{"id":9426,"date":"2026-02-11T18:49:25","date_gmt":"2026-02-11T18:49:25","guid":{"rendered":"https:\/\/jpevlogistics.com\/?p=9426"},"modified":"2026-02-11T18:49:28","modified_gmt":"2026-02-11T18:49:28","slug":"lineas-navieras-expanden-su-capacidad-pese-a-la-caida-de-las-tarifas-y-a-la-debil-demanda","status":"publish","type":"post","link":"https:\/\/jpevlogistics.com\/en\/lineas-navieras-expanden-su-capacidad-pese-a-la-caida-de-las-tarifas-y-a-la-debil-demanda\/","title":{"rendered":"L\u00edneas navieras expanden su capacidad pese a la ca\u00edda de las tarifas y a la d\u00e9bil demanda"},"content":{"rendered":"<p>11-09-2026 -l- Sin embargo, se espera que los operadores comiencen a cancelar itinerarios con mayor agresividad<\/p>\n\n\n\n<p>El mercado global del transporte mar\u00edtimo de contenedores cerr\u00f3 2025 con se\u00f1ales mixtas: por un lado, una industria altamente activa, concentrada y con flotas en r\u00e1pida expansi\u00f3n; por otro, un entorno de tarifas&nbsp;<em>spot<\/em>&nbsp;en retroceso y una demanda que pierde fuerza.&nbsp;<\/p>\n\n\n\n<p>Durante 2025, de acuerdo con datos de&nbsp;<a href=\"https:\/\/public.axsmarine.com\/alphaliner\"><strong>Alphaliner<\/strong><\/a>, las doce mayores l\u00edneas navieras por capacidad incrementaron su flota conjunta en 7,3% interanual, equivalente a 2,14 millones de TEUs. Sin embargo, el crecimiento fue altamente concentrado.&nbsp;<strong>MSC aport\u00f3 831.400 TEUs<\/strong>, es decir, el 39% del aumento total, expandiendo su flota en 11,7% y ampliando la brecha con Maersk a 2,5 millones de TEUs. En detalle, sum\u00f3 54 nuevos buques, con 695.185 TEUs, adem\u00e1s de seguir comprando capacidad de segunda mano. De este modo, MSC se mantiene como la l\u00ednea naviera con mayor ritmo de crecimiento desde 2021.<\/p>\n\n\n\n<figure class=\"wp-block-image size-full\"><img fetchpriority=\"high\" decoding=\"async\" width=\"798\" height=\"598\" src=\"https:\/\/jpevlogistics.com\/wp-content\/uploads\/2026\/02\/fletes-caida.jpeg\" alt=\"\" class=\"wp-image-9427\" srcset=\"https:\/\/jpevlogistics.com\/wp-content\/uploads\/2026\/02\/fletes-caida.jpeg 798w, https:\/\/jpevlogistics.com\/wp-content\/uploads\/2026\/02\/fletes-caida-300x225.jpeg 300w, https:\/\/jpevlogistics.com\/wp-content\/uploads\/2026\/02\/fletes-caida-768x576.jpeg 768w, https:\/\/jpevlogistics.com\/wp-content\/uploads\/2026\/02\/fletes-caida-16x12.jpeg 16w\" sizes=\"(max-width: 798px) 100vw, 798px\" \/><\/figure>\n\n\n\n<p>Otros operadores que superaron el promedio de expansi\u00f3n&nbsp;<strong>fueron PIL, HMM, Evergreen y Wan Hai<\/strong>, mientras que&nbsp;<strong>ZIM<\/strong>&nbsp;fue el \u00fanico dentro del \u201ctop ten\u201d que redujo capacidad. Aunque&nbsp;<strong>CMA CGM<\/strong>&nbsp;sigui\u00f3 acortando distancia con&nbsp;<strong>Maersk<\/strong>,&nbsp;<em>Alphaliner&nbsp;<\/em>no anticipa un cambio de posiciones en el ranking durante 2026 seg\u00fan los actuales libros de \u00f3rdenes,<\/p>\n\n\n\n<p>Pese al temor por la sobrecapacidad futura, el mercado de compraventa de&nbsp;<strong>buques de segunda mano&nbsp;<\/strong>se mantuvo resiliente. En 2025 se vendieron 332 portacontenedores, que suman 859.000 TEUs, un volumen similar al de 2024. La mayor actividad se dio en el segmento de 900 a 2.000 TEUs, con 162 unidades, seguido por el rango de 2.000 a 5.100 TEUs. La limitada oferta de naves y la fuerte demanda por capacidad disponible sostuvieron los precios, incluso cuando las tarifas de fletes&nbsp;<em>spot&nbsp;<\/em>se debilitaron en el segundo semestre.<\/p>\n\n\n\n<p>En el&nbsp;<strong>\u00e1mbito ambiental<\/strong>, la adopci\u00f3n de&nbsp;<em>scrubbers&nbsp;<\/em>alcanz\u00f3 un r\u00e9cord, aunque con una desaceleraci\u00f3n evidente. Al 20 de enero de 2026, el 42% de la flota global \u20141.543 buques y 13,9 millones de TEUs\u2014 contaba con estos dispositivos. La menor diferencia de precios entre combustibles explica el cambio de incentivos: en R\u00f3terdam, el diferencial entre el&nbsp;<em>heavy fuel-oil<\/em>&nbsp;y el combustible bajo en azufre promedi\u00f3 US$56 por tonelada en 2025, frente a US$79 en 2024 y US$100 en 2023. Adem\u00e1s, marcos normativos como el FuelEU Maritime y el \u201cFit for 55\u201d reducen el atractivo de esta tecnolog\u00eda al penalizar mayores emisiones.