Current shortage of vessel capacity and container equipment is a supply side problem, says Sea-Intelligence.
Well known global shipping consultancy Sea-Intelligence
has produced an analysis concluding that “there is no global container shipping
boom” and the current shortage of vessel capacity and container equipment “must
primarily be driven by supply-side effects. As more capacity is currently
deployed than ever before, the shortage must in turn be caused by poor
utilisation of the deployed assets, specifically due to the unprecedented
levels of congestion and the resulting vessel delays,” said Alan Murphy, CEO,
Sea-Intelligence.
Key gateways such as Los Angeles and Long Beach have
experienced record levels of container throughput over the last six months, but
Sea-Intelligence says the gap between demand for global container shipping and
supply is primarily caused by congestion and delays tying up assets and
reducing overall capacity, rather than a huge increase in demand.
“To investigate how much capacity the vessel delays
effectively are removing from the market, we followed a simple approach. As an
example, a carrier offers a 6-week roundtrip service with 6 x 10,000 TEU
vessels. If vessels are then 5 days late on the head-haul and 2 days on the
back-haul, it increases the round-trip to 7 weeks, requiring one additional
10,000 TEU vessel to compensate for the delay-induced loss of capacity. So to
maintain the same weekly capacity, the carrier defacto needs to increase
nominal capacity by 16.7%. The effect of this is exactly the same, as if market
demand had increased by 16.7%, as that would have required the same injection
of net capacity in the market,” Murphy said.
Using data its Global Liner Performance (GLP) and Trade
Capacity Outlook (TCO) databases, Sea-Intelligence calculated that some 2-4% of
capacity is usually “lost” to vessels delays. That number has increased ten
fold on some trades thus year: “approximately 25% of the capacity deployed on
Transpacific in January-April 2021 has been soaked up by vessel delays, far
outpacing the 17% soaked up by the 2015 US West Coast labour dispute. While
Asia-Europe has seen less dramatic congestion and delays, a full 11% of the
capacity deployed in the first four months of 2021 was soaked by vessel delays,”
Murphy continued.
So far in 2021 the peak period for vessel capacity being
absorbed by congestion was February 2021, when 12% of global vessel capacity
was stuck in some sort of delay. By April that figure had fallen to 8.6%. In
TEU terms, some 2.8M TEU of slot capacity was absorbed in delays in February,
falling to 2.1M TEU in April. “For comparison, the entire global fleet of
Ultra-Large Container Vessels of 18,000 TEU and above, has a combined capacity
of some 2.7 million TEU. Hence, in very real terms, the congestion problems in
2021 is of such a magnitude, that the effect is the same as if the entire
industry had decided to remove all Ultra-Large Container Vessels from the
fleet, without adding any new vessels,” Murphy concluded.
WCN Editorial — 09 Jun 2021