Automatic Capsule Liquid Filling Line Wenzhou Grand Machinery Technology Co., Ltd. , https://www.dagemachinery.com
The economies of scale brought about by the introduction of a new generation of container ships may be ruined by the lack of matching feeders. This is not sensational.
At the moment, large container ships are the darling of the market, and orders received by shipyards continue. In contrast, the feeder ships were forgotten, not only the fleet structure was seriously aging, but the new orders were also embarrassing.
A few days ago, London-based economic analysis agency Ocean Shipping Consultants warned that this imbalance will add extra costs to shipowners. We can imagine that when the container needs to be unloaded from the ocean liner to the feeder ship, the shipowner will bear the associated costs due to the delay because the feeder cannot be found in time and the unloading has to be delayed. However, more than one shipyard has indicated that the recent climax of the order for large container ships may drive demand for feeders in the second half of the year.
Delphis, one of Europe's top feeder operators, announced in June that they might charge congestion surcharges to customers later this year due to congestion in European ports. The company's president, Alexander Saverys, said that a large number of containers imported from China are loaded with low-value goods to meet the needs of the European market, but also bring congestion to European ports, and adding more or greater capacity is not a good way to ease congestion. Delphis has ordered six 2,500 teu container ships from South Korean shipyards this year, which are expected to be delivered in October 2008. Saverys said that the 2,500 teu ship in Asia has become the standard ship type for feeder ships, and this trend is also seen in Europe.
Ocean Shipping Consultants wrote in a recent report: "Over the years, in the new shipbuilding market, feeder ships have not received enough attention. If the market demand for feeder ships grows at the expected rate, the feeder ships are very It will be stretched."
The two authors of the report, Remco Stenvert and Andrew Penfold, pointed out that the port needs to provide fast and reliable turnover in order to gain a foothold in the market, and any inefficient behavior will result in a rapid loss of market share.
The existing feeder fleets are mostly composed of old ships, most of which need to be upgraded, and the branch line business is expanding rapidly. The market demand for new feeder ships is growing. However, judging from the orders of existing feeder ships, the capacity provided is negligible compared to the capacity provided by global container ship orders. It is reported that the shipyard currently holds orders for 203 container ships of 300 teu and above feeder network format, of which 177 have a capacity of 1,000 teu. The report said: "If the small boat is not enough, it will definitely allocate the large ship to the branch line business." Delphis has begun to put the ship of 800-1,200 teu on the branch line, and the ship below 700 teu is returned to the ship owner. . For the shipowner, this is a severe test. “Obviously, the modern feeder capacity provided in the market is not enough to meet the expected demand level. If the concept of long-distance ocean-going routes from a new generation of large container ships remains unchanged, a large amount of funds will soon be invested in the feeder ships. According to the report's forecast, if the shipowner replaces 6,800 teu with a capacity of 12,500 teu, it can save $4.91/teu per day. However, when the ship is docked, the daily savings will drop to around $3/teu. In other words, the economies of scale of large ships can only really bring benefits to ship owners when the ship is on the voyage. The report said: "For large container ships, one of the ways to save costs is to reduce the number of ports on the main route, which in turn requires the support of the feeders to ensure the quantity of transhipment goods."