/ By COH Marketing / Market Update（EN） • 市场动向(中文)/ 0 条评论

Freight Market Update: March 7, 2023

Ocean Freight Market Update

Asia → North America (TPEB)

  • Transpacific Eastbound (TPEB) rates soften amid low demand.
    • U.S.: TPEB rates are back to seeing minor mitigations to most U.S. gateways and inland destinations this week. Overall, delays and congestion are down but the consistent weekly blank sailings can expect to remove 30% of capacity from the market. Current capacity remains above any projected container volumes, spurring recent rate reductions.
    • Canada: Market and rate conditions are similar to the U.S. Vancouver continues to see stable vessel dwell counts (3 vessels) and berthing delays (13 days, 9 days for rail dwell). The low TPEB demand is further playing a key role in keeping West Coast port and rail congestion low.
  • Rates: Soft on most origin-destination combinations.
  • Space: Open.
  • Capacity/Equipment: Open.
  • Recommendation: Book at least 2 weeks prior to cargo ready date (CRD), and keep upcoming blank sailings in mind.

Asia → Europe (FEWB)

  • Demand and Supply are a bit more balanced this week after the blank sailings seen immediately following Lunar New Year (LNY). Booking intake is gradually improving but still not as strong as pre-LNY. Rates are still under pressure.
  • Rates: Generally reduced or extended for the first half of March.
  • Capacity/Equipment: Still seeing around 10-20% blank sailing average in weeks 11/12/13 to adjust for the decrease in demand. Expect the carriers to continue the same trend into March.
  • Recommendation: Allow flexibility when planning your shipments due to anticipated congestion and delays (rolls).

Europe → North America (TAWB)

  • Demand remains low, space continues to be widely available. Inventories stock in the US are still very high so demand is not picking up as expected.
  • Rates: The drop continues as demand is not picking up at the same pace as last year and vessel utilization is in the 65-70% range, down from 90% a few months ago.
  • Space: Due to the easing of congestion, space in the U.S. East Coast (USEC) and U.S. West Coast (USWC) is coming online.
  • Capacity/Equipment: Equipment availability keeps getting better as congestion disappears. Low empty stacks at inland depots are also getting better in some areas, but prioritize pick-up from the Port of Loading if possible.
  • Recommendation: Book 2-3 or more weeks prior to CRD. Request premium service for higher reliability and no-roll.

Indian Subcontinent → North America

  • Continued rate reductions were seen in the 2nd half of February, but the expectation is that stabilization will occur as we head into March.
  • Rates: Decreased week-over-week.
  • Space: Open.
  • Capacity/Equipment: Capacity is open with few blank sailings and limited disruptions. Equipment will continue to be an issue based on carrier choice and empty pickup location.
  • Recommendation: Be open to procuring equipment from wet ports vs. inland container depots as equipment deficits are being felt in many areas.

North America → Asia

  • Capacity is available across all major services, and carriers are looking for volume opportunities. No major services to the Asia Pacific (APAC) region are seeing space constraints.
  • Congestion has been cleared out across most North American container yards with improved operations as a result of lowered demand.
  • Equipment is available and ample in most major markets.
  • The outlook at the end of Q1 and headed into Q2 is that most of the existing capacity will remain in place as carriers lightly reshuffle vessel capacity across trades.
  • Rates: Rate pressures continue the trend slightly downwards MoM on certain lanes from coastal ports to Asia base ports. All carriers are trying to push cargo onto these lanes/services. Deals below existing market levels are available for consistent volume opportunities.
  • Space: Very open, allocation requests can be made to carriers for high volume weeks or projects with a high probability of acceptance.
  • Capacity/Equipment: no major capacity changes in the market. No major equipment hurdles to highlight. The only pocket shippers should monitor are IPI’s where chassis availability may be low.
  • Recommendation: book 1-2 weeks prior to CRD on all coastal to Asia-based port lanes, and book 2-3 weeks prior to CRD on all inland to Asia and feeder port lanes.

North America → Europe

  • Capacity from the USEC is available, while certain services from the USWC and Gulf remain tight but stable.
  • Most USEC to N. Europe (NEU) and Mediterranean (MED) services have low capacity utilization levels with no space constraints.
  • Gulf Coast to NEU and MED services continue to have medium to high utilization levels as the market has seen a reintroduction of capacity. Still there are some inconsistencies in the schedules from the Gulf.
  • The USWC to NEU, MED services are still limited in options and therefore utilization levels are artificially high.
  • Rates: Rates trended slightly downward QoQ on USEC to NEU lanes. Carriers made adjustments early in Q1 and since then rates have remained flat. Gulf and USWC rates were not adjusted in Q1 given the utilization levels on those services. Carriers are willing to make deals for USEC opportunities.
  • Space: Space is open from USEC, manageable from Gulf, and limited from USWC.
  • Capacity/Equipment: no major capacity changes in the market. No major equipment hurdles to highlight in the US, save for pockets of potential chassis issues out of IPI’s.
  • Recommendation: book 2 weeks prior to CRD on all EC to NEU, MED lanes, book 3 weeks prior to CRD on all Gulf to NEU, MED lanes, book 4 weeks prior to CRD for all PSW to NEU lanes.

