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航空货运的早期积极信号让位于不确定性

随着乌克兰局势的变化,预计将发生进一步中断和空运运价上涨。
Early positives give way to uncertainties for air freight
2022 年 3月 25 日 •

随着中国部分地区受到严格的疫情封锁、涉及飞越领空问题的乌克兰形势变化以及附加费和燃油成本的上升,航空货运市场在3月份显著紧缩。

尽管今年前几个月有一系列明朗的迹象,但由于地缘政治不确定性给经济和贸易前景蒙上阴影,预计会产生进一步影响。

即使亚洲一些市场开始开放,但仍然存在巨大的运营难题,而且运力远低于疫情前水平。因此,市场随时会受到供应链中断的影响。

“从我们真正开始关注本次疫情对全球货运市场的影响时起已经过去了两年,由此给供应侧带来的制约仍然非常显著,”敦豪全球货运亚太区首席执行官Kelvin Leung说道。

中国抗疫政策给复苏涂上一层灰色

正如先前所述的那样,中国严格的疫情清零政策使国家经济发展陷入停顿状态,还影响了地区和全球供应链的运行效率。

3月初,华南地区为了应对奥密克戎毒株爆发采取了一系列广泛的封锁措施,再次扰乱了港口、机场、制造业产量和出口能力。从3月18日开始,在严格的管控措施下,上海浦东机场的入境旅客服务已经关闭了六周,航班被转移到另外13个城市,以便阻止新新冠肺炎病例的传播。

主要负责处理香港中转货物的深圳机场也在努力应对激增的新冠肺炎病例,导致机场于3月中旬关闭。

“虽然我们预计腹舱运力有一些恢复的迹象,但实际情况是各企业必须为不断变化的全球形势做好准备,”Leung补充道。

欧洲局势变化带来的不确定性

与此同时,乌克兰局势对供应链也是一个沉重的打击。市场已经无法使用大片空域,导致运输路线变长。还有很多俄罗斯承运商无法在市场中活动,从而在紧缩的市场中进一步导致全球运力紧张。

“与新冠肺炎疫情一样,乌克兰战争是航空货运行业无法控制但会造成深远影响的外部事件的另一个例子,”CLIVE数据服务公司董事总经理Niall van de Wouw说道。

航空货运中的货车运输服务也可能受到大量乌克兰卡车司机决定归国的影响,他们在欧洲货车司机当中占有很大的比重。

“当我们考察航空业从疫情中复苏的问题时,乘客能否回归仍然是一个巨大的问号。乌克兰战争带来了另一个巨大的问号,”van de Wouw补充道。

另一个需要考虑的市场因素是能源价格上涨导致的燃油成本上升。这个问题又导致燃油附加费(FSC)和安全附加费(SSC)增加,以弥补航空燃油的成本上涨和运输路线变更带来的额外运营成本。

所有这些都给运价带来了上涨压力,这一点可以从亚洲到美国和欧洲的大多数航线中看到。随着承运商引入一系列战争险附加费,成本也在不断攀升。

今年3月的敦豪《航空货运行业状况报告》指出,“乌克兰冲突导致的领空封锁,使得欧洲与东北亚之间的直接航空货运能力降低了25%。”

这份报告还提到,由于乌克兰局势,市场已不考虑前往日本的额外航空货运能力。然而,迄今为止,其他贸易路线的货机运力只受到轻微影响,但空间仍然非常紧张。

再也无法恢复常态?

中国进一步封锁和欧洲战争的双重冲击正恰发生于在今年市场刚有恢复正常的迹象时。很多亚洲国家已经解除了旅行和运输限制,而且全球主要市场已经重新开放。

CLIVE数据服务公司的最新数据表明,今年2月,随着货运量、运力和载货率接近2019年的水平,全球航空货运市场继续试图达到疫情前的水平。与此同时,运价开始缓慢下降。

根据CLIVE数据服务公司的分析,2022年2月全球收费航空货运量与2019年疫情前水平相比下降了0.7%,与2021年2月相比上升了2.6%。与此同时,2022年同期的市场容量与2019年和2021年相比分别减小了5.4%和增加了6.9%。

该公司称,经过2021年11月和2021年11月旺季之后,在今年年初平静的市场状况下,总体运价连续第二个月下降。“虽然运价仍然很高,但随着市场运力的逐渐恢复和过去两年内供应链压力开始减小,2月运价开始缓慢下降,”该公司补充道。

然而,乌克兰持续的紧张局势意味着市场仍将在一段时期内保持不确定性,而且亚欧运力损失、飞越领空问题和燃油价格上涨给市场前景蒙上了长期阴影。

“脆弱的全球航空货运供应链对轻微冲击已经非常敏感。欧洲战争及其引起的制裁会再次完全颠覆整个行业,而与此同时,新冠肺炎疫情的影响似乎更加可控。我们仍然处在动荡多变的时期,”van de Wouw说道。

建议客户核实采用其他航线的可行性。“我们正在对情况进行监视,而且不断向客户提出替代航线的建议,以便满足他们的航运需求,”Leung说道。

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            [seo_title] => 航空货运的早期积极信号让位于不确定性
            [introduction_paragraph] => 随着乌克兰局势的变化,预计将发生进一步中断和空运运价上涨。
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随着中国部分地区受到严格的疫情封锁、涉及飞越领空问题的乌克兰形势变化以及附加费和燃油成本的上升,航空货运市场在3月份显著紧缩。

尽管今年前几个月有一系列明朗的迹象,但由于地缘政治不确定性给经济和贸易前景蒙上阴影,预计会产生进一步影响。

即使亚洲一些市场开始开放,但仍然存在巨大的运营难题,而且运力远低于疫情前水平。因此,市场随时会受到供应链中断的影响。

“从我们真正开始关注本次疫情对全球货运市场的影响时起已经过去了两年,由此给供应侧带来的制约仍然非常显著,”敦豪全球货运亚太区首席执行官Kelvin Leung说道。

中国抗疫政策给复苏涂上一层灰色

正如先前所述的那样,中国严格的疫情清零政策使国家经济发展陷入停顿状态,还影响了地区和全球供应链的运行效率。

3月初,华南地区为了应对奥密克戎毒株爆发采取了一系列广泛的封锁措施,再次扰乱了港口、机场、制造业产量和出口能力。从3月18日开始,在严格的管控措施下,上海浦东机场的入境旅客服务已经关闭了六周,航班被转移到另外13个城市,以便阻止新新冠肺炎病例的传播。

