While the difficulties at the beginning of the crisis were mainly limited to imports from Asia, today all trade lanes are under pressure: freight companies are struggling with undercapacity, overcrowded ports, congested container terminals and insufficient infrastructure.

Container ships are getting bigger and bigger and can already load up to 23,500 TEU (Twenty-Foot Equivalent Unit; standard container). When several ships of this dimension arrive at a seaport at the same time, it causes major logistical problems - even in "normal" times. The ports of Singapore and Los Angeles/Long Beach, for example, are often heavily congested due to the large volume of containers. Singapore is enormously important as a hub for the Southeast Asian and Australian markets; the two ports on California's south coast handle about 40 per cent of US sea freight and are crucial for transpacific traffic. No wonder, the punctuality of ships has sunk to an all-time low: while 65 per cent of ships worldwide still arrived on time in the spring of 2020, a year later it was less than 35 per cent. Delays of up to six weeks - for example, on the route to China - are unfortunately no longer uncommon.

Pandemic-related cancellations
Due to the Corona pandemic, major terminals have repeatedly been cancelled in recent months. And there seems to be no sign of a turnaround: A fortnight ago, one of the world's largest port facilities, that of Yantian in the southern Chinese city of Shenzen, was summarily closed after new Covid 19 infections were registered. Hundreds of container ships had to be diverted, causing delays of up to 14 days in imports and exports. Countries like India, Pakistan and Bangladesh are currently in a partial lockdown: although the ports are open, there is a lack of staff in the terminals. The situation is also worsening at the companies responsible for road transport because many truck drivers have dropped out. With the rising infection figures in Malaysia and Vietnam, there was bad news from Southeast Asia again this week.

Systemic deficiencies
The Corona pandemic has not only caused acute problems in sea freight, but has also brought to light a whole series of systemic deficiencies. Among the biggest challenges are the lack of container equipment as well as shipping space. In April 2020, 551 ships with a capacity of around 3 million TEU were decommissioned. After the shipowners put these ships back into service, the corresponding capacities were available to the market again in the fourth quarter of last year. But because almost all companies around the globe are expanding their inventories - and because consumption has already picked up strongly again - demand far exceeds the supply of shipping space. As a result, waiting times of four to five weeks often have to be accepted. The major trade lanes to the USA and Asia are particularly affected by these delays. The situation has been further aggravated by the blockade of the Suez Canal, which has led to delivery delays of 20 days. The "Ever Given" of the Evergreen shipping company is still out of service after being seized by the Egyptian authorities; the 20,000 TEU of this ship are missing in imports and exports. 

Rising prices
In the short and medium term, not much will change in terms of capacity - which is why the shipping companies shy away from making clear forecasts. The fact is that the shipping companies regulate the available space better today than ever before. And it is also clear that additional containers or more ships would further strain the already precarious infrastructure of many ports. It is therefore not surprising that freight rates in all trade lanes have climbed to new highs. And prices will continue to rise sharply: Especially for sea freight to the USA and South America, massive increases must be expected in July.

Cautious outlook
The problems mentioned above will accompany international sea freight traffic for some time to come. Experts agree that the situation will not change before the end of the year and may even persist until after the Chinese New Year (1. 2. 2022). The reasons for this less optimistic outlook are manifold:

• Q3 and Q4 are considered the strongest quarters of the year in the retail sector. Not only is Golden Week in China (1-7 October 2021) just around the corner, but also the year-end spurt (imports and exports for the 2021 Christmas trade have already begun).
• Consumer sentiment is already very good again in the USA and Asia and is also picking up in Europe.
• The economic stimulus programmes launched by various countries will tie up large transport capacities.
• The existing overflow of containers to be transported must be reduced in the coming months before conditions return to normal.

There is justified hope that the situation on the labour market will also ease with the progress of the vaccination programmes in the individual countries. As soon as port workers and truck drivers can resume their work and carry it out without major restrictions, the market will gradually return to normal. Meanwhile, prices for sea freight will remain at a high level.