Air Freight Market Update

亚洲

  • N. China: TPEB demand continues to increase leading to tight capacity conditions. Space is already quite full through the end of the week. The main contributing factor is an increase in e-commerce demand. As a result, rates have increased this week. The FEWB market remains unchanged with rates remaining the same as the previous week.
  • S. China: Supply is tight with demand increasing in the market, resulting in rates increasing from the week prior.
  • Taiwan: The market is slack with some carriers canceling freighter flights on the TPEB tradelane.
  • Korea: Rates remain the same as the previous week with no large increases in market demand.
  • SE Asia: Markets are soft and demand remains unchanged with no signs of increases heading into March.

欧洲

  • Overall Demand has increased with more fluctuations in rates WoW across point pairs.
  • Currently direct routings have a longer lead time and higher rates.
  • More indirect options available with one or more connections at a cheaper rate but with a slightly longer TT.
  • No major disruptions or delays across major hubs.

美洲

  • Export demand remains steady from all markets.
  • US airports are running at a normal pace.
  • Capacity is opening up further, especially into Europe.
  • Rates remain stable week over week.

Trucking & Intermodal

欧洲

  • Inland waterway shipping, or in short barging, is becoming more and more the transport modality of choice for moving containers from the Rotterdam Ocean Port to the ‘Hinterland’, not only into the Netherlands but also cross border to Germany and Switzerland.
  • There is an expectation that container transport to and from the main port of Rotterdam will grow significantly over the next 20 years. If this growth is accommodated by road transport, our roads will become completely blocked. There is a lot of unused capacity in the system of inland waterways and inland shipping is capable of transporting large volumes. Compared to transport by lorry or plane, inland shipping produces far less CO2. Moreover, inland shipping accidents are rare.

美洲

Import/Export Market Trends

  • Congestion is improving at Canadian ports and rail ramps, there are no significant operational delays.
  • CP Vaughan Intermodal Terminal is an exception where truckers, at time, are still experiencing 4-6 hours of waiting time.
  • CN continues shuttling containers from Brampton terminal to the CN Misc terminal, charging $300 per container.
  • Memphis, Houston, Detroit, Savannah, and Oakland are seeing some delays and import dwells > 10 days.
  • The port of Houston will be discontinuing Saturday operations at Bayport + Barbours cut on April 29th.
  • Congestion fees will no longer be active, effective March 1.
  • Majority of US ports and rail ramps are fluid, and not experiencing any significant delays.
  • Highway Diesel have remained relatively stable YTD.

US Domestic Trucking Market Trends

  • The FreightWaves SONAR Outbound Tender Volume Index (OTVI), which measures contract tender volumes across all modes, was down 25% year-over-year (3.3% month-over-month), or 9.6% when measuring accepted volumes after the significant decline in tender rejection rates. ‘
  • In addition to this, the Cass report indicated year-over-year volumes were down 3.9% in December after falling 3.3% month-over-month from November. This trend illustrates shipment volumes are declining compared to last year, but much more gradually.
  • The Morgan Stanley Dry Van Freight Index is another measure of relative supply; the higher the index, the tighter the market conditions.
  • Throughout December, trends closely followed this curve, indicating that market pressures were consistent with average historical trends. Looking forward, we expect to see softening through at least February as seasonal demand eases in the first two months of the year.

Customs and Compliance News

USTR Releases 2023 Trade Policy Agenda

On March 1, the Office of the United States Trade Representative (USTR) released the Biden Administration’s 2023 Trade Policy Agenda and 2022 Annual Report. Trade priorities for 2023 include advancing a worker-centered trade policy, realigning the U.S.-China trade relationship, engaging with trading partners and multilateral institutions, promoting policy confidence through enforcement, and expanding stakeholder engagement.

Freight Market News

Walmart’s Store-Fulfilled Delivery Sales Nearly Triple in Two Years

Expanding into omnichannel shopping options has been a winning strategy for many retailers over the last few years. Walmart has proven to be no exception, with a 3x increase in store-fulfilled deliveries in just the last 2 years. They now have 3,900 of their 4,717 U.S. locations providing inventory to fill customer orders.

MSC, World’s Biggest Shipping Company and U.S.-China Trade Bellwether, Is Betting on a Rebound for Global Economy

The conversation with MSC CEO Soren Toft ranges pretty widely, but always comes back to one main point—he sees a positive turn for the shipping market coming in the second half of 2023. U.S. and European consumers remain active, and major retailers are selling down their overstocks from last year. Touching on the recent announcement of the end of the 2M alliance between MSC and Maersk, Toft says he remains optimistic and that the dissolution was the result of the two companies simply having different visions for their respective futures.