主要负责处理香港中转货物的深圳机场也在努力应对激增的新冠肺炎病例,导致机场于3月中旬关闭。

“虽然我们预计腹舱运力有一些恢复的迹象,但实际情况是各企业必须为不断变化的全球形势做好准备,”Leung补充道。

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中国各机场新冠肺炎疫情爆发导致的航班取消将进一步影响2022年运营。

2022年初,中国严格的新冠肺炎疫情隔离和封锁政策给全球航空货运市场蒙上了一层不确定性的阴影。

由于北京为了保证2月初冬奥会的顺利举行,采取了严格措施阻止新冠病毒奥密克戎毒株的传播,整个1月份,全国港口、机场和货车运输业务受到严格的地方封锁。

中国有关当局在最后时刻取消航班增加了供应链的不确定性,影响了洲际腹舱运力,而且促使美国采取报复行动

虽然由于人员流动和隔离规定的限制,很多机场都在尽力保持货物运转,但试行的隔离规进一步限制了货机运行。

正如1月敦豪《航空货运市场最新消息》提到的那样,疫情对国泰航空公司在香港之外的货机运营造成了巨大影响。从1月初开始,成都、重庆、广州和上海机场的客运和货运能力分别降低了50%、50%、25%和48%。

敦豪全球货运亚太区首席执行官Kelvin Leung说道,敦豪正在对情况进行监测,而且与客户密切合作,针对受影响空运货物确定最佳行动方案。

“我们看到,由于新冠肺炎疫情,中国境内发生了间歇性、地区性的中断;发生这种情况时,我们就会想办法从我们的大量合作承运商那里寻找替代运力,”他说道。“我们还在跨太平洋航线上运行其他包机航班。由于香港国际机场采取了试行隔离措施,我们通过货车将香港的部分货物运到其他机场。”

本次疫情的爆发时间对于出口商而言特别不利。中国工人传统上的休假时间远长于春节假期,而今年春节假期在2月第一周。

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为了补偿原始设备制造商的长时间生产放缓,发货人通常有一个缓冲月份,而由于假期之前几周内货物从中国大量运出,航空货运需求急剧上涨。

然而,TAC指数显示,今年没有出现这样的急剧上涨。尽管之前运价高企,但1月中旬到欧洲和北美洲的平均运价实际上表现疲软。

分析师认为,这个下降属于反常现象,而一旦更多货物到达各枢纽,而且更多人员和服务恢复工作,运价将在1月底回升。1月晚些时候情况确实如此,至少从亚洲到欧洲的空运服务情况如此,当时运价有所回升。

然而,敦豪香港空运贸易领先指数(DTI)的最新结果在一定程度上体现了这次短暂的回升。尽管当地空运贸易商对春节相关订单的展望乐观得多,但该指数仍从2021年第四季度的49.0点降低到2022年第一季度的45.5点。

负责这项调查的香港生产力促进局(HKPC)首席数字官Edmond Lai称,全球新冠肺炎疫情复发,再加上高油价和运输网络中的持续供应链中断,导致2022年第一季度各项指数都小幅下跌,“这表明空运贸易商更加谨慎地看待今年的营商环境。”

随着2月初北京冬奥会的举行,中国不太可能在近期内放弃抗疫策略。Economist Impact智库全球化、贸易和金融实践主任John Ferguson表示,实际上,中国境内不太引人注目的短期封锁有可能威胁到“已经承压”的全球供应链全年的运营效率。

“中国的疫情清零策略非常关键,因为疫情进一步爆发会导致重要地区被进一步关闭和封锁,”他告诉美国消费者新闻与商业频道

“考虑到即将举行的北京冬奥会,以及今年晚些时候将要发生的重要政治事件,中国不太可能在2022年内放弃抗疫策略。”

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港口拥堵奠定了2022年变化无常的基调
港口仍将成为供应链中的瓶颈,运力和可靠性只有到今年下半年或者明年才有可能稳定下来。

正如1月敦豪《航空货运市场最新消息》提到的那样,中国腹舱和货机运力的中断和损失发生在全球贸易的关键时期;在这个时期内,面对不断增长的需求,“货运能力不足仍然是一大障碍”。

与2019年12月相比,2021年12月的总预订运力减少了17%,这也是唯一有意义的比较。《航空货运市场最新消息》还提到,“相对于2020年的任何进步都是因为当年基数较低。”

未来几个月要注意的事项:尽可能提前长远地预测需求并将重点放在库存上。“由于奥密克戎病例的激增,更多航班取消和管制方式发生变化,各企业必须迅速采取行动提前布局,才能满足需求,同时保证库存和供应的良好管理,”敦豪全球货运空运部全球主管Thomas Mack说道。

“虽然货机运力预计会增长,但与强劲的需求相比仍显不足,因此2022年运价极有可能维持高位。”

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欧洲局势变化带来的不确定性

与此同时,乌克兰局势对供应链也是一个沉重的打击。市场已经无法使用大片空域,导致运输路线变长。还有很多俄罗斯承运商无法在市场中活动,从而在紧缩的市场中进一步导致全球运力紧张。

“与新冠肺炎疫情一样,乌克兰战争是航空货运行业无法控制但会造成深远影响的外部事件的另一个例子,”CLIVE数据服务公司董事总经理Niall van de Wouw说道。

航空货运中的货车运输服务也可能受到大量乌克兰卡车司机决定归国的影响,他们在欧洲货车司机当中占有很大的比重。

“当我们考察航空业从疫情中复苏的问题时,乘客能否回归仍然是一个巨大的问号。乌克兰战争带来了另一个巨大的问号,”van de Wouw补充道。

另一个需要考虑的市场因素是能源价格上涨导致的燃油成本上升。这个问题又导致燃油附加费(FSC)和安全附加费(SSC)增加,以弥补航空燃油的成本上涨和运输路线变更带来的额外运营成本。

所有这些都给运价带来了上涨压力,这一点可以从亚洲到美国和欧洲的大多数航线中看到。随着承运商引入一系列战争险附加费,成本也在不断攀升。

今年3月的敦豪《航空货运行业状况报告》指出,“乌克兰冲突导致的领空封锁,使得欧洲与东北亚之间的直接航空货运能力降低了25%。”

这份报告还提到,由于乌克兰局势,市场已不考虑前往日本的额外航空货运能力。然而,迄今为止,其他贸易路线的货机运力只受到轻微影响,但空间仍然非常紧张。

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持续性港口堵塞和乌克兰局势变化导致了更大的不确定性。

几乎没有迹象表明,全球港口堵塞现象会在2022年上半年得到缓解,而空集装箱的增加和小型货船的部署使得港口和承运商很难清空积压的货物。

“供应链中断很有可能持续到今年年底,尤其是对于航空货运和海上货运,即使提高运力、设备利用率或船期可靠性,”敦豪全球货运亚太区首席执行官Kelvin Leung说道。

