How to destroy the monopoly of container majors

Freight forwarders relish the hope of exports recover in year 2022, though all the problems, which hit shipping after the “pandemic” was declared, remain and continue to deteriorate: skyrocketing freight rates and fuel costs; severe empty containers shortages; bottlenecks in US/EU main container ports (plus China’s sudden irrational “zero-covid” policy). The fundamentals of their optimism therefore, remain a mystery. Freight rates increased by 200-300%, so that the cost of FEU transportation on Thai-USA routes jumped from $5,000 to $15,000. High fuel costs and the impact of “pandemic” will remain in 2022, they will only increase in their negative effects, with no mitigation in sight. “Pandemic” is forever, that is to say, it will continue as long, as we comply with it.
Again, like they did in early 2020 with the beginning of mass vaccination, shipping experts forecast world economy recovery, thanks to miraculous vaccines and herd immunity they’re supposed to bless us with. Again, they can’t be further away from the reality – there’s no recovery in foreseen future; as well as no herd immunity – each new “booster” brings immunity down, not up.

“Zero-emission shipping” cost – who’s to pay? Not majors, of course.
“Climate Change” Agenda is gathering way, pushing all costs up, and the way it goes, will soon land final blows on already collapsing Western economies, so many Asian producers will, in all probability, face a new emerging problem in year 2022 – collapse of the demand. Shippers, freight forwarders and final buyers are to pay the “zero-emission shipping” price, not major shipping corporations. For how much longer will global economy be able to withstand this non-stop insanity, called “Great Reset” or “Agenda-2030”? It’s impossible to forecast.

Climate Change, covid and bottlenecks are not enough, here comes new blow
As if all listed above not enough, major container companies are about to strike SME shippers/forwarders with a new, powerful, blow:
“Thousands” of small freight forwarders fear for their survival following Maersk’s decision to offer them only its Maersk Spot product. Larger forwarders have secured long-term contracts with other lines, but smaller forwarders are unable to follow suit.
“This situation for sure will create disruption in the market, because the game’s rules are changing and there will be a new natural selection in our industry.
“We should think of how to join forces and resources to deal with the situation. The year will be very difficult to survive.”
Full article:
Don’t be naïve and hope it’s Maersk only – of course no, of course other giants will follow the lead, it’s their tactics in the war against SMEs, be they shippers, of forwarders, or shipowners, or producers, or retailers. It’s all in Great Reset roadmap, and if you still consider it a “conspiracy theory”, not a reality, go get your next booster shot, to meet your bankruptcy in relaxed, care me not, manner. SMEs are the main enemies of Great Reset, while transnational monopolistic corporations are the main instruments of implementing globalists anti human plans, it’s all very simple, as everything with Evil, in the long run. Maersk doesn’t cut off SME on a whim, Maersk is simply carrying orders.

But it’s not the end of the world, here’s the bright side: How to kill the monopoly of container majors
Everywhere – and specifically, in Asia – shippers are actively looking for other options, to dodge liner majors “services”. And they’re finding such options, undermining majors (ONE Alliance on top of the list) in a basic way. Thai producers, for example, ship their goods by bulk carriers and general cargo ships, in containers or boxes, or in bulk. Perishable goods are moving from reefer containers to conventional reefers – bye-bye ONE, and your refer “services”. About any type of transportation is proving to be less costly, than majors brandished “efficiency”. Their “services” are exorbitantly costly, unreliable, and on top of it, unsafe. If there is antithesis to “efficiency”, it’s definitely, majors’ liner service.
In Russian Far East, shippers and shipowners establish new container mini-lines, transporting containers to/from Korea, Japan and China; and North American ports. Shippers go so far in some cases, that they charter tweendeckers or bulkers, and pay for their refit, for one-way shipment only – some several hundred containers to the US. It’s still coming out cheaper, safer and more reliable, than liner majors bolschevik-style (or mob-style, which is essentially, of the same character) “services”. Thank you majors, now get lost.
Thai shippers and producers, as any other nation in the region, must think about future – and prosperous, safe and sovereign future lies with national carriers, State/Private owned and operated. Nations can’t rely on monopolistic giants, if they want to secure their economical stability, and keep it this way. Nation’s sovereignty is incompatible with transnational monsters.
There are other ways besides establishing national carriers, regional cooperation being probably, most promising in this respect. What about say, Thai-Russian shipping lines? Russian Far East Ports are effectively, the North Pacific gates, the hubs, capable of transshipping the goods destined for North America, or Japan, or Korea, or China, avoiding the bottlenecks and basically, the disaster of “major liner services”. Let’s not forget about Trans-Siberian Railway Bridge – goods may be shipped to the EU, though TSRB capacity is rather restricted, so it needs scheduling and due considerations.



My name is Mikhail Voytenko, I’m Russian, professional merchant marine navigator, by education and former experience. I own and run Maritime Bulletin website for more than 10 years. I've been involved in solving a number of piracy hijack cases, including the hijack of ro-ro FAINA, loaded with tanks. It was me who made public, and unravel, freighter ARCTIC SEA mystery. I've been also closely involved in a number of maritime disaster, one of them being MSC FLAMINIA major fire.