No Quick Fix for U.S.-Asia Space and Equipment Challenges

Surge in export volumes, round trip imbalances, weight constraints, competition for vessel space all contribute to difficulties facing U.S. exporters and their carriers.

Oakland, CA / May 29, 2008 Container shipping lines in the Westbound Transpacific Stabilization Agreement (WTSA) say they are working closely with U.S. exporters to address continuing space and equipment shortages to Asia. But sorting out the complex operational and cost factors behind those shortages has left both carriers and shippers with difficult challenges.

A weak dollar and robust Asian demand for agricultural products, industrial raw materials, machinery, and other commodities, led to westbound cargo growth of nearly 17% in 2007, with a further 12-13% growth forecast over 2008-09.  Other factors have also fueled the explosion in containerized export cargo.  For example, earlier this year, commodity demand in Asia and rising grain prices pushed up bulk vessel charter rates to historic levels, causing shippers to shift more U.S. grain exports from bulk ships to containers.  

While eastbound traffic grew by less than 1% in 2007, the volume of loaded containers shipped from Asia was still more than twice that of loaded container volume for return U.S. exports. That imbalance means transpacific carriers must continue to scale their fleets, routing and schedules for the higher-volume Asia-U.S. “headhaul” segment, and the current soft inbound market does not justify adding new capacity, particularly given record fuel and other fixed operating costs.

Thus, U.S. exporters and their carriers find themselves squeezed by factors affecting both directions of the Transpacific trade: A sharp increase in Asia demand for U.S. products, driven primarily by the weak U.S. dollar, along with a significant falloff in eastbound volumes as the U.S. economy has slowed, resulting in little to no new capacity entering the trade. Furthermore, vessels and equipment cannot easily be reallocated among trade lanes in a matter of weeks, given ship sequencing requirements, customer commitments in affecte trades, vessel size and draft restrictions, port and terminal capabilities, and other considerations. In addition, the Transpacific routes are competing for assets with trade lanes that are still growing and offer more attractive economic returns, such as Intra-Asia, Asia/Europe. This situation is likely to persist until there is an improvement in the economics of serving the U.S. trades.

“No one sets out to turn away business, but at this point carriers face hard choices with each sailing about how best to balance competing customer demands for limited vessel space and equipment.  To say that carriers are not doing all they can to accommodate the maximum amount of export cargo their networks will handle is simply inaccurate,” explained WTSA chairman Ronald D. Widdows, who is also CEO of Singapore-based container line APL Ltd.  “Carriers are doing the best they can to work with their customers to satisfy their need for space under very difficult circumstances.”  

Widdows added that the westbound commodity mix of heavier cargoes – frozen poultry, metal scrap, forest products, steel or machinery, for example – reduce a ship’s effective capacity, by reaching the weighted limit of the ship with fewer containers.  Depending on the vessel involved and the cargo mix, a westbound sailing may load 35-50% fewer containers due to added weight. He acknowledged that, for the first time in over a decade, some U.S. exporters to Asia have experienced difficulty getting container equipment delivered to their premises for loading after having made a booking. The dramatic change in trade flows caught many shippers and carriers unprepared, Widdows said, necessitating some adjustment in cargo flow and equipment repositioning patterns within the U.S.

Getting equipment to rural Midwest and Plains state grain exporters proved both difficult and costly, as inland rail and truck rates have increased on the order of 25-35%.  Shipments of scrap metal and wastepaper, which has represented more than a quarter of the total export container market, have also surged, creating competition for vessel space with the higher demand for agricultural products and manufactured goods.

As vessel space has become suddenly scarce, some shippers have compounded the problem with multiple bookings in an effort to assure equipment availability.  “On the one hand, WTSA lines report customers on the phone with shipments ready to go, desperate for containers and space,” Widdows explained. “On the other, they have phantom bookings with container and space reserved and cargo that never materializes.”  This adds significantly to carriers’ challenges in matching vessel space and equipment with available loads.  Most carriers’ westbound sailings are now fully booked six to eight weeks in advance, he added.

A final complication is that the westbound and eastbound trade lanes are reverse images of one another in terms of commodity and service characteristics. Eastbound equipment is typically unloaded at inland U.S. retail distribution centers that are nowhere near key agricultural and industrial load points for export traffic. Conversely, delivery points for U.S. produce, scrap metal, animal hides, chemicals and similar export shipments to Asia are often far from the Asian contract manufacturers of apparel, consumer electronics or toys awaiting that container for loading.  The current surge in exports magnifies the logistical strains caused by these differences in the inbound and outbound trades. 

Refrigerated containers pose a separate problem, as a large number have left the transpacific market since 2003, when major Asian trading partners embargoed U.S. beef and poultry shipments during the mad cow and avian flu scares. Those markets have been steadily reopening, but the transpacific refrigerated market is largely one-way, with little return business from Asia, inefficient space utilization for carrying dry cargo, high equipment maintenance and operating costs, and low rates relative to other lanes.

WTSA Executive Administrator Brian Conrad said that WTSA lines are reporting progress in working with customers to match empty equipment with return loads; cut back on overbooking; have cargo delivered by trailer, boxcars or other means to rail ramps or inland depots where empty container equipment accumulates; and develop transload, street turn and other strategies to optimize roundtrip equipment utilization.

Widdows stressed that WTSA carriers are well aware of the difficulties westbound transpacific customers are experiencing, just as cargo demand and prices for their products are on the rise in Asia. “Carriers are and will be doing everything they can,” he pledged, “to accommodate demand during this challenging transitional period in the transpacific market.”

WTSA members include:

APL, Ltd.
COSCO Container Lines, Ltd.
Evergreen Line
Hapag Lloyd AG
Hanjin Shipping Co., Ltd.
Hyundai Merchant Marine Co., Ltd.
Kawasaki Kisen Kaisha, Ltd. (K Line)
Nippon Yusen Kaisha (N.Y.K. Line)
Orient Overseas Container Line, Inc.
Yangming Marine Transport Corp.



Contact: Niels Erich
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