市场最终恢复正常后,运价也不太可能很快恢复到疫情前的水平。“我们必须适应新常态,而且希望疫情造成的中断在今年下半年有所改善,”Leung补充道。

运输时间延长

在亚洲到北欧、亚洲到美国的航线上,货船延误仍是一个大问题。Alphaliner的最新研究表明,从去年11月到今年2月,港口堵塞状况没有任何改善。(详见敦豪《海洋运输市场最新消息。)

《海洋运输市场最新消息》提到,洛杉矶/长滩的港口基础设施仍然高负荷运转,正在努力清空积压的货物。这发生在等待泊位的货船数量总体减少的情况下――从1月9日的最高109艘减少到2月14日的76艘。

过去几个月内,疫情导致的劳动力短缺现象越发严重,而且影响了港口作业。由于持续缺乏轨道车、卡车司机不足和底盘短缺,货物交付延迟现象仍然十分严重。

美国西海岸港口堵塞的另一个原因是来自远东地区的货船顺航运输时间延长。从洛杉矶港和长滩港到亚洲的运输间在2月份已经延长到平均38天,而在去年11月中旬为28天。

在远东地区与北欧之间的完整往返航程中,货船延误时间从去年11月至今保持不变,航线上投入运行的14,000到24,000艘20英尺标准集装箱货船仍比预定船期平均延长17天才能到达中国中部,然后投入下一次向西航行。“不在沿途港口停留似乎仍是避免或限制过长延误的唯一途径,”《海洋运输市场最新消息》提到。“我们预计这种情况将在今年上半年一直持续下去,有可能在今年下半年得到缓解。”

2月暴风雨天气导致的船期安排困难加剧了欧洲的港口堵塞。乌克兰局势肯定会影响北欧很多港口的生产力,其中运往俄罗斯的货物被扣押,等待进一步通知。

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预计有更多货船在港口装卸

航运咨询公司Sea-Intelligence称,导致全球港口堵塞的另一个因素是主要航线上部署了更多货船。在疫情初期,随着空白船期的快速增加,部署在这些航线上的货船数量异常地大幅减少。

然而,在这个初期之后,部署货船数量先是恢复到正常水平,然后在2021年旺季结束前达到高位。Sea-Intelligence指出,2022年春节假期期间出现了暂时性下降,随后在我们展望2022年3月/4月时又开始急剧上升。

2022年3月/4月的预测增长可能会成为未来几个月内港口堵塞的主要因素。安排离开亚洲――随后到达北美洲西海岸――的货船数量将急剧增长,而且在疫情前正常水平基础上增长40%。这种情况本身会给港口基础设施带来更大的压力。

更令人担忧的是,未来几个月内,在亚洲与北美洲东海岸之间的贸易航线上,货船的数量将增长60%,因为承运商试图避开存在港口堵塞的西海岸。这会大大增加东海岸港口基础设施的压力。

持续性运输方式转变

不断变化的乌克兰局势也给亚洲与欧洲间的货运服务和运价带来了更大压力。运营商已经暂停了以俄罗斯为目的地的货运服务,让发货人不得不谨慎处理通过海洋和铁路网络在亚洲与欧洲之间开展的货运业务。

汇丰银行在3月初发布的《全球集装箱航运报告》指出,尽管需要更长的运输时间,但其中一些货物可以从铁路运输转为海运。“在亚欧贸易航线上,铁路运输货物转移50%相当于每周公称海运运力的3.2%,”汇丰银行航运和港口主管Parash Jain说道。

在亚洲,中国的严格抗疫政策也加剧了港口堵塞现象。“珠江三角洲的堵塞状况有所加剧,很可能是因为深圳实行了与疫情有关的动态封锁。我们预计中国的严格抗疫政策会持续下去,打乱本已脆弱的供应链,”Jain说道。

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中国各机场新冠肺炎疫情爆发导致的航班取消将进一步影响2022年运营。

供需平衡的持续紧张有可能进一步推高即期运价――不仅仅在亚欧之间,而是在全世界范围内。

敦豪全球货运海运部全球主管Dominique von Orelli说道:“敦豪正在密切监视运输模式可能变为海运对欧洲服务的影响。我们将继续保证客户能够获得充足的运力,但也会敦促他们及早预订。”

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再也无法恢复常态?

中国进一步封锁和欧洲战争的双重冲击正恰发生于在今年市场刚有恢复正常的迹象时。很多亚洲国家已经解除了旅行和运输限制,而且全球主要市场已经重新开放。

CLIVE数据服务公司的最新数据表明,今年2月,随着货运量、运力和载货率接近2019年的水平,全球航空货运市场继续试图达到疫情前的水平。与此同时,运价开始缓慢下降。

根据CLIVE数据服务公司的分析,2022年2月全球收费航空货运量与2019年疫情前水平相比下降了0.7%,与2021年2月相比上升了2.6%。与此同时,2022年同期的市场容量与2019年和2021年相比分别减小了5.4%和增加了6.9%。

该公司称,经过2021年11月和2021年11月旺季之后,在今年年初平静的市场状况下,总体运价连续第二个月下降。“虽然运价仍然很高,但随着市场运力的逐渐恢复和过去两年内供应链压力开始减小,2月运价开始缓慢下降,”该公司补充道。

然而,乌克兰持续的紧张局势意味着市场仍将在一段时期内保持不确定性,而且亚欧运力损失、飞越领空问题和燃油价格上涨给市场前景蒙上了长期阴影。

“脆弱的全球航空货运供应链对轻微冲击已经非常敏感。欧洲战争及其引起的制裁会再次完全颠覆整个行业,而与此同时,新冠肺炎疫情的影响似乎更加可控。我们仍然处在动荡多变的时期,”van de Wouw说道。

建议客户核实采用其他航线的可行性。“我们正在对情况进行监视,而且不断向客户提出替代航线的建议,以便满足他们的航运需求,”Leung说道。

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    [5] => stdClass Object
        (
            [field_data] => 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
            [field_data_translated] => 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
        )

    [6] => stdClass Object
        (
            [field_data] => 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
            [field_data_translated] => 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
        )