来源于 Flexport.com

/ By COH Marketing / 最新新闻（中文） - 最新新闻（中文）/ -/ 0 条评论

TPM23：海洋联盟可能成为 200 万之后倒下的下一块多米诺骨牌

分析师拉尔斯-詹森（Lars Jensen）告诉 TPM23 的与会者，随着费率急剧下降和成本的增加，承运商联盟正在发生重大转变。

行业分析师拉尔斯-詹森（Lars Jensen）周三表示，海洋联盟可能是下一个倒闭的主要船舶共享协议，可能在今年某个时候倒闭，因为其成员制定了不同的战略，并希望在当前海运公司之间的 "费率战 "中获得市场份额。

詹森在《商业杂志》于长滩举行的 TPM23 会议上表示，远洋承运商面临的市场类似于 2008-09 年金融危机期间的市场，当时船舶运力大量增加，而需求却不断减弱。

詹森说，如果春季出现库存去化，美国消费者继续消费，需求可能会恢复，但该行业还面临其他不利因素，如对联盟反垄断豁免的政治审查，以及严格的碳排放规定导致的成本上升。他补充说，结果是航空公司更多地考虑 "未来几年我想和谁在一起"，2M 联盟即将解散就是这种情况。

"Vespucci Maritime 公司首席执行官兼合伙人、《商业日报》分析师詹森说："这是我们正在经历的一个正常的下行周期，但有些因素略有不同。"利率下降的速度比上升的速度更快。这是一场费率战。

"他补充说："2M 只是倒下的第一块多米诺骨牌。"在成立之初，双方的战略利益是一致的。现在，双方的利益已不再一致"。

2022 年下半年中美即期汇率出现自由落体式下跌

上海至洛杉矶和纽约的集装箱即期运价

中远集团订单量位居第二

詹森是最早预测 2M 公司解体的人之一，他当时说，地中海航运公司的大量新船订单使其可以在许多贸易航线上独立运营，而不必与马士基公司的船只共用舱位。詹森说，海洋联盟成员中远航运也可能出现类似的动态，该公司拥有仅次于地中海航运的第二大新船订单量。

在过去两年里，由于中国 COVID-19 船封航以及由此造成的出境航运延迟，中远集团失去了市场份额，因此，填补这些新船的需求变得更加迫切。

"詹森说："我预计中远将非常积极地追求市场份额。"谁是最容易下手的猎物？那就是通过你的联盟伙伴已经在你的船上的客户。

"海洋联盟成员）达飞轮船公司和长荣海运公司对此并不满意，"詹森说，台湾的长荣海运公司还面临着与一家中国航运公司合作的额外压力。

事实上，中远最近扩大了其独立运营的亚洲至美湾航线的运力，但该航线也通过海洋联盟提供。目前，中远这条航线的新运力与达飞轮船公司独立提供的美湾航线运力相当。

同样，达飞轮船公司的战略与马士基并不相似，但 "方向是一致的"，詹森说。

与马士基一样，达飞轮船公司在美国东西海岸达成收购交易后，也希望拥有美国的码头资产。达飞海运北美总裁 Peter Levesque 在周二出席 TPM23 时表示，拥有码头可以让承运商 "决定自己的命运"。

Jensen 说，海洋联盟的协议将于 2027 年到期，但他指出，目前市场的不确定性和 2M 公司的解体可能会加速在 2023 年不续签海洋联盟的决定。

关于 THE 联盟，詹森说，由于运营策略相似，订船积极性不高，因此 "联盟略微稳定"。不过，他表示，承运商格局的变化可能会让 THE Alliance 的两大成员赫伯罗特和 Ocean Network Express (ONE) 重新考虑他们的合作关系。詹森甚至认为，这两家公司可能会决定合并，以应对规模越来越大的远洋承运商。

"他说："这并不是我们第一次看到联盟解体又重组的情况。"我们面临的挑战是，一旦每个人的舞牌都打开了，Hapag 和 ONE 就需要考虑一下，既然一切都在发生变化，我们到底想和谁在一起。

/ By COH Marketing / 市场动态（EN）/ 0 条评论

Freight Market Update: November 22, 2022

Ocean Freight Market Update

亚洲 → 北美洲 (TPEB)

  • Transpacific Eastbound (TPEB) demand continues on a declining trend:
    • U.S.: Rates continue to fall for all gateways, nearing rate levels seen pre-pandemic. Although carrier reliability is up YoY and overall TPEB capacity is continuing to grow, port and rail congestion is still seen at the major US gateways to some extent, most notably at Houston for vessel dwell (12 days) and Los Angeles/Long Beach as rail dwell (14 days).
    • Canada: Market and rate conditions are similar to the U.S. Vancouver saw an improvement in the vessel count but a deterioration in berthing delays (29 days).
  • Rates: Remain soft on most origin-destination combinations.
  • 空间。开放。
  • Capacity/Equipment: Open, except in a few pockets.
  • Recommendation: Book at least 2 weeks prior to cargo ready date (CRD) and keep in mind upcoming blank sailings.

