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LA/LB ports not ready to handle ULCVs: Drewry
WITH the increasing number of 13,000 TEU-or-above vessels deployed on the transpacific Asia-US west coast trade this year, the Los Angeles-Long Beach port complex remains unprepared for the introduction of 18,000 TEU-plus ULCVs, according to Drewry.
In its latest analysis of the route, Drewry Maritime Research said the number of 13,000 TEU vessels on the transpacific increased from 21 in January to 36 in May as carriers cascaded more large tonnage from Asia-Europe trades to accommodate fresh deliveries of ULCVs.
And the lines are likely to cascade even more large tonnage to the transpacific as more ULCVs for Asia-Europe are received, according to The Loadstar of London.
Notwithstanding the "less than perfect" infrastructure and ongoing road closures associated with the Gerald Desmond Bridge replacement project, Drewry cites the "highly-fragmented" terminal complex at LA/LB as having a negative impact on landside operations.
The analyst notes that the "overnight alliance re-shuffle" has again "changed the terminal landscape".
Alphaliner excutive consultant Tan Hua Joo said: "The west coast has become very complex, and the terminal situation means it's become even more difficult for carriers to reduce vessel capacity because they have so much invested in west coast terminals that need volumes.
"Look at OOCL's new terminal in Long Beach - it is a US$2 billion investment, but it's only going to have two calls a week from the new Ocean Alliance services," he said.
On the land side, terminals that have seen increased business from the alliance reshuffling are, unsurprisingly, faring worse in terms of vehicle turnaround times, according to data compiled by the Harbour Trucking Association (HTA).
Indeed, according to the HTA a doubling of weekly container volumes at the TTI (Total Terminals International) facility at LB, previously owned by Hanjin now under the control of MSC & HMM, has resulted in average truck turn times deteriorating from 87 minutes in March to 106 minutes in April.
Drewry says a combination of "bigger ships, high-intensity terminal activity and construction work, particularly in the upcoming peak summer months, could create some obstacles".
Its view is that ULCVs will eventually come to the trade - "but carriers should wait until the ports are completely ready for them".
In its latest analysis of the route, Drewry Maritime Research said the number of 13,000 TEU vessels on the transpacific increased from 21 in January to 36 in May as carriers cascaded more large tonnage from Asia-Europe trades to accommodate fresh deliveries of ULCVs.
And the lines are likely to cascade even more large tonnage to the transpacific as more ULCVs for Asia-Europe are received, according to The Loadstar of London.
Notwithstanding the "less than perfect" infrastructure and ongoing road closures associated with the Gerald Desmond Bridge replacement project, Drewry cites the "highly-fragmented" terminal complex at LA/LB as having a negative impact on landside operations.
The analyst notes that the "overnight alliance re-shuffle" has again "changed the terminal landscape".
Alphaliner excutive consultant Tan Hua Joo said: "The west coast has become very complex, and the terminal situation means it's become even more difficult for carriers to reduce vessel capacity because they have so much invested in west coast terminals that need volumes.
"Look at OOCL's new terminal in Long Beach - it is a US$2 billion investment, but it's only going to have two calls a week from the new Ocean Alliance services," he said.
On the land side, terminals that have seen increased business from the alliance reshuffling are, unsurprisingly, faring worse in terms of vehicle turnaround times, according to data compiled by the Harbour Trucking Association (HTA).
Indeed, according to the HTA a doubling of weekly container volumes at the TTI (Total Terminals International) facility at LB, previously owned by Hanjin now under the control of MSC & HMM, has resulted in average truck turn times deteriorating from 87 minutes in March to 106 minutes in April.
Drewry says a combination of "bigger ships, high-intensity terminal activity and construction work, particularly in the upcoming peak summer months, could create some obstacles".
Its view is that ULCVs will eventually come to the trade - "but carriers should wait until the ports are completely ready for them".
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