    [7] => stdClass Object
        (
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            [field_data] => <p>Further disruptions and increased air freight rates are expected as the Ukraine situation evolves. </p><p>With parts of China under strict Covid-19 lockdowns, and the evolving situation in Ukraine causing overflight issues as well as bumping up surcharges and fuel costs, the air freight market tightened considerably in March.</p>
<p>Despite a number of <a href="https://lot.dhl.com/positive-signals-air-freight-capacity/" target="_blank" rel="noopener">bright signs </a>in the early months of this year, further disruptions are now to be expected as geopolitical uncertainty clouds the economic and trading outlook.</p>
<p>Even as some markets in Asia are starting to open up, there are still tremendous operational challenges and capacity remains far lower than pre-pandemic days. This leaves the market open to supply chain disruptions.</p>
<p>“It’s been two years since we really started seeing how this pandemic was impacting global freight markets and the supply side limitations it caused are still pronounced,” said Kelvin Leung, CEO, DHL Global Forwarding Asia Pacific.</p>
<h2>China’s Covid-19 policy puts a damper on recovery</h2>
<p>As this column has recounted previously, China’s severe zero-Covid-19 policy is putting a handbrake on national economic growth, on top of regional and global supply chain efficiency.</p>
<p>A string of extensive lockdowns in southern China in response to an outbreak of the Omicron variant again disrupted ports, airports, manufacturing output and export capacity in early March. Strict rules have since closed Shanghai’s Pudong airport <a href="https://theloadstar.com/capacity-cuts-strike-again-as-shanghai-pudong-closes-to-inbound-flights/" target="_blank" rel="noopener">to inbound passenger services</a> for six weeks from 18 March, with flights diverted to 13 other cities in a bid to stop the spread of new Covid-19 cases.</p>
<p>Shenzhen airport, which picks up cargo usually handled at Hong Kong, is also struggling with a surge in Covid-19 cases, which led to the airport’s closure in mid-March.</p>
<p>“While we were expecting some signs of recovery in bellyhold capacity, the reality is that businesses have to be prepared for ever-changing global situations,” added Leung.</p>
<p><strong>RELATED ARTICLES</strong></p><p><a href="https://lot.dhl.com/china-impact-air-cargo-capacity/"><figure><img src="https://lot.dhl.com/wp-content/uploads/2022/01/AFR-Jan-2022-key-image.jpg"/></figure></a><br/><a href="https://lot.dhl.com/china-impact-air-cargo-capacity/"><strong>China casts a pall over air cargo capacity</strong></a><br/>Flight cancellations due to Covid-19 outbreaks across various Chinese airports will further impact operations in 2022.</p><h2>Uncertainties from developing situation in Europe</h2>
<p>Meanwhile, the situation in Ukraine is also a major shock to the supply chain. The market has lost access to swathes of air space, leading to longer routings. There are also a number of Russian carriers that are no longer active in the market, causing further global capacity headaches in such a tight market.</p>
<p>“The war in Ukraine is another example of an external event of which the air cargo industry has no control over, but which is having a profound impact, as happened with Covid-19,” said Niall van de Wouw, Managing Director of CLIVE Data Services.</p>
<p>Air cargo trucking services might also be affected as numerous Ukrainian drivers &#8211; which form an important share of the truck drivers in Europe &#8211; have decided to go back to their home country.</p>
<p>“When we consider the recovery of the aviation industry from the pandemic, the return of passengers is still a big question mark. The war in Ukraine presents another big question mark,” added van de Wouw.</p>
<p>Another market factor to consider is the energy price increase, which translates to higher fuel costs. This has in turn led to an increase in fuel surcharges (FSC) and security surcharges (SSC) to cover the higher cost of jet fuel and additional operational costs due to rerouting.</p>
<p>All of this puts upward pressure on rates which is seen on most lanes out of Asia to the U.S. and Europe. Costs have also been rising as carriers introduce a range of war risk surcharges.</p>
<p>“Airspace closures because of the conflict in Ukraine have resulted in a 25 percent drop in direct air cargo capacity between Europe and North East Asia,” notes the <a href="https://lot.dhl.com/dhl-air-freight-state-of-the-industry-march-2022/" target="_blank" rel="noopener">March DHL Airfreight State of the Industry report</a>.</p>
<p>The report also noted that additional air cargo capacity to Japan was taken out of the market due to the Ukraine situation. However, freighter capacity on other trade lanes has thus far seen only a minor impact,  but space remains very tight.</p>
<p><strong>RELATED ARTICLES</strong></p><p><a href="https://lot.dhl.com/scheduling-difficulties-ocean-freight/"><figure><img src="https://lot.dhl.com/wp-content/uploads/2022/03/scheduling-difficulties-ocean-freight-key-image.jpg"/></figure></a><br/><a href="https://lot.dhl.com/scheduling-difficulties-ocean-freight/"><strong>Scheduling difficulties abound for ocean freight</strong></a><br/>Ongoing port congestions and an evolving situation in Ukraine are contributing to further uncertainties.</p><h2>Goodbye to normality?</h2>
<p>The dual shocks of more lockdowns in China and war in Europe came just as there were signs of normality returning to the market this year. A number of Asian countries have lifted travel and transport restrictions, along with key global markets opening up once more.</p>
<p>The global air cargo market had continued trying to catch up with pre-pandemic levels in February as freight volumes, capacity and load factors stabilised close to 2019’s performance. This was also accompanied by rates also slowly trending downwards, according to the latest data from CLIVE Data Services.</p>
<p>According to analysis by CLIVE, global chargeable air cargo weight in February 2022 was -0.7 percent compared to the pre-Covid-19 level in 2019, and +2.6 percent compared to February 2021. Meanwhile, market capacity for the same period in 2022 stood at -5.4 percent and +6.9 percent compared to 2019 and 2021 figures.</p>
<p>The analyst firm reported that after the peak season in November 2021 and December 2021, quieter market conditions at the start of the year saw overall rates ease for a second consecutive month. “Rates, while still very high, were seen to be slowly winding down in February as capacity returned to the market and the stress on supply chains seen over the past two years began to ease,” it added.</p>
<p>However, the ongoing situation Ukraine means the market will remain uncertain for a while, with the loss of Asia-Europe capacity, overflight issues and higher fuel prices casting a lengthy shadow.</p>
<p>“A fragile global air cargo supply chain is already sensitive to minor shocks. War in Europe and its resulting sanctions could turn the industry upside down once again, just at the time when the Covid-19 impact was looking more under control. We remain in volatile and uncertain times,” said van de Wouw.</p>
<p>Customers are advised to check on the viability of using other routes. “We are monitoring the situation and constantly advising customers on alternative routes to meet their shipping needs,” said Leung.</p>