Possible alternatives
Although the Northeast Passage is navigable between June and December, it is not used by international sea freight traffic - with very few exceptions. The main reasons for this are the lack of safety (shallow draught!) and the lack of infrastructure along the route, but mainly considerations of a political and ecological nature. A valid alternative would be rail transport from Asia to Europe - but here, too, capacities are booked up for weeks. In addition, prices in this segment quickly adjust to those of sea freight. Because overseas passenger flights are still rare, there is also a lack of capacity in air freight - although more and more cargo aircraft are being used. While prices for air freight to Asia have more or less settled at pre-Corona levels, rates for shipments to the USA or South America are now around three times higher than before the pandemic.

Key recommendations

• Talk to your customers and suppliers: This will enable you to organise your transports in good time. 
• Plan much longer lead times: Short-term bookings are now practically impossible or a matter of pure luck.
• Talk to your freight forwarder in good time: Good forecasts help them to book the space they need in good time.
• Check possible options: Do not always run your transports via the northern ports - the southern ports are a good alternative.

(This article was published on the webpage of Switzerland Global Enterprise.)
 

The “ACI” or “Advance Cargo Information” aims to simplify cargo clearance procedures, to ensure verification of the guarantees of importers and the exporters, as well as to accept the import of certain types of cargoes or prohibit same from entering the Egyptian market.

Procedure

• The importer or his agent has to register on the electronic portal of the National Single Window for Foreign Trade Facilitation “NAFEZA”.
• Prior to launch a shipment to Egypt, there is need to upload cargo information to receive the Preliminary Customs Registration Number called “ACID” or “Advance”. The process of uploading the cargo information must be repeated for each shipment separately!
• The exporter will use the dedicated platform of CargoX solution for blockchain document transfer in which he has to create an account. The ACID must be mentioned on each shipping document to comply. This will enable proper traceability.
• Important: Your cargo will not be discharged from the carrying vessel and will be returned to you at your own expenses if you did not comply with the ACID.

The implementation already started on trial basis as of 1^st April, 2021, whereas the system shall be fully in force as of 1^st July, 2021, for all ocean freight shipments.

Your contact at Lamprecht Transport Ltd. will be happy to answer any questions you may have with regard to this new regulation.

Since Tuesday, March 23^rd, 2021, the ship “Ever Given” has been blocking the Suez Canal with around 17,000 containers on board, thus the most important trade route between Asia and Europe. The consequences of this blockade will affect the supply chains of all driving areas.

The rescue work is in full swing - information from the press and social media differ; we are talking about delays of a few days up to possibly several weeks. What are the possible scenarios for all those involved in the flow of goods?

• Bypassing the Suez Canal
  A possible alternative route is the detour via Africa. The longer transit time of approx. 7-12 days further results in massive additional costs for fuel. The next few hours around the progress of the salvage work will decide whether the major shipping companies consider the detour via Africa.
   
• Delays after the blockade
  An average of around 50 vessels pass through the Suez Canal every day. As soon as the free passage is guaranteed again, the reduction of the backlog will take several days, possibly a few weeks.
   
• Port Congestion
  Overloading of the terminals in Europe and Asia must be expected. As soon as the Suez Canal is freely passable, the ships will head for the port terminals at a greatly increased rate. The loading and unloading of the ships will drag on.
   
• Adjustment of the ship timetables
  It is to be expected that the shipping companies will adapt the ships' timetables to the circumstances. Possible scenarios are omitting ports ("port omits") or changing the port sequence.
   
• Blank sailings
  It is very likely that the shipping companies will withdraw ships from other sailing areas and use them for Asia-Europe traffic. This in turn has an impact on the affected trades, in which the vessels will be missing. The consequences are "blank sailings" (interruption of the weekly departures).
   
• Shipments in the coming weeks from Europe and Asia
  The currently blocked vessels are all intended for loading in the coming weeks from Europe and Asia. Long delays and possible failures (“blank sailings”) are to be expected for all routings.

Lamprecht Transport Ltd. continues to monitor the situation and provides regular updates at this point.