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<\/p>\nWith the drop in direct trans, and Pacific calls with carriers, Japanese and South Korean cargo owners are paying high rates to ship their products to North America. China, however, has been offering transshipment to mainline services. The fall in connectivity has led shippers to use short sea services from Japan and South Korea to China.<\/p>\n
The transpacific container volumes have shown a significant fall in 2020 The transpacific calls fell from 400 in 2019 to 350 in 2020. This figure was pegged at Yokohama, Japan\u2019s second-busiest container port. However, it triggered the feeder services connecting ports in China, totaling 1,860 in the same year.<\/p>\n
Managing Director at Geodis China, Ivan Siew, said \u201cCarriers have rescheduled their vessels and implemented recovery plans to improve schedule reliability. In some cases, port calls have been cut off from Japan and South Korea. Some routings from Japan to the US West coast will ship via Shanghai. US East Coast services will keep the original ex-Japan\/South Korea port schedule.\u201d The spot rate to ship a 40-foot container from Japan to the US West Coast stands at 64 percent, higher than China, while South Korea stands at 32 percent higher. This has compelled most shippers to use short sea services from Japan and South Korea to China, where cargo is shipped to mainline services.<\/p>\n
VOLUME DECLINED FROM MAJOR JAPANESE PORTS<\/strong><\/p>\n The top ports in Japan like \u2014 Tokyo, Yokohama, Kobe, Nagoya, and Osaka, showed that volumes plunged in 2020. \u201cMost shippers suffer from space availability, especially to the US West Coast,\u201d said Keiko Kiso, managing director of Rhenus Sankyo Logistics Japan. He further indicated, \u201cFrom Japan, we have only one direct service \u2014 the Far East Pacific 1 (FP1). The situation is worse now, as there have only been three vessels coming to Japan over the past eight weeks.\u201d<\/p>\n