            [field_data_translated] => <p>随着乌克兰局势的变化，预计将发生进一步中断和空运运价上涨。 </p><p>随着中国部分地区受到严格的疫情封锁、涉及飞越领空问题的乌克兰形势变化以及附加费和燃油成本的上升，航空货运市场在3月份显著紧缩。</p>
<p>尽管今年前几个月有一系列<a href="https://lot.dhl.com/positive-signals-air-freight-capacity/"><u>明朗</u><u>的迹象</u></a>，但由于地缘政治不确定性给经济和贸易前景蒙上阴影，预计会产生进一步影响。</p>
<p>即使亚洲一些市场开始开放，但仍然存在巨大的运营难题，而且运力远低于疫情前水平。因此，市场随时会受到供应链中断的影响。</p>
<p>“从我们真正开始关注本次疫情对全球货运市场的影响时起已经过去了两年，由此给供应侧带来的制约仍然非常显著，”敦豪全球货运亚太区首席执行官Kelvin Leung说道。</p>
<p><strong>中国抗疫政策给复苏涂上一层灰色</strong></p>
<p>正如先前所述的那样，中国严格的疫情清零政策使国家经济发展陷入停顿状态，还影响了地区和全球供应链的运行效率。</p>
<p>3月初，华南地区为了应对奥密克戎毒株爆发采取了一系列广泛的封锁措施，再次扰乱了港口、机场、制造业产量和出口能力。从3月18日开始，在严格的管控措施下，上海浦东机场的<a href="https://theloadstar.com/capacity-cuts-strike-again-as-shanghai-pudong-closes-to-inbound-flights/"><u>入境旅客服务</u></a>已经关闭了六周，航班被转移到另外13个城市，以便阻止新新冠肺炎病例的传播。</p>
<p>主要负责处理香港中转货物的深圳机场也在努力应对激增的新冠肺炎病例，导致机场于3月中旬关闭。</p>
<p>“虽然我们预计腹舱运力有一些恢复的迹象，但实际情况是各企业必须为不断变化的全球形势做好准备，”Leung补充道。</p>
<p><strong>RELATED ARTICLES</strong></p><p><a href="https://lot.dhl.com/zh-hans/china-impact-air-cargo-capacity/"><figure><img src="https://lot.dhl.com/wp-content/uploads/2022/01/AFR-Jan-2022-key-image.jpg"/></figure></a><br/><a href="https://lot.dhl.com/zh-hans/china-impact-air-cargo-capacity/"><strong>中国给航空货运能力蒙上阴影</strong></a><br/>中国各机场新冠肺炎疫情爆发导致的航班取消将进一步影响2022年运营。</p><p><strong>欧洲局势变化带来的不确定性</strong></p>
<p>与此同时，乌克兰局势对供应链也是一个沉重的打击。市场已经无法使用大片空域，导致运输路线变长。还有很多俄罗斯承运商无法在市场中活动，从而在紧缩的市场中进一步导致全球运力紧张。</p>
<p>“与新冠肺炎疫情一样，乌克兰战争是航空货运行业无法控制但会造成深远影响的外部事件的另一个例子，”CLIVE数据服务公司董事总经理Niall van de Wouw说道。</p>
<p>航空货运中的货车运输服务也可能受到大量乌克兰卡车司机决定归国的影响，他们在欧洲货车司机当中占有很大的比重。</p>
<p>“当我们考察航空业从疫情中复苏的问题时，乘客能否回归仍然是一个巨大的问号。乌克兰战争带来了另一个巨大的问号，”van de Wouw补充道。</p>
<p>另一个需要考虑的市场因素是能源价格上涨导致的燃油成本上升。这个问题又导致燃油附加费（FSC）和安全附加费（SSC）增加，以弥补航空燃油的成本上涨和运输路线变更带来的额外运营成本。</p>
<p>所有这些都给运价带来了上涨压力，这一点可以从亚洲到美国和欧洲的大多数航线中看到。随着承运商引入一系列战争险附加费，成本也在不断攀升。</p>
<p><a href="https://lot.dhl.com/dhl-air-freight-state-of-the-industry-march-2022/"><u>今年3月的敦豪《</u><u>航空货运</u><u>行业状况报告》</u></a>指出，“乌克兰冲突导致的领空封锁，使得欧洲与东北亚之间的直接航空货运能力降低了25％。”</p>
<p>这份报告还提到，由于乌克兰局势，市场已不考虑前往日本的额外航空货运能力。然而，迄今为止，其他贸易路线的货机运力只受到轻微影响，但空间仍然非常紧张。</p>
<p><strong>RELATED ARTICLES</strong></p><p><a href="https://lot.dhl.com/zh-hans/?p=29303"><figure><img src="https://lot.dhl.com/wp-content/uploads/2022/03/scheduling-difficulties-ocean-freight-key-image.jpg"/></figure></a><br/><a href="https://lot.dhl.com/zh-hans/?p=29303"><strong>海洋运输船期安排困难重重</strong></a><br/>持续性港口堵塞和乌克兰局势变化导致了更大的不确定性。</p><p><strong>再也无法恢复常态？</strong></p>
<p>中国进一步封锁和欧洲战争的双重冲击正恰发生于在今年市场刚有恢复正常的迹象时。很多亚洲国家已经解除了旅行和运输限制，而且全球主要市场已经重新开放。</p>
<p>CLIVE数据服务公司的最新数据表明，今年2月，随着货运量、运力和载货率接近2019年的水平，全球航空货运市场继续试图达到疫情前的水平。与此同时，运价开始缓慢下降。</p>
<p>根据CLIVE数据服务公司的分析，2022年2月全球收费航空货运量与2019年疫情前水平相比下降了0.7％，与2021年2月相比上升了2.6％。与此同时，2022年同期的市场容量与2019年和2021年相比分别减小了5.4％和增加了6.9％。</p>
<p>该公司称，经过2021年11月和2021年11月旺季之后，在今年年初平静的市场状况下，总体运价连续第二个月下降。“虽然运价仍然很高，但随着市场运力的逐渐恢复和过去两年内供应链压力开始减小，2月运价开始缓慢下降，”该公司补充道。</p>
<p>然而，乌克兰持续的紧张局势意味着市场仍将在一段时期内保持不确定性，而且亚欧运力损失、飞越领空问题和燃油价格上涨给市场前景蒙上了长期阴影。</p>
<p>“脆弱的全球航空货运供应链对轻微冲击已经非常敏感。欧洲战争及其引起的制裁会再次完全颠覆整个行业，而与此同时，新冠肺炎疫情的影响似乎更加可控。我们仍然处在动荡多变的时期，”van de Wouw说道。</p>
<p>建议客户核实采用其他航线的可行性。“我们正在对情况进行监视，而且不断向客户提出替代航线的建议，以便满足他们的航运需求，”Leung说道。</p>

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		Array
(
    [Further disruptions and increased air freight rates are expected as the Ukraine situation evolves.] => 随着乌克兰局势的变化,预计将发生进一步中断和空运运价上涨。
    [[]] => 
    [Early positives give way to uncertainties for air freight] => Early positives give way to uncertainties for air freight
    [Uncertainties from developing situation in Europe
Meanwhile, the situation in Ukraine is also a major shock to the supply chain. The market has lost access to swathes of air space, leading to longer routings. There are also a number of Russian carriers that are no longer active in the market, causing further global capacity headaches in such a tight market.

