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BLOG Nov 13, 2023


OCEAN CARRIERS SURVEY CHANGING MARKET AND PONDER NEXT COURSE OF ACTION

Peter Tirschwell

SINGAPORE — If there's one question looming above all others as the era of
extreme carrier profitability recedes into the past, it is this: What will ocean
carriers do next?

Behind that question is a truism often forgotten in container shipping, which is
that whatever happens to pricing and service is not the result of outside forces
such as recession or consumer spending exerting pressure on the market beyond
the ability of the industry to control. Rather, what ultimately happens is
entirely in the hands of the carriers, with their decisions determining how an
unpromising year such as 2024 actually plays out.

In other words, external conditions are what they are. US containerized imports,
which year to date through August were almost exactly at the level of 2019, may
or may not bounce back next year due to difficult-to-predict factors as varied
as tightening consumer credit, inflation, high mortgage rates or student loans
coming due.

But how that translates into pricing and quality of service on the water will be
the result of how carriers respond to those market conditions. Flush with cash,
it was carriers who splurged on new green tonnage, driving the order book up to
nearly 30% of the existing fleet at a time when demand was never going to be
sustained at the levels seen in 2021 and 2022 and could remain subdued for
another year. And it will be those same carriers who will decide how, and to
what extent, to mitigate the impact of overcapacity, including how aggressively
to undercut competitors to fill their ships.



That is why as the industry looks toward 2024, when expectations for a recovery
are fading fast, the question of how carriers will react is very much a topic of
speculation across the industry.

There is a range of possibilities. The opportunity would certainly exist, for
example, for the largest carriers to draw down the huge war chests they amassed
during the pandemic to wage a ruinous rate war with the goal of driving weaker
carriers out of the market. In the annals of container shipping history, such
aspirations are hardly unheard of. In an industry with virtually no track record
of startup carriers rapidly achieving global scale, taking out a competitor
would produce the seemingly not unsatisfying result of further consolidation,
strengthening the hand of the surviving liners.

But several Asia-based container shipping sources contacted recently believe
that will not happen, at least not soon. Due to consolidation over time, many
carriers have fallen out of the top tier and become smaller in their overall
share of the market. Therefore, taking them out, if actually achieved,
accomplishes little given the costs involved to get the job done.

To that point, sources agree that despite hyperventilating headlines proclaiming
a rate war earlier this year, it wasn't a rate war in the classic sense that led
trans-Pacific spot rates to the West Coast to plummet by more than 80% since
early 2022 and about 25% since August, according to Platts, a sister company of
the Journal of Commerce within S&P Global.

Rather, it was the market adjusting to the unclogging of ports and a sharp
decline in volume — US containerized imports are down 18.7% year to date through
August versus 2022 while the vessel backups that idled capacity are gone for the
most part. There were few signs of carriers engaging in predatory pricing to
fill ships at any price and gain customers and market share at the expense of
competitors.

Those are the same factors that will soon wipe out carrier profits and leave the
industry in the same, mostly unprofitable, position as it was prior to the
pandemic.

"We expect quarterly earnings to continue falling, not only into year-end, but
into next year," Jefferies analyst Andrew Lee wrote on Oct. 9.



That informs the prevailing view among Asia-based sources that however
inevitably the carriers' pandemic good times might now be fading into history,
none has interest in funding the losses that a true predatory rate war would
cause. Rather, the carriers still appear to many to be yield-driven, searching
for profits however elusive they might be, and reverting to their tried-and-true
posture of aggressively controlling costs.

Thus, looking forward to 2024, the market should expect more of the same, namely
blank sailings, slow steaming, delayed vessel deliveries where possible and
increased scrapping. More aggressive moves — such as parking ships in the
Norwegian fjords and diverting Europe-to-Asia ships around the Cape of Good Hope
to save Suez Canal fees and absorb capacity — are also possible.

Ocean carriers in the eastbound trans-Pacific say capacity reductions they have
implemented on the trade this year are likely to continue at least for the next
five months, with US imports expected to remain muted through Chinese New Year
in February.

An intense focus on cost, moreover, makes it less likely that certain carriers
will go the route of delivering consistent service as that would mean fewer
blanked sailings and more capacity that would need to be filled through
aggressive rate actions. Bottom line: An all-out war among the carriers is not
likely to break out.

*Originally published in the Journal of Commerce on October 12, 2023





Subscribe now or sign up for a free trial to the Journal of Commerce and gain
access to breaking industry news, in-depth analysis, and actionable data for
container shipping and international supply chain professionals.

Subscribe to our monthly Insights Newsletter

--------------------------------------------------------------------------------

This article was published by S&P Global Market Intelligence and not by S&P
Global Ratings, which is a separately managed division of S&P Global.

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