亚洲 → 欧洲 (FEWB)

  • No change in the sluggish demand throughout November with a similar outlook going into early December. Rates are still following a downward trend. Space is readily available but schedule reliability is affected. Port congestion in Europe continues to cause delays and late return of vessels to Asia.
  • Rates: Ongoing pressure on spot rates due to low demand.
  • Capacity/Equipment: Space is generally open despite the impact of blank sailings and vessel delays.
  • Recommendation: Allow flexibility when planning your shipments due to anticipated congestion and delays.

Air Freight Market Update

亚洲

  • N. China: TPEB demand is picking up slightly due to an increase in month-end shipping orders and rates have increased compared to last week. Far East Westbound (FEWB) demand and rates remain stable.
  • S. China: Market rates remain at similar levels to last week. The Covid outbreak in the Guangzhou area continues to affect manufacturing operations, resulting in cargo output delays.
  • Taiwan: There is a slight peak before the Thanksgiving holiday, however, overall demand is low in the market.
  • Korea: The market remains soft for the Thanksgiving holiday. Additional freighter capacity to Los Angeles (LAX) has been added to the market.
  • SE Asia: The overall export markets in Southeast Asia continue to be soft.

欧洲

  • Overall demand levels out of Europe remain low for this time of the year.
  • Capacity available in the market is sufficient to meet demand levels, with slightly higher lead days into some main hubs in North America.
  • Terminal congestion in Amsterdam (AMS) and London Heathrow (LHR) might lead to delays.
  • Watch out for the upcoming holiday season, which might create bottlenecks both in the air and on the ground.

美洲

  • Export demand remains steady from all markets.
  • US airports are running at a normal pace.
  • Capacity is opening up further, especially into Europe.
  • Rates remain stable week over week.

文章来源：Flexport

/ By COH Marketing / 最新消息（EN）/ --/ 0 条评论

临近年底，2M 暂停 USEC 服务，原因是费率和运量下降

地中海航运公司（MSC）和马士基（Maersk）将停止一条横跨太平洋的美国东海岸航线，因为该航线的运费比夏季高峰期降低了一半以上。

地中海航运和马士基公司是 2M 联盟的合作伙伴，它们在本周分别发表声明说，它们将暂时中止联合经营的自由号/TP23 服务，直到另行通知为止，并补充说，暂停服务 "将有助于缓解港口拥挤状况"。最后一班船将于 11 月 23 日从印度尼西亚出发。自由/TP23于2021年3月推出，提供从印尼、越南和中国到美国查尔斯顿港、萨凡纳港和纽约-新泽西港的服务，船队规模在8000 TEU左右。

随着2022年年底的临近，美国东海岸的运费将进一步走低，因此服务暂停。据一位不愿透露姓名的跨太平洋货运代理称，美国东海岸的平均运价较10月份下降了约25%，目前为每FEU 4500美元，预订价低至3700美元。该货运代理补充说，这比 6 月份的水平下降了 55%。

"消息人士说："远洋承运商正在削减费率，左右和中间的航班都将作废。

随着费率恢复到大流行前的水平，美国东海岸的船舶供应量似乎过高，无法抵消费率的下降。Sea-Intelligence Maritime Analysis 在其最新一期的《周日聚焦》通讯中称，11 月份进入美国东海岸的船舶运力比 2019 年 11 月份的水平高出 19.5%，12 月份的运力甚至比 2019 年同期高出 37.7%。

与此同时，更多的服务变化可能会出现。据一位不愿透露姓名的海运消息人士称，地中海航运的独立桑塔纳航线去年从西海岸转到了东海岸，据说该航线将从每周一班改为每三周一班。该服务变化无法独立核实。

从纽约-新泽西最近的货运数据来看，集装箱活动有所放缓。尽管纽约-新泽西连续三个月成为美国最繁忙的港口，但 10 月份 792,548 标准箱的货运量与去年同期基本持平。纽约和新泽西港务局在给 JOC.com 的一份声明中表示，预计 2022 年全年的货运量约为 900 万标准箱，仅比 2021 年略有增长。

文章来源：JOC.COM

/ By COH Marketing / 最新消息（EN）/ 0 条评论

加拿大和美国航站楼更新 11/7（第 45 周）

鲁珀特             

  • 由于内陆码头面临拥堵挑战，运往多伦多的货物停留时间仍然较长；
  • 锦绣码头正在获得与当前运量相匹配的稳定铁路供应；

温哥华      

 

所有航站楼的停留时间仍然很高。Centerm 和 Delta 的表现最差，停留时间超过 7 天；

 

自动生成的包含图表描述的图片

 

哈利法克斯  

锦绣湾码头上周的平均停留时间为 3.1 天。 

大西洋枢纽客运站仍然拥挤不堪，停留时间为 5.9 天。

 

 

 

关键绩效指标

 

 

美国长滩

 

西雅图 + 塔科马（西北海港联盟）

 