“The war in Ukraine is another example of an external event of which the air cargo industry has no control over, but which is having a profound impact, as happened with Covid-19,” said Niall van de Wouw, Managing Director of CLIVE Data Services.

Air cargo trucking services might also be affected as numerous Ukrainian drivers - which form an important share of the truck drivers in Europe - have decided to go back to their home country.

“When we consider the recovery of the aviation industry from the pandemic, the return of passengers is still a big question mark. The war in Ukraine presents another big question mark,” added van de Wouw.

Another market factor to consider is the energy price increase, which translates to higher fuel costs. This has in turn led to an increase in fuel surcharges (FSC) and security surcharges (SSC) to cover the higher cost of jet fuel and additional operational costs due to rerouting.

All of this puts upward pressure on rates which is seen on most lanes out of Asia to the U.S. and Europe. Costs have also been rising as carriers introduce a range of war risk surcharges.

“Airspace closures because of the conflict in Ukraine have resulted in a 25 percent drop in direct air cargo capacity between Europe and North East Asia,” notes the March DHL Airfreight State of the Industry report.

The report also noted that additional air cargo capacity to Japan was taken out of the market due to the Ukraine situation. However, freighter capacity on other trade lanes has thus far seen only a minor impact,  but space remains very tight.] => 欧洲局势变化带来的不确定性

与此同时,乌克兰局势对供应链也是一个沉重的打击。市场已经无法使用大片空域,导致运输路线变长。还有很多俄罗斯承运商无法在市场中活动,从而在紧缩的市场中进一步导致全球运力紧张。

“与新冠肺炎疫情一样,乌克兰战争是航空货运行业无法控制但会造成深远影响的外部事件的另一个例子,”CLIVE数据服务公司董事总经理Niall van de Wouw说道。

航空货运中的货车运输服务也可能受到大量乌克兰卡车司机决定归国的影响,他们在欧洲货车司机当中占有很大的比重。

“当我们考察航空业从疫情中复苏的问题时,乘客能否回归仍然是一个巨大的问号。乌克兰战争带来了另一个巨大的问号,”van de Wouw补充道。

另一个需要考虑的市场因素是能源价格上涨导致的燃油成本上升。这个问题又导致燃油附加费(FSC)和安全附加费(SSC)增加,以弥补航空燃油的成本上涨和运输路线变更带来的额外运营成本。

所有这些都给运价带来了上涨压力,这一点可以从亚洲到美国和欧洲的大多数航线中看到。随着承运商引入一系列战争险附加费,成本也在不断攀升。

今年3月的敦豪《航空货运行业状况报告》指出,“乌克兰冲突导致的领空封锁,使得欧洲与东北亚之间的直接航空货运能力降低了25%。”

这份报告还提到,由于乌克兰局势,市场已不考虑前往日本的额外航空货运能力。然而,迄今为止,其他贸易路线的货机运力只受到轻微影响,但空间仍然非常紧张。
    [Goodbye to normality?
The dual shocks of more lockdowns in China and war in Europe came just as there were signs of normality returning to the market this year. A number of Asian countries have lifted travel and transport restrictions, along with key global markets opening up once more.

The global air cargo market had continued trying to catch up with pre-pandemic levels in February as freight volumes, capacity and load factors stabilised close to 2019’s performance. This was also accompanied by rates also slowly trending downwards, according to the latest data from CLIVE Data Services.

According to analysis by CLIVE, global chargeable air cargo weight in February 2022 was -0.7 percent compared to the pre-Covid-19 level in 2019, and +2.6 percent compared to February 2021. Meanwhile, market capacity for the same period in 2022 stood at -5.4 percent and +6.9 percent compared to 2019 and 2021 figures.

The analyst firm reported that after the peak season in November 2021 and December 2021, quieter market conditions at the start of the year saw overall rates ease for a second consecutive month. “Rates, while still very high, were seen to be slowly winding down in February as capacity returned to the market and the stress on supply chains seen over the past two years began to ease,” it added.

However, the ongoing situation Ukraine means the market will remain uncertain for a while, with the loss of Asia-Europe capacity, overflight issues and higher fuel prices casting a lengthy shadow.

“A fragile global air cargo supply chain is already sensitive to minor shocks. War in Europe and its resulting sanctions could turn the industry upside down once again, just at the time when the Covid-19 impact was looking more under control. We remain in volatile and uncertain times,” said van de Wouw.

Customers are advised to check on the viability of using other routes. “We are monitoring the situation and constantly advising customers on alternative routes to meet their shipping needs,” said Leung.] => 再也无法恢复常态?

中国进一步封锁和欧洲战争的双重冲击正恰发生于在今年市场刚有恢复正常的迹象时。很多亚洲国家已经解除了旅行和运输限制,而且全球主要市场已经重新开放。

CLIVE数据服务公司的最新数据表明,今年2月,随着货运量、运力和载货率接近2019年的水平,全球航空货运市场继续试图达到疫情前的水平。与此同时,运价开始缓慢下降。

根据CLIVE数据服务公司的分析,2022年2月全球收费航空货运量与2019年疫情前水平相比下降了0.7%,与2021年2月相比上升了2.6%。与此同时,2022年同期的市场容量与2019年和2021年相比分别减小了5.4%和增加了6.9%。

该公司称,经过2021年11月和2021年11月旺季之后,在今年年初平静的市场状况下,总体运价连续第二个月下降。“虽然运价仍然很高,但随着市场运力的逐渐恢复和过去两年内供应链压力开始减小,2月运价开始缓慢下降,”该公司补充道。

然而,乌克兰持续的紧张局势意味着市场仍将在一段时期内保持不确定性,而且亚欧运力损失、飞越领空问题和燃油价格上涨给市场前景蒙上了长期阴影。

“脆弱的全球航空货运供应链对轻微冲击已经非常敏感。欧洲战争及其引起的制裁会再次完全颠覆整个行业,而与此同时,新冠肺炎疫情的影响似乎更加可控。我们仍然处在动荡多变的时期,”van de Wouw说道。

建议客户核实采用其他航线的可行性。“我们正在对情况进行监视,而且不断向客户提出替代航线的建议,以便满足他们的航运需求,”Leung说道。
    [With parts of China under strict Covid-19 lockdowns, and the evolving situation in Ukraine causing overflight issues as well as bumping up surcharges and fuel costs, the air freight market tightened considerably in March.

