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Conflict drives up bunker prices, helping intra-Asia rates end six-week decline

Rates on intra-Asia trades have ended six weeks of decline, helped by port congestion in China and a rebound in bunker prices, with average prices up 1% week on week on 6 August, to $970 per 40ft Drewry said the ongoing US-Iran conflict pushed Shanghai-Nhava Sheva rates up 8% from 30 July, to $1,767 per 40ft, with Shanghai-Jebel Ali prices rising 7%, to $7,143. In contrast, rates from Shanghai to Laem Chabang fell 23%, to $687 per 40ft, and to Kaohsiung they were down 7%, to $1,333, supported by easing port congestion. While the peak season for China-Southeast Asia shipments has passed, typhoons Bavi, Noul and Dolphin have caused persistent vessel delays in eastern and southern China. In Shanghai, average vessel waiting times last week were 94.8 hours, up from 77 hours the previous week. At Laem Chabang they fell from 15.33 hours to 11.6 hours in Week 31, while at Kaohsiung, waiting times fell from 14.78 hours to 7.32 hours. Meanwhile, Singapore-based Pacific International Lines will strengthen its South-east Asia network in early September by joining the Indonesia-Thailand-Straits (ITS) service, operated by OOCL and Gold Star Line, connecting Thailand and Indonesian ports via the straits. PIL is replacing Yang Ming in the partnership and will deploy the 2,034 teu Kota Johan to replace the Taiwanese line's 1,805 teu YM Interaction on 4 September. The ITS will enhance PIL's feeder connection across Indonesia and Thailand, providing weekly links between key Thai gateways and Indonesian ports. The renewed hostilities in the Middle East have pushed up marine fuel prices again, causing shipping lines to re-introduce emergency bunker surcharges of $38 to $75 per teu. VLSFO prices now average $848 per tonne in Singapore, the world's largest bunkering port, up from $804 a fortnight ago.

New EU e-commerce rules have instant impact at Liege

The new European Union charge for low-value shipments has "profoundly altered the structure of imports" into Liege Airport. Figures released today by the Belgian hub show that in July the number of e-commerce shipments into the Liege Bierset customs zone fell by 24% year on year after the EU implemented a €3 charge for parcels with a value of less than €150 at the start of the month. Compared with June, e-commerce shipments are down 41%, the airport said. Meanwhile, the number of customs declarations is down by 52% year on year. The airport said that the charge had led to an immediate reorganisation of e-commerce flows and had profoundly altered the structure of imports. While B2C shipments worth less than €150 have "sharply fallen", those valued above that amount have seen a 10% increase, according to a customs source, "reflecting a shift towards higher-value shipments and a rapid adaptation by logistics operators". Meanwhile, overall volumes at the airport managed a "solid growth trajectory" in July, increasing by 4% year on year to 114,064 tonnes, thanks to the "diversification of its traditional freight operations". The increase comes despite a 4% decrease in aircraft movements. However, the 4% increase is below the growth rate of 11.3% recorded in the first half of the year. "Pharmaceuticals, data centre equipment and flowers segments actively underpinned the month's logistics activity," the airport said. "Ongoing investment in the cold chain confirms Liege Airport's strategic positioning as a leading European hub for high-value-added, temperature-sensitive freight." Figures from consultant Rotate suggest that European freighter capacity declined at the start of July, potentially as a result of the legislation. The charge is likely to be followed later in the year by a separate €2 processing fee, expected in November 2026.

Sinolines and Antong combination a formidable rival for forwarders in Asia

Freight forwarders could face a changing competitive landscape in China and intra-Asia shipping: Sinotrans Container Lines (Sinolines) has moved to take control of Antong Holdings, combining one of China's major domestic container logistics networks with an international liner. On Wednesday, China Merchants Energy Shipping (CMES) informed the Shanghai Stock Exchange that its subsidiary Sinolines now held 14.94% of the shares of Antong, the holding company of Quanzhou Ansheng Shipping, making it the Shanghai-listed company's largest individual shareholder. Together with its affiliates, China Merchants Group holds 24.84% of Antong's shares. In 2020, Antong, founded by the Guo family, came under state control after financial mismanagement resulted in a state-sponsored bailout involving the China Merchants group. A previous attempt by CMES to take over Antong in May 2025 failed, as market conditions shifted. Now Sinolines has proposed an early re-election of Antong's board and amendments to its articles of association. Its nominees, together with those put forward by China Merchants Port, account for more than half of the proposed board. If shareholders approve the proposals and the nominees take office, Sinolines will replace Fujian Zhaohang Logistics Management Partnership as Antong's controlling shareholder, while China Merchants Group will become the ultimate controller. The transaction is expected to unify Sinotrans' international container shipping network and Antong's domestic container and multimodal logistics operations. CMES said the group intended to integrate domestic and international businesses to build an end-to-end logistics network. Antong's core business is container multimodal transport, with a network spanning waterway, road, and rail services. Sinolines, by contrast, is primarily a liner operator focused on intra-Asia services. Sinolines has an owned fleet of 30,553 teu, which could more than double, as Antong owns 53,994 teu. Ship numbers apart, the combination could allow China Merchants to offer a more integrated product and, for shippers that need separate providers for domestic positioning, port handling, and ocean transport, such a model could be attractive. For freight forwarders, this creates a potential new competitor, and one with greater control over the underlying transport assets. The impact is likely to be most pronounced for forwarders handling China-origin cargo, particularly where domestic transport and ocean freight are bundled into a single service. One forwarder told The Loadstar: "Sinotrans' logistics and forwarding activities already compete for some of the same shipper accounts served by independent forwarders. Greater control over Antong could give the group additional tools with which to compete." Another added: "A more integrated operation could potentially offer aggressive end-to-end rates to major shippers. That could put pressure on forwarders whose value proposition is largely based on combining ocean freight with inland transportation." And the effect could extend beyond China. Sinotrans has been expanding its international container network, while Antong has also been exploring ways to link its domestic and international operations. The two complementary asset bases therefore provide a foundation for a broader intra-Asia logistics proposition.