basin of the Mediterranean and the Adriatic, and out past Gibraltar. Beyond that, regular business through the Red Sea and into the Arabian Gulf, down the West African range, and across the Atlantic.
Short-sea work is local knowledge — which berth takes what draft, which agent answers at midnight, which shipper actually loads on time. Deep-sea work is a different discipline, and it is followed differently. What decides a fixture is the enquiry, not the route.
Offers, counters, main terms and the recap are confirmed in writing at every stage, so both sides work from the same text and nothing rests on what someone remembers of a phone call.
We look at who is on the other side before a name reaches your desk — performance, payment record, and whether the vessel or the cargo is what it is said to be.
Laycan, loading, discharge, laytime and demurrage are followed through to completion. A recap is signed in minutes; a voyage takes weeks, and that is where problems appear.
Laycans do not respect office hours. Phone, e-mail and WhatsApp are answered outside them when a fixture needs it, and an enquiry gets an answer the same day even when the answer is no.
Your cargo or position is not opened to third parties without your say-so, and it is never put out across the market to see what comes back. You know who has been approached and why. Business that has been sprayed around loses its negotiating position before the first offer is made.
Connecting cargo and tonnage.
You deal with the broker handling your business. Enquiries are answered by the person who will negotiate them — there is no queue to be passed down, and no position of our own sitting behind the advice you receive.
Position lists and cargo circulars go to chart@sarosshipping.com. That address is the one watched for circular traffic — anything sent there is seen the same day. Use info@ for everything else.
The more detail you can give, the faster we come back with something workable. Anything you leave out we will simply ask for.
Quantity, load and discharge ports and laycan get you an answer fastest.
Prefer e-mail? info@sarosshipping.com