Despite a number of bright signs in the early months of this year, further disruptions are now to be expected as geopolitical uncertainty clouds the economic and trading outlook.

Even as some markets in Asia are starting to open up, there are still tremendous operational challenges and capacity remains far lower than pre-pandemic days. This leaves the market open to supply chain disruptions.

“It’s been two years since we really started seeing how this pandemic was impacting global freight markets and the supply side limitations it caused are still pronounced,” said Kelvin Leung, CEO, DHL Global Forwarding Asia Pacific.
China’s Covid-19 policy puts a damper on recovery
As this column has recounted previously, China’s severe zero-Covid-19 policy is putting a handbrake on national economic growth, on top of regional and global supply chain efficiency.

A string of extensive lockdowns in southern China in response to an outbreak of the Omicron variant again disrupted ports, airports, manufacturing output and export capacity in early March. Strict rules have since closed Shanghai’s Pudong airport to inbound passenger services for six weeks from 18 March, with flights diverted to 13 other cities in a bid to stop the spread of new Covid-19 cases.

Shenzhen airport, which picks up cargo usually handled at Hong Kong, is also struggling with a surge in Covid-19 cases, which led to the airport’s closure in mid-March.

“While we were expecting some signs of recovery in bellyhold capacity, the reality is that businesses have to be prepared for ever-changing global situations,” added Leung.] => 随着中国部分地区受到严格的疫情封锁、涉及飞越领空问题的乌克兰形势变化以及附加费和燃油成本的上升,航空货运市场在3月份显著紧缩。

尽管今年前几个月有一系列明朗的迹象,但由于地缘政治不确定性给经济和贸易前景蒙上阴影,预计会产生进一步影响。

即使亚洲一些市场开始开放,但仍然存在巨大的运营难题,而且运力远低于疫情前水平。因此,市场随时会受到供应链中断的影响。

“从我们真正开始关注本次疫情对全球货运市场的影响时起已经过去了两年,由此给供应侧带来的制约仍然非常显著,”敦豪全球货运亚太区首席执行官Kelvin Leung说道。

中国抗疫政策给复苏涂上一层灰色

正如先前所述的那样,中国严格的疫情清零政策使国家经济发展陷入停顿状态,还影响了地区和全球供应链的运行效率。

3月初,华南地区为了应对奥密克戎毒株爆发采取了一系列广泛的封锁措施,再次扰乱了港口、机场、制造业产量和出口能力。从3月18日开始,在严格的管控措施下,上海浦东机场的入境旅客服务已经关闭了六周,航班被转移到另外13个城市,以便阻止新新冠肺炎病例的传播。

主要负责处理香港中转货物的深圳机场也在努力应对激增的新冠肺炎病例,导致机场于3月中旬关闭。

“虽然我们预计腹舱运力有一些恢复的迹象,但实际情况是各企业必须为不断变化的全球形势做好准备,”Leung补充道。
    [wysiwyg] => wysiwyg
    [outbound_box] => outbound_box
    [Further disruptions and increased air freight rates are expected as the Ukraine situation evolves. With parts of China under strict Covid-19 lockdowns, and the evolving situation in Ukraine causing overflight issues as well as bumping up surcharges and fuel costs, the air freight market tightened considerably in March.
Despite a number of bright signs in the early months of this year, further disruptions are now to be expected as geopolitical uncertainty clouds the economic and trading outlook.
Even as some markets in Asia are starting to open up, there are still tremendous operational challenges and capacity remains far lower than pre-pandemic days. This leaves the market open to supply chain disruptions.
“It’s been two years since we really started seeing how this pandemic was impacting global freight markets and the supply side limitations it caused are still pronounced,” said Kelvin Leung, CEO, DHL Global Forwarding Asia Pacific.
China’s Covid-19 policy puts a damper on recovery
As this column has recounted previously, China’s severe zero-Covid-19 policy is putting a handbrake on national economic growth, on top of regional and global supply chain efficiency.
A string of extensive lockdowns in southern China in response to an outbreak of the Omicron variant again disrupted ports, airports, manufacturing output and export capacity in early March. Strict rules have since closed Shanghai’s Pudong airport to inbound passenger services for six weeks from 18 March, with flights diverted to 13 other cities in a bid to stop the spread of new Covid-19 cases.
Shenzhen airport, which picks up cargo usually handled at Hong Kong, is also struggling with a surge in Covid-19 cases, which led to the airport’s closure in mid-March.
“While we were expecting some signs of recovery in bellyhold capacity, the reality is that businesses have to be prepared for ever-changing global situations,” added Leung.
RELATED ARTICLESChina casts a pall over air cargo capacityFlight cancellations due to Covid-19 outbreaks across various Chinese airports will further impact operations in 2022.Uncertainties from developing situation in Europe
Meanwhile, the situation in Ukraine is also a major shock to the supply chain. The market has lost access to swathes of air space, leading to longer routings. There are also a number of Russian carriers that are no longer active in the market, causing further global capacity headaches in such a tight market.
“The war in Ukraine is another example of an external event of which the air cargo industry has no control over, but which is having a profound impact, as happened with Covid-19,” said Niall van de Wouw, Managing Director of CLIVE Data Services.
Air cargo trucking services might also be affected as numerous Ukrainian drivers – which form an important share of the truck drivers in Europe – have decided to go back to their home country.
“When we consider the recovery of the aviation industry from the pandemic, the return of passengers is still a big question mark. The war in Ukraine presents another big question mark,” added van de Wouw.
Another market factor to consider is the energy price increase, which translates to higher fuel costs. This has in turn led to an increase in fuel surcharges (FSC) and security surcharges (SSC) to cover the higher cost of jet fuel and additional operational costs due to rerouting.
All of this puts upward pressure on rates which is seen on most lanes out of Asia to the U.S. and Europe. Costs have also been rising as carriers introduce a range of war risk surcharges.
“Airspace closures because of the conflict in Ukraine have resulted in a 25 percent drop in direct air cargo capacity between Europe and North East Asia,” notes the March DHL Airfreight State of the Industry report.
The report also noted that additional air cargo capacity to Japan was taken out of the market due to the Ukraine situation. However, freighter capacity on other trade lanes has thus far seen only a minor impact,  but space remains very tight.
RELATED ARTICLESScheduling difficulties abound for ocean freightOngoing port congestions and an evolving situation in Ukraine are contributing to further uncertainties.Goodbye to normality?
The dual shocks of more lockdowns in China and war in Europe came just as there were signs of normality returning to the market this year. A number of Asian countries have lifted travel and transport restrictions, along with key global markets opening up once more.
The global air cargo market had continued trying to catch up with pre-pandemic levels in February as freight volumes, capacity and load factors stabilised close to 2019’s performance. This was also accompanied by rates also slowly trending downwards, according to the latest data from CLIVE Data Services.
According to analysis by CLIVE, global chargeable air cargo weight in February 2022 was -0.7 percent compared to the pre-Covid-19 level in 2019, and +2.6 percent compared to February 2021. Meanwhile, market capacity for the same period in 2022 stood at -5.4 percent and +6.9 percent compared to 2019 and 2021 figures.
The analyst firm reported that after the peak season in November 2021 and December 2021, quieter market conditions at the start of the year saw overall rates ease for a second consecutive month. “Rates, while still very high, were seen to be slowly winding down in February as capacity returned to the market and the stress on supply chains seen over the past two years began to ease,” it added.
However, the ongoing situation Ukraine means the market will remain uncertain for a while, with the loss of Asia-Europe capacity, overflight issues and higher fuel prices casting a lengthy shadow.
“A fragile global air cargo supply chain is already sensitive to minor shocks. War in Europe and its resulting sanctions could turn the industry upside down once again, just at the time when the Covid-19 impact was looking more under control. We remain in volatile and uncertain times,” said van de Wouw.
Customers are advised to check on the viability of using other routes. “We are monitoring the situation and constantly advising customers on alternative routes to meet their shipping needs,” said Leung.] => 

