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admin | Category: Modular Container Homes | 02.02.2015
The additional capacity is part from fleet modernization for the most of the world container operators. Since February, freight rates on the three key container shipping lanes has left the erratic up and down movements behind only to slide week after week.
The new all-time low point comes on the back of deteriorating exports from China for three months running in 2015. Chief Shipping Analyst at BIMCO, Peter Sand, says: “striking the right level of supply to match the actual demand for transportation on this key container ship trade route has proven impossible recently. In early December, BIMCO wrote: “Following the return of great volatility in freight rates, it is bound to take some time for market conditions to re-establish a more stable market.
Following a brief rise in freight rates on Shanghai to Europe in the first half of January, going from USD 975 per TEU to USD 1,256 per TEU, freight rates have only slipped since. China’s main export partners are the US (17%), European Union (16%), ASEAN (10%), Japan (7%).
The other major destination for Chinese manufactured goods, the US saw a change in fortunes last week as both freight rates for US East coast bound as well as West coast bound containers rose. The Shanghai to US East coast came down from an all-time high level at USD 5,049 per FEU to USD 4,057 per FEU last week, while the freight rates for US West coast bound containers have been more static, yet slightly volatile around the USD 2,000 per FEU mark since start of 2014, currently quoted at USD 1,932 per FEU. Chinese exports are driven by foreign demand, and the US is currently in the strongest position with consumer demand growing firmly. Container Freight Rate Insight is the worlda€™s first and only global source of container market freight rates on all the major routes and it is a a€?must havea€? tool for importers, exporters and freight forwarders as well as other industry stakeholders who require reliable, independent and well researched container shipping cost benchmarks. The Container Freight Rate Insight is widely used for benchmarking, market analysis and as a reference point for index-linked contracts. Started in January 2006 the Container Freight Rate Insight is driven by a large, unique database of average freight rates covering 670 trade routes around the world and several aggregated indexes.
The Container Freight Rate Insight provides rates that are actually being paid by other companies on the same route. The Container Freight Rate Insight will help in your rate negotiations with clients by providing independent evidence of changes (increases or decreases) in market rates.


The Container Freight Rate Insight will enable you to benchmark your average rates on specific port pairs against the latest forwarder market buy rates. Both individual freight rate benchmarks and aggregate indexes published in the Container Freight Rate Insight will enable you to promptly track changes in the market and identify key pricing indicators of the health of the container shipping industry.
The Container Freight Rate Insight is an online research tool allowing you to keep up to date with the latest freight rate developments. Tier 1 provides access to Trade Routes where you can view and print recent container freight rate data covering 670 port pairs across all the main trade routes around the world as well as in depth commentary and analysis. Freight rates on individual port pairs are grouped into trade routes, together with Drewry analysis of market trends as well as carrier capacity and GRI notices.
Users can select a preferred Trade Routes dashboard to focus on your key areas of interest.
Freight rate tables and accompanying commentary are available in a printer-friendly format. Tier 2 provides access to the Search Rates database of container freight rates in addition to all Trade Routes features. Search and select single or multiple port pairs to view and download current freight rates of your choice to your device. Select and download freight rate history going back on 2006 to assess key trends and trade cycles. Download either all-in rates or a breakdown of the base rate, bunker adjustment factor (BAF) and terminal handling changes (THCs).
The rate benchmarks represent spot market rates for Full Container Loads paid by freight forwarders to ocean carriers for a particular month or week.
The widespread practice of void sailings has proven to be ineffective so far”, commented the shipping analyst Alphaliner. In attempt to reduce freight costs per TEU, they are ordering new ships for long distant routes without being covered by market demand. Lately, it proved impossible to negotiate higher freight rates, despite the announced general rates increases (GRIs) by most liner companies from April 1.


The rise ended a seven-weeks run of falling freight rates, as the liner companies were able to negotiate higher freight rates with its customers on the back of widespread GRI announcements. The sources of this freight rate data are a wide range of active freight forwarders in the Far East, South Asia, Middle East, Europe, US, Canada, South America, Africa and Oceania representing millions of dollars of container shipping transactions. In addition to market leading freight rate data it also provides rolling updates on carrier GRIs, service changes and BAF surcharges, as well as in depth analysis of current and future freight rate trends.
While Drewry cannot disclose specific company information for confidentiality reasons, the pricing information provides a benchmark against which to test the success of your freight rate negotiations.
Container freight rate data is updated bimonthly on all 670 routes, monthly on most high volume trade lanes and weekly on five key trades via Drewrya€™s Hong Kong-Los Angeles Benchmark and selected data from the World Container Index. In this way is creating a formal gap between the capacity and demand, which drops the freight rates, but made the transportation costs more effective and lower.
Nevertheless, the drop in exports from China seems to be quite steep and may not fully reflect the current state of demand but merely suggests that overall demand growth in 2014 was stronger that actual fundamental consumption.
Still, it is likely that absolute export levels are lifted again in second quarter as purchasers gear up to the peak container season in the third quarter. But there is no such limitation for downloading current freight rate data (covering the most recent four-month period). As result of capacity oversupply, the carriers will have serious loses in second quarter of 2015. The link between the global economics, external trade and the shipping industry is once again clearly felt in the freight market. If the supply side, by then, matches the demand side better, earnings should improve for owners and operators”, adds Peter Sand. Of course the fleet modernization and improve of vessels’ capacity of Asia-North Europe routes definitely supports this dropping trends.



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