亮点与更新

- PCT 将于 11/18 周五关闭部分登机口。
- 所有航站楼将于 11/24 周四因感恩节假期关闭。
- T5 航站楼将于 11/25 周五关闭。有关下周闸口时间表的完整列表，请访问我们的网站。
- 整个门户都有充足的仓库和转运能力。

- 使用 T46 和
West Hylebos 堆场装载出口货物的出口商仍可享受美国农业部的商品集装箱援助计划 (CCAP)page
- 在 PCT，Everport 现在要求所有卡车公司确保有效的清空预约。
- 赫斯基和 PCT 目前不接受 TRAC 或 DCLI 的裸底盘投放，直至另行通知。

 

 

 底盘状态

截至 3 月 31 日，西北太平洋市场联营已过渡到单一供应商中立联营，为该地区提供服务：
o TRAC Intermodal 运营 TRAC Pacific Northwest Pool (TPNP)
o DCLI 运营 Direct Chassis Link Pool (DCLP)
- 有关联营变化的更多详情，请访问我们的网站，查看太平洋西北联营运营更新
- 如有疑问或希望获得有关西北太平洋地区底盘的更多信息，请直接联系运营商：
§ TRAC Intermodal：西部地区总监 Cindy Daviescdavies@tracintermodal.com
§ DCLI：西部物流总经理 Amy Humeamy.hume@dcli.com
§ FlexiVan/AIM：西部地区总监 Susan Duransduran@flexivan.com
§ Milestone：西海岸客户经理 Sandra Magallanessandra.magallanes@milecorp.com
- 西北海港联盟的底盘始发站位置可在我们的网站上找到。

 

国际联运服务

/ By COH Marketing / 市场动向(中文) • 最新新闻(中文)/ 0 条评论

船公司减班救市！三大联盟持续消减运力！可能出现舱位紧张！尽早制定出货计划

随着全球贸易航线的需求水平急剧下降，运价暴跌，航运公司正准备实施自疫情爆发以来最严厉的班轮服务削减。

随着全球贸易航线的需求水平急剧下降，运价暴跌，航运公司正准备实施自疫情爆发以来最严厉的班轮服务削减。

为了稳住运价，船公司们停班停航，降低航速，集装箱航运市场一夜之间“风云变色”。继最近跨太平洋航线服务停航减班之后，三大联盟正在考虑暂停或合并一些亚洲-北欧环线服务，以减轻预订急剧下降的影响，并减缓运费大幅下滑的侵蚀。

10月11日，马士基发布公告表示，由于预测全球需求将减少，马士基正在寻求相应地平衡运输服务网络。在上月底暂停两条跨太平洋航线后，其将取消亚洲-北欧航线的运力。

马士基表示，第一艘受影响的船舶将是10月26日从宁波启航服务于2M“AE1/Shogun”环线运力为16652TEU的”MSC Hamburg”轮，该船途经宁波、厦门、盐田、马来西亚丹戎帕拉帕斯以及欧洲的鹿特丹、泽布吕赫和不莱梅港。

根据eeSea数据，该环线部署了11艘船舶，平均运力为15414标准箱，往返行程需77天。

马士基表示:“我们的总体目标是为客户提供可预测性，并通过为受影响的船舶提供替代路线和覆盖范围，将供应链中断降至最低。”与此同时，马士基的2M合作伙伴MSC昨天表示，“MSC Hamburg”的航行只是暂时取消，这表明服务将在一周内恢复。

但订舱量（尤其是来自中国的订舱量）的大幅下滑，意味着三大联盟别无选择，只能对其进行合理化调整以避免即期和短期合同运价进一步暴跌，对其维持利润的长期合同产生负面影响。

事实上，一位服务亚洲-北欧航线船公司的消息人士最近表示，该公司的订舱量“非常糟糕”。“这是疫情开始以来见到最糟糕的前景，舱位预订需求将下降了25%。”他补充说，未来几周到英国的订舱量“特别少”，但希望这“只是一个小插曲”。他表示：“黄金周假期过后市场需求疲软，今年可能是最糟糕的一年。”

随着进入需求持续疲软的时期，即期运价一直在下降，航运巨头们被迫采取积极措施来管理运力，通过取消更多的航行，在某些情况下，甚至终止航线。接下来，为了救市船公司们可能会取消更多欧洲线航行。甚至有可能出现舱位紧张状况。

在此提醒，近期要出货的货主货代朋友们，与船公司、客户等做好沟通，一定要尽早做好出货计划，以免影响出货！转发周知~

文章来源：综合外媒Theloadstar、马士基公告等，维运网

/ By COH Marketing / 市场动态（EN）/ / 0 条评论

White House Keeping Distance from Critical Rail and Dockworker Labor Talks For Now

The White House is monitoring labor talks in the logistics industry as unions representing 115,000 rail workers and 22,000 West Coast dockworkers negotiate fresh contracts, but won’t get directly involved in either bargaining process now, its supply-chain envoy said.