随着乌克兰局势的变化,预计将发生进一步中断和空运运价上涨。

随着中国部分地区受到严格的疫情封锁、涉及飞越领空问题的乌克兰形势变化以及附加费和燃油成本的上升,航空货运市场在3月份显著紧缩。

尽管今年前几个月有一系列明朗的迹象,但由于地缘政治不确定性给经济和贸易前景蒙上阴影,预计会产生进一步影响。

即使亚洲一些市场开始开放,但仍然存在巨大的运营难题,而且运力远低于疫情前水平。因此,市场随时会受到供应链中断的影响。

“从我们真正开始关注本次疫情对全球货运市场的影响时起已经过去了两年,由此给供应侧带来的制约仍然非常显著,”敦豪全球货运亚太区首席执行官Kelvin Leung说道。

中国抗疫政策给复苏涂上一层灰色

正如先前所述的那样,中国严格的疫情清零政策使国家经济发展陷入停顿状态,还影响了地区和全球供应链的运行效率。

3月初,华南地区为了应对奥密克戎毒株爆发采取了一系列广泛的封锁措施,再次扰乱了港口、机场、制造业产量和出口能力。从3月18日开始,在严格的管控措施下,上海浦东机场的入境旅客服务已经关闭了六周,航班被转移到另外13个城市,以便阻止新新冠肺炎病例的传播。

主要负责处理香港中转货物的深圳机场也在努力应对激增的新冠肺炎病例,导致机场于3月中旬关闭。

“虽然我们预计腹舱运力有一些恢复的迹象,但实际情况是各企业必须为不断变化的全球形势做好准备,”Leung补充道。

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欧洲局势变化带来的不确定性

与此同时,乌克兰局势对供应链也是一个沉重的打击。市场已经无法使用大片空域,导致运输路线变长。还有很多俄罗斯承运商无法在市场中活动,从而在紧缩的市场中进一步导致全球运力紧张。

“与新冠肺炎疫情一样,乌克兰战争是航空货运行业无法控制但会造成深远影响的外部事件的另一个例子,”CLIVE数据服务公司董事总经理Niall van de Wouw说道。

航空货运中的货车运输服务也可能受到大量乌克兰卡车司机决定归国的影响,他们在欧洲货车司机当中占有很大的比重。

“当我们考察航空业从疫情中复苏的问题时,乘客能否回归仍然是一个巨大的问号。乌克兰战争带来了另一个巨大的问号,”van de Wouw补充道。

另一个需要考虑的市场因素是能源价格上涨导致的燃油成本上升。这个问题又导致燃油附加费(FSC)和安全附加费(SSC)增加,以弥补航空燃油的成本上涨和运输路线变更带来的额外运营成本。

所有这些都给运价带来了上涨压力,这一点可以从亚洲到美国和欧洲的大多数航线中看到。随着承运商引入一系列战争险附加费,成本也在不断攀升。

今年3月的敦豪《航空货运行业状况报告》指出,“乌克兰冲突导致的领空封锁,使得欧洲与东北亚之间的直接航空货运能力降低了25%。”

这份报告还提到,由于乌克兰局势,市场已不考虑前往日本的额外航空货运能力。然而,迄今为止,其他贸易路线的货机运力只受到轻微影响,但空间仍然非常紧张。

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再也无法恢复常态?

中国进一步封锁和欧洲战争的双重冲击正恰发生于在今年市场刚有恢复正常的迹象时。很多亚洲国家已经解除了旅行和运输限制,而且全球主要市场已经重新开放。

CLIVE数据服务公司的最新数据表明,今年2月,随着货运量、运力和载货率接近2019年的水平,全球航空货运市场继续试图达到疫情前的水平。与此同时,运价开始缓慢下降。

根据CLIVE数据服务公司的分析,2022年2月全球收费航空货运量与2019年疫情前水平相比下降了0.7%,与2021年2月相比上升了2.6%。与此同时,2022年同期的市场容量与2019年和2021年相比分别减小了5.4%和增加了6.9%。

该公司称,经过2021年11月和2021年11月旺季之后,在今年年初平静的市场状况下,总体运价连续第二个月下降。“虽然运价仍然很高,但随着市场运力的逐渐恢复和过去两年内供应链压力开始减小,2月运价开始缓慢下降,”该公