<\/p>\n\n\n\n<p>Otro indicador de fortaleza fue el casi&nbsp;<strong>inexistente desguace<\/strong>. Solo doce buques, con 8.172 TEUs, fueron enviados a reciclaje en 2025, el nivel m\u00e1s bajo en veinte a\u00f1os. \u201cLa fuerte demanda por fletamentos y los ingresos atractivos alentaron a mantener en operaci\u00f3n incluso a naves m\u00e1s antiguas\u201d, destaca&nbsp;<em>Alphaliner<\/em>, que a\u00f1ade que los precios de desguace, aunque algo m\u00e1s bajos, cerraron en US$400\u2013430 por LDT en el subcontinente indio.<\/p>\n\n\n\n<p>Todo esto ocurre mientras en el frente comercial las se\u00f1ales revelan la fragilidad del mercado.&nbsp;<em>Xeneta&nbsp;<\/em>report\u00f3 que a inicios de febrero de 2026 las&nbsp;<strong>tarifas&nbsp;<\/strong><strong><em>spot<\/em><\/strong><strong>&nbsp;promedio cayeron en todas las rutas principales<\/strong>&nbsp;(<em>fronthauls<\/em>) desde el Lejano Oriente.&nbsp;<em>Peter Sand<\/em>, su analista jefe, advirti\u00f3: \u201cLas tarifas&nbsp;<em>spot&nbsp;<\/em>promedio han ca\u00eddo en todas las rutas desde el Lejano Oriente hacia EE. UU. y Europa, pero podr\u00eda haber un riesgo para los propietarios de cargada, ya que se espera que las l\u00edneas navieras comiencen a cancelar salidas con mayor agresividad\u201d. La mayor baja fue hacia el Mediterr\u00e1neo (-6,6%), seguida por el norte de Europa (-5,3%), la costa este de EE. UU. (-5%) y la costa oeste (-3,1%).<\/p>\n\n\n\n<p><em>Sand&nbsp;<\/em>subray\u00f3 que \u201clas l\u00edneas navieras no se quedar\u00e1n de brazos cruzados viendo caer las tarifas\u201d, y record\u00f3 que&nbsp;<strong>Maersk<\/strong>&nbsp;ya report\u00f3 una p\u00e9rdida de US$153 millones en su negocio oce\u00e1nico en el cuarto trimestre de 2025. Seg\u00fan&nbsp;<em>Xeneta<\/em>, al 5 de febrero de 2026, las tarifas promedio desde el Lejano Oriente alcanzaban US$2.124\/FEU hacia la costa oeste de EE. UU., US$2.946\/FEU hacia la costa este, US$2.466\/FEU a norte de Europa y US$3.929\/FEU al Mediterr\u00e1neo.<\/p>\n\n\n\n<p>A nivel macro,&nbsp;<em>Sea-Intelligence<\/em>&nbsp;advierte que la aparente estabilidad econ\u00f3mica global es enga\u00f1osa. El FMI proyecta un crecimiento del PIB mundial de 3,3% en 2025 y 2026, pero el comercio global desacelerar\u00eda desde 4,1% a 2,6%. Este enfriamiento, sumado a la dependencia de exportaciones tecnol\u00f3gicas de alto valor, pero bajo volumen, implica que \u201c<strong>el crecimiento de valor no se traducir\u00e1 en suficientes TEUs<\/strong>&nbsp;para absorber la nueva capacidad\u201d. Para las navieras, esto configura una \u201cdoble presi\u00f3n\u201d: menor volumen tras el adelanto de los embarques (<em>front-loading<\/em>) de 2025 y un entorno de costos m\u00e1s altos por aranceles, lo que deja al sector en 2026 con un delicado equilibrio entre flota, demanda y rentabilidad.<\/p>","protected":false},"excerpt":{"rendered":"<p>11-09-2026 -l- Sin embargo, se espera que los operadores comiencen a cancelar itinerarios con mayor agresividad El mercado global del transporte mar\u00edtimo de contenedores cerr\u00f3 2025 con se\u00f1ales mixtas: por un lado, una industria altamente activa, concentrada y con flotas en r\u00e1pida expansi\u00f3n; por otro, un entorno de tarifas&nbsp;spot&nbsp;en retroceso y una demanda que pierde [&hellip;]<\/p>\n","protected":false},"author":4,"featured_media":9427,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[1],"tags":[],"class_list":["post-9426","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-sin-categoria"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v27.4 - 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