WITH the fallout from the Chinese factory shutdown, unknown consumer demand effects from the
coronavirus, volatile fuel costs due to the IMO
2020 regulation, high debt levels among carriers, a
collapsing stock market, and to top it all off, the trade war isn't over yet,
the degree of uncertainty within the US container shipping industry is now
verging on the surreal.
In an interview with New York's FreightWaves, Jim
Blaeser, a director in the
transportation and infrastructure practice of global
consultancy AlixPartners,
questioned how annual shipping contracts could be negotiated with all these
uncertainties.
He pointed out that talks between
carriers and shippers on annual contracts often begin at the TPM conference in
Long Beach, California - an event that was just cancelled due to coronavirus.
"It really says something that we can't even get together to start
figuring this out.
"It's going to be a wild
year. I don't know how you can set a price today between a shipper and a
carrier for a 12-month contract that anybody can feel they have any certainty
on.
"Typically, if the market is
pretty clear and frankly, if it is favourable to the shippers, the shippers will
contract early," he explained. "They'll get contracts done in April.
If they're not certain, they may not finalise contracts until June. This year,
I can't imagine that anything will get settled until late May or early June -
and a lot can happen between now and then."
That timetable implies some of
the uncertainty around coronavirus and other issues will clear up in the next
few months. "If the world continues to become increasingly uncertain, then
all bets are off and we'd start to enter the territory where we're shipping
off-contract.
"But even so, if you're a
mega-shipper, your freight is still going to move. It's just a matter of with
whom and what you're paying. It's not like the world ends in a stalemate if you
dont have a signed piece of paper. And it's not like it would be totally
unheard of. There is a spot market on the trans-Pacific and most of the
European trades work on more of a spot-market basis anyway."
A pivotal timing question is:
When will a return to normalcy for the Chinese export system lead to a catch-up
period of increased freight demand? When that happens, the carriers would want
to be in position to charge higher rates to compensate themselves for what
they've lost.
"If you lose several weeks
in a 52-week cycle, it's significant," said Mr Blaeser. "Shippers are
going to be desperate to get their cargo moving and get their inventory levels
back to where they need them and carriers will need to be opportunistic to
recover their profitability for the year."
There is increasing confidence
that Chinese factories and transport systems are normalising, but this headwind
is being supplanted by demand risks in consuming nations such as the US as the
virus spreads. "The more this [coronavirus] takes root here, the more were
trading one problem for a different problem," said Mr Blaeser.
Source :HKSG.
Tidak ada komentar:
Posting Komentar