Time for Asia’s ports to rebuild
When Maersk Line, the world’s largest ocean cargo container company, announced last month that it would stop services to and from 10 ports in China, shipping experts reckoned that it was primarily a move to reduce costs.
Transportation in the NewsPotential DSV acquisition of Panalpina takes a turn with Agility now in the mix FTR’s Trucking Conditions Index sees significant gain AAR reports mixed volumes for week ending February 9 XPO Logistics reports strong Q4 and full-year 2018 earnings results Chapter 11 filing and employee letter shed more light on NEMF’s bankruptcy development More Transportation News
Transportation ResourceeBook “Delivery: The New Moment of Truth.” Descartes has worked with a supply chain industry expert to create an eBook that explores how retailers are managing to meet their customers’ demands.
When , the world’s largest ocean cargo container company, announced last month that it would stop services to and from 10 ports in China, shipping experts reckoned that it was primarily a move to reduce costs.
Earlier this summer, weak market conditions in the Far East-North America trans-Pacific trade had claimed its first casualty as the French shipping company CMA CGM, Germany-based and decided to withdraw their joint Far East service.
According to the Paris-based consultancy , this move alone would reduce total weekly capacity on the Asia to North America corridor to 429,000 twenty-foot equivalent units (TEUs) by September, marking a decline of 4% from the corresponding period of last year.
Now logistics managers are being told that Maersk will no longer call on the ocean cargo gateways of Chizhou, Luzhou, Yingkou, Jinzhou, Rizhao, Yueyang, Lijiao, Taiping, Jiaoxin and Nansha old port. It should be noted that all these “niche” ports are currently served by feeder ships that move goods to larger ports where mega-vessels take on the cargo for trans- Pacific carriage.
However, the timing for these decisions might be a blessing in disguise for Asian port operators, contends a recent report issued by Moody’s Investors Service. Analysts there say lackluster global growth, weak commodity prices, high capital expenditure commitments and a liner industry struggling with overcapacity is testing the mettle of these players.
“While the rated port operators in Asia have scope for cost cuts and are generally supported by their dominant market position, their resilience is being tested by these challenging operating conditions,” says Ray Tay, a Moody’s vice president and senior analyst.
According to Moody’s “Rated Port Operators – Asia: Challenges on the Rise,” the smaller ports in the region are grappling with slowing or negative growth in cargo volumes due to China’s slowdown, sluggish growth in Europe and persistently weak commodity prices. “The port operators also have substantial commitments as they seek to cater to ever-larger ships entering service, while overcapacity in the liner industry is making it harder for ports to pass on these costs to their customers,” adds Tay.
Across the Far East, Moody’s notes that transshipment ports where containers are reloaded onto new vessels, such as and are more affected than gateway ports, such as Shanghai International Port (Group) Co., Ltd and Adani Ports, where containers reach their final destination.
This is due to the fact that transshipment ports are more sensitive to competitive pressure, whereas huge Pacific Rim ports benefit from innate demand as they serve regions with major populations and industrial centers.
Overcapacity in the liner industry—the key customers of port operators—is also pressuring the operators’ margins. Moody’s forecast global containership capacity will increase by 4.5% to 5.5% in 2016, outpacing the expected demand growth of 1.5% to 2.5%. Consequently, shipping lines are facing significant pressure on freight rates, which in turn will make it increasingly difficult for port operators to negotiate higher container handling charges.
Nevertheless, Moody’s expects that port operators across Asia have sufficient headroom to weather these trends for the next year or two. Indeed, most “rated” container port operators have scope to take corrective measures such as debt, dividend and capacity reductions—while they also benefit from dominant market positions that underpin continued cash flow generation.
One would hope that when the fortunes for trans- Pacific ocean carriers are finally reversed, there will be more options for vessel deployments and supply chain optimization.
About the AuthorPatrick Burnson, Executive Editor Patrick Burnson is executive editor for Logistics Management and Supply Chain Management Review magazines and web sites. Patrick is a widely-published writer and editor who has spent most of his career covering international trade, global logistics, and supply chain management. He lives and works in San Francisco, providing readers with a Pacific Rim perspective on industry trends and forecasts. You can reach him directly at
Subscribe to Logistics Management Magazine!Subscribe today. It's FREE!
Get timely insider information that you can use to better manage your entire logistics operation.
State of Global Logistics: Time for a reality check Preview some of the innovations you will see at ProMat 2019 View More From this Issue