1? "Negative freight rates" in the Asian near-ocean line bargaining war in the container ship market


74.png


The freight rate of container freight continued to decline, and the Asian near-ocean line set off a price war, and the line from China to Southeast Asia was even more shocked to see the ultra-low freight rate of US$1.


According to industry sources, as inflation curbs demand, the current volume of cargo between China and Thailand and Vietnam on the Asian route has been roughly estimated to have decreased by 30%. Originally, the Thailand and Vietnam routes have the largest volume of cargo in the Asian market, and shipping companies have invested more capacity. However, driven by the sharp drop in freight rates, it was reported that domestic shipping companies in the spot market this week only charged a nominal freight rate of US$1-10 for rushing goods. After deducting low-sulfur fuel surcharges, the actual freight rate has turned negative.


According to the latest quotation of the Southeast Asia Container Freight Index (SEAFI) of the Shanghai Stock Exchange on September 23, the freight rate per TEU for the Shanghai-Vietnam Ho Chi Minh line is US$101, and the freight rate for the Shanghai-Thailand Laem Chabang line is US$118 per TEU. The surcharge for low-sulfur oil varies from container shipping company to USD 200 to USD 230.


Industry insiders pointed out that the current wave of bargain-hunting on the Asian near-ocean line was mainly provoked by new Chinese or domestic shipping companies. These companies chartered ships at high prices and hoped to profit from the high freight rate. It is estimated that the Asian near-ocean line market has already squeezed into the market. Thousands of ships, 25% higher than before the epidemic. In addition, in the past two to three months, due to the rapid decline in container freight rates, some small and medium-sized shipping companies have high costs and are unable to run the ocean line. Therefore, they have re-invested their shipping capacity on the near-ocean line, resulting in a sharp increase in the capacity of the near-ocean line. However, since August, the market has reversed dramatically. In order to bear the high cost, these new companies can only do business at a loss by bargaining for the goods.


In this regard, the existing medium and large-scale shipping companies in the market have chosen not to follow, and predicted that the market will fall into a knockout stage. This wave of bargaining may last for half a year or even a year. At that time, ships with high charter costs and no economic scale will be the first to be eliminated.


It should be noted that the domestic 11th holiday has led to a continued decrease in shipments. In other words, the supply and demand in the originally oversupplied market have been further unbalanced. Under this circumstance, because the market is hard to find, whether there will be a price war between the freight forwarders and shipping companies has become the biggest hidden concern.


The fourth quarter was originally the peak season for the traditional Asian near-ocean line, but at present, most container shipping companies predict that inflation will reduce consumer demand, and the peak season may not be prosperous in the fourth quarter.


According to people in the freight forwarding industry, some shipping companies have begun to withdraw their shipping capacity before the long holiday.


However, although the freight rates of Thailand and Vietnam lines have fallen sharply, the freight rates of Singapore, Malaysia and Indonesia lines are several times before the epidemic. In particular, the freight rates of Northeast Asia routes are relatively stable. It is estimated that medium and large shipping companies can still enjoy good profits by optimizing their routes. .



Previous:The container shipping market is weak and the capacity is oversupplied
Next:The volume of goods and freight has dropped sharply! MSC, Dafei and other shipping companies have su

Copyright © 2010-2020 China Amazon FBA shipping