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主要海运公司的最新报告显示，今年第三季度的息税前利润（EBIT）达到了170.6亿美元，相较于2023年同期实现了惊人的600%增长。
海洋情报局指出，ZIM公司的同比折扣报告揭示了一个重要细节：2023年第三季度，该公司一次性非现金减值损失高达20.6亿美元。这一数字的纳入，无疑会过度夸大2024年第三季度的同比增长数据。
值得一提的是，这一显著增长是在第二季度61.2亿美元息税前利润的基础上实现的，进一步凸显了海运市场的强劲复苏势头。
在这份报告中，九家报告的航空公司中有八家的息税前利润超过了10亿美元大关，其中更有三家公司的EBIT突破了20亿美元的惊人数字。
海洋情报特别强调，中远集团在2024年第三季度以47.1亿美元的息税前利润领跑群雄。然而，尽管其息税前利润最高，但考虑到其全球业务量也增长了10.8%，因此中远集团的息税前利润/标准箱并非最高。
具体来说，中远集团的息税前利润/TEU为716美元/TEU，这一数字被ZIM以1273美元/TEU的息税前收益/TEU所超越。紧随其后的是ONE和马士基，分别为567美元/标准箱和446美元/标准柜。
海洋情报公司首席执行官艾伦·墨菲对这一现象发表了看法：“鉴于这些结果，市场似乎处于一种冲突状态。”他进一步解释说，虽然这显然不是疫情期间那种超高的盈利能力，但也远高于任何“正常”的第三季度水平。
墨菲补充道：“当前的供应链中断似乎对市场造成了足够的冲击，推高了运费，增加了运量（尤其是在亚欧航线），并将承运人的盈利能力大幅提高到疫情前十年未见的水平。然而，这些因素还不足以将这些数字提升到2021-2022年的高点。”
The major ocean carriers reported combined Earnings before interest and taxes (EBIT) of US$17.06 billion in the third quarter of the year, a 600% increase over the same period in 2023.
Sea-Intelligence said that the year-on-year (Y/Y) discount ZIM, which reported a one-time non-cash impairment loss of US$2.06 billion in Q3 2023. It noted that including this figure, would over-inflate Y/Y growth for 2024-Q3.
This is on the back of a US$6.12 billion EBIT in the second quarter of this year.
The Danish shipping consultancy firm said of these 9 reporting carriers, 8 have reported EBIT of over US$1 billion, of which 3 have reported EBIT of over US$2 billion.
Sea-Intelligence pointed out that COSCO had the highest Q3 2024 EBIT of US$4.71 billion.
"Even with the highest EBIT, COSCO did not have the highest EBIT/TEU, as they also grew their global volumes by 10.8%," the report said.
It noted that COSCO's EBIT/TEU of US$716/TEU was surpassed by ZIM's EBIT/TEU of US$1,273/TEU.
COSCO was followed by ONE (US$567/TEU) and Maersk (US$446/TEU).
"Given these results, it seems as though the market is in a conflicted state," Alan Murphy, CEO of Sea-Intelligence said.
He added that while this is clearly not pandemic-level profitability, it is also higher than any "normal" Q3.
"It seems as if the current supply chain disruptions have jolted the market enough to drive up freight rates, increase volumes (only partially on Asia-Europe), and substantially increase carrier profitability to a level not seen across the pre-pandemic decade, but not enough to increase these figures to the highs seen during 2021-2022," Murphy added.
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