“The administration is watching as closely as it can be watched without being a point of interference, which would not be appropriate,” Stephen Lyons said in a virtual briefing Wednesday. “Negotiations are at a place where you’d think the negotiation should be at this particular point.”

Labor impasses are spreading across the US logistics network in the busiest months of the year for shipping, as retailers stock up on back-to-school and year-end holiday goods. Dock- and railroad-worker unions are currently negotiating contracts with employers, with the latter threatening to strike as soon as July 18.

Talks between the nation’s largest railroads and workers — which started in January 2020 — are in a 30-day cool-off period after a union rejected a binding mediation offer from the National Mediation Board. Next, the Biden administration could appoint a presidential emergency board to resolve the dispute.

Rail Congestion Threatens Nationwide Logjam, LA’s Seroka Says

“We’ve got to get these folks some wage increases; we’ve got to address some of these issues,” Lyons said, adding he doesn’t want to get ahead of President Joe Biden as he makes a decision. “We’ll see what happens on the 17th. But I do think there’s a commitment there.”

Contract Discussions
Separately, the International Longshore and Warehouse Union and the Pacific Maritime Association, which represents about 70 employers, began discussing a new contract in May and are continuing to do so after their previous pact expired July 1. Officials from the ILWU and the PMA, which represents employers, met with Biden when he visited the Port of Los Angeles last month and have recently reaffirmed their commitment to keeping cargo moving despite the lack of a contract.

Any slowdown in operations at the two ports that are responsible for 42% of all containerized trade with Asia could stoke annual inflation that’s running at the fastest pace since 1981, and damp economic growth.

Biden, who’s pledged to be the most pro-union president in US history, has directed Cabinet members and logistics-area experts to smooth out pandemic-era port logjams that spurred shortages and delays. Lyons and Labor Secretary Marty Walsh have been in touch with both parties, the port envoy said.

Port of Los Angeles Kicks Off Peak Season with Record June

Meanwhile, about 70,000 truck owner-operators in California — home to the nation’s biggest port complex at Los Angeles and Long Beach — are now in limbo as a local gig-work law starts applying to them.

California’s Assembly Bill 5 requires workers satisfy a three-part test to be considered independent contractors, or else be seen as employees entitled to job benefits. The state’s truck owner-operators must now comply with AB5 after the Supreme Court on June 30 refused to review a case challenging the legislation that sets out the tests for employment-status classification.

‘So Critical’
On Wednesday, truckers demonstrated against the changes at the port gateways of Los Angeles, Long Beach and Oakland, according to the Harbor Trucking Association.

L.A. operations weren’t affected, and the port had planned for the protest days ahead Executive Director Gene Seroka said.

“We gave them the breadth and depth and space they needed to voice their opinions but kept this cargo moving; these drivers are very respectful of just that,” Seroka said at the virtual briefing Lyons also attended. “They have a message to put out there and are continuing to do so. I applaud them for coming out here today.”

The Biden administration is still assessing the AB5 issue in California, Lyons said.

“The truckers are so critical to their supply chain — we’ve got to make sure that we’re setting the conditions to take care of them to the best of our ability.”

/ By COH Marketing / 最新消息（EN）/ 1 条评论

由于空白航次未能阻止运价下滑，远洋承运商削减了跨太平洋服务

地中海航运公司（Mediterranean Shipping Co.马士基和达飞轮船公司正在削减三条跨太平洋航线，以应对进口需求和即期海运费率的急剧下降。

这些航线变化相当于一条后巴拿马型航线和两条巴拿马型航线，并不是运力的重大削减，对支撑运费率可能作用不大。但这些举措表明，随着运价接近或低于盈亏平衡水平，承运商正在快速削减运力。

2M 联盟成员地中海航运（MSC）和马士基（Maersk）上周分别发表声明称，由于跨太平洋地区的 "需求大幅减少"，他们联合经营的红杉/TP3 后巴拿马型船航线将暂停。红杉/TP3 航线每周提供从宁波和上海至洛杉矶约 14,000 个标准箱的运力。

马士基表示，该航线将并入2M公司停靠长滩的13600TEU Jaguar/TP2航线。Sea-Intelligence Maritime Analysis称，2016年推出的Sequoia/TP3航线的最后一班船将是MSC Savona号，计划于10月5日抵达洛杉矶。

马士基还表示，进入美国东海岸和海湾地区的两条独立航线将合二为一。从 10 月 13 日 "Merkur Archipelago "号从越南 Vung Tau 港出发的最后一班航次开始，该公司于 2022 年开通的 TP28 航线将并入于 2021 年开通的 TP20 航线。

马士基表示，两条航线都将放弃停靠诺福克港、查尔斯顿港和休斯敦港，TP20 只停靠纽约-新泽西州和莫比尔港。TP20 的始发港将包括雅加达、船头、上海和宁波。这两条航线都使用 5000 个标准箱左右的巴拿马型船舶。

马士基表示，合并服务将为托运人提供更好的转运时间，并增加泊位的可用性。马士基补充说，"一旦货物需求恢复，我们将通过重启 TP3、TP28、升级其他服务和/或增开额外装载船来恢复运力。

另据 Sea-Intelligence 报道，达飞轮船结束了其金门大桥航线，该航线停靠奥克兰港和西雅图港。该航线的最后一班船是达飞轮船公司的 "美狄亚号"，目前停靠在西雅图。

除了主要的远洋承运商之外，较小的承运商也从跨太平洋航线上撤出了船只。海运咨询公司 Alphaliner 在一份报告中说，独立承运商 CULines 自 2021 年 7 月起结束了与上海锦江航运共同运营的跨太平洋快运服务，此前在 8 月份关闭了其 TPN 服务。Alphaliner 表示，CULines 仍在运营第二条跨太平洋快运航线。

10 月份产能与去年同期持平

在服务变化之前，承运商为削减运力，在 10 月份安排了一系列空航，但未能阻止即期运费的下滑。Sea-Intelligence 称，截至上周五，海运承运商计划在本月空驶 48 个航次。Sea-Intelligence 称，相比之下，六周前，承运商仅计划在 10 月份取消 12 个航次。

根据投资银行杰弗里斯（Jeffries）的一份研究报告，自 8 月中旬以来，现货海运费每周下滑 10%。目前，美国西海岸的现货运价徘徊在每 FEU 2,400 美元，接近船舶只能实现收支平衡的水平。

Sea-Intelligence 表示，服务削减主要影响了在即期运价高企时涌入跨太平洋地区的运力。即使削减了服务，10 月份承运商仍将在跨太平洋地区部署 156 万标准箱的船舶空间，与去年的总量基本持平。

"Sea-Intelligence 表示："从目前宣布的空航来看，承运商只是将运力降低到了去年的水平。"相关的问题是在贸易中运营的运力规模，空航很可能会被更大的船只、新的服务以及可能的额外装载机所抵消"。

/ By COH Marketing / 最新消息（EN）/ / 0 条评论

China COVID rules make deep cuts in Hong Kong cross-border container volumes

Hong Kong faces losing all its cross-border container traffic with Shenzhen and Guangdong Province if Chinese authorities continue to impose COVID-19 restrictions on trucking and feeder operations, the head of Hong Kong’s terminal operators’ group has warned.

Jessie Chung, chairwoman of the Hong Kong Container Terminal Operators’ Association, said the volume of containerized exports trucked from Guangdong Province for shipment through Hong Kong port has slumped since February when China imposed COVID-19 controls on trucking and barge operators. The association represents four of Hong Kong’s five terminal operators, including Hutchison’s Hongkong International Terminals, Cosco-HIT Terminals, Modern Terminals, and Goodman DP World.

“The situation worsened in June and July,” Chung told JOC.com Tuesday. She said the volume of export containers transported by cross-border truck to Kwai Chung container terminal fell 48 percent in June and 58 percent in July compared with a year earlier.

Hong Kong government figures show a year-on-year average monthly drop of 60 percent in total freight imports by truck from South China, to just 400,000 tons between February and June.

Cargo volumes moved to Hong Kong by barge from South China show an average monthly drop of 24 percent to about 3 million tons since January compared with last year.

“We have to liaise with Shenzhen and Guangdong authorities, otherwise we will lose all our cargo,” Chung said.

But Chinese authorities have rebuffed attempts by Hong Kong government officials for an agreement to ease restrictions on cross-border truckers and barge operators.

“There have been numerous meetings and plenty of emails and other communication on the cross-border trucking and barge operation issues,” Roberto Giannetta, chairman of the Hong Kong Liner Shipping Association, told JOC.com. “But in terms of progress, we can say there is zero improvement.”

No incentive for China to ease restrictions

Under the controls introduced in March, cross-border truck drivers are banned, while container-laden chassis can only be picked up and dropped off at designated Hong Kong-Shenzhen border crossings. Barge crews must also live on their vessels for extended periods without shore leave.

“Shenzhen has everything to gain by maintaining the existing obstacles — cargo flow through Hong Kong is being shifted to Shenzhen ports,” a senior shipping executive told JOC.com. “There is, therefore, very little motivation for them to ease restrictions that would restore smooth transport of containers through Hong Kong port.”

Chung pointed out the district government in Nansha, about 60 miles west of Hong Kong, has recently introduced a raft of incentives to encourage shippers to move cargo through Nansha, part of the Guangzhou port complex. These include cash bonuses for shippers who move into the district and to firms who increase freight volumes, especially reefer cargo.

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Cargo Shipowners Cancel Sailings as Global Trade Flips From Backlogs to Empty Containers

Dozens of sailings from Asia to U.S. ports are set to be canceled in October as deteriorating economic conditions weigh on demand to ship goods worldwide

Ocean carriers are canceling dozens of sailings on the world’s busiest routes during what is normally their peak season, the latest sign of the economic whiplash hitting companies as inflation weighs on global trade and consumer spending.

The October cancellations are a sharp reversal from just a few months ago, when scarce shipping space pushed freight rates higher and carriers’ profits to record levels. Last October, companies like Walmart Inc. and Home Depot Inc. were chartering their own ships to get around bottlenecks at ports to meet a surge in demand for imports.

Trans-Pacific shipping rates have plummeted roughly 75% from year-ago levels. The transportation industry is grappling with weaker demand as big retailers cancel orders with vendors and step up efforts to cut inventories. FedEx Corp. recently said it would cancel flights and park cargo planes because of a sharp drop in shipping volumes. On Thursday, Nike Inc. said it was sitting on 65% more inventory in North America than a year earlier and would resort to markdowns.

The erosion in global economic conditions, from the war in Ukraine to factory shutdowns in China, have dealt heavy blows to trade activity. The International Monetary Fund has cut its forecast for global growth in gross domestic product multiple times this year. Consumer prices are rising at the fastest rates in years in the U.S., countries in Europe and other parts of the world.

One response to the melting demand has been to reduce sailing trips. In September, container capacity offered by ship operators in the Pacific was down 13%, dropping the equivalent of 21 ships that can each move 8,000 containers in a single voyage, from a year earlier, according to shipping-data providers Xeneta and Sea-Intelligence. 

For the two weeks starting Oct. 3, a total of about 40 scheduled sailings to the U.S. West Coast from Asia and 21 sailings to the East Coast from Asia have been scrapped, according to the data companies as well as customer advisories viewed by The Wall Street Journal. Typically at this time of year, an average of two to four sailings a week are blanked, the industry’s term for canceled sailings.

Carriers also are increasingly canceling trips along key Asia-to-Europe routes, the data providers said.

“In the first week of October, one-third of previously announced capacity will be blanked and for the second week, it will be around half,” said Peter Sand, chief analyst at Xeneta. “The downturn pace in recent weeks has been very fast and it looks like carriers misread the low volumes of a nonexistent peak season.”

The period between late summer and early fall typically is the busiest time of year for the largest carriers, as retailers and other importers build inventories ahead of the holiday shopping season.

Daily freight rates now average $3,900 to move a single container across the Pacific, compared with$14,500 at the start of the year and more than $19,000 in 2021, according to the Freightos Baltic Index.

M editerranean Shipping Co., the world’s largest container carrier by capacity, has voided some sailings recently, including a six-ship service from China to Los Angeles and Long Beach.

The rotation, which MSC operated in alliance with A.P. Moller-Maersk A/S, was suspended “due to significantly reduced demand for shipments into the U.S. West Coast during the past weeks,” according to a customer notice posted Wednesday on MSC’s website. The suspension will remove nearly 12,000 containers a week in capacity from the trans-Pacific trade, and the action would help strengthen the transit times it offers, MSC said in its notice.

MSC declined to comment beyond the notice as did a Maersk spokesman. A Hapag-Lloyd AG spokesman said the company hasn’t canceled sailings as a result of weaker demand. Cosco Shipping Holding Co. and CMA CGM, two other major container operators, didn’t respond to requests for comment.

Some carriers are reluctant to share details on canceled sailings to avoid showing competitors what is happening in their network. Voyages can be scrapped because of port congestion, scheduling issues or falling demand.

Consumer spending on bulky items like furniture and appliances that are often imported into the U.S. has cooled in recent months, according to government data. Such items were in hot demand earlier in the pandemic as Americans spent more time at home and renovated their houses.

A  flotilla of new container ships under order will add capacity over the next two years, meaning that freight rates could come under more pressure as more ship space becomes available.

Ocean container capacity is slated to increase 4% this year and is expected to rise by 8.8% in 2023 and a further 9.7% in 2024, according to London-based shipping adviser Braemar PLC. Since early 2020 some 1,056 ships that can move about eight million boxes were ordered, compared with 688 vessels ordered from 2015 to 2019 that can move around five million boxes.

“The global economy has thrown a few curveballs this year, and our outlook on future demand is uncertain and tepid,” said Jonathan Roach, a container analyst at Braemar. “Overcapacity will likely become an issue from the middle of 2023 through to 2024 and potentially beyond.”

Overcapacity pushes operators to undercut each other, putting pressure on freight rates. Boxship operators fought deep losses for nearly a decade starting in 2008, which prompted consolidation in the industry. The top six ocean-freight carriers move more than 70% of all containers worldwide.

Freight rates on key shipping routes remain above prepandemic levels, and the largest operators have plenty of cash to weather a near-term economic downturn. The costs carriers face are rising, too. Bunker fuel prices, which have cooled since hitting records this summer, are above their late 2019 levels. Port operators are also charging more for ships to dock, passing along the higher energy prices they are facing to the carriers.

“The cost of electricity, particularly in Europe, is significant because the cranes and other heavy equipment run on electrical power,” said Tiemen Meester, chief operating officer for ports and terminals at DP World, a Dubai-based operator of terminals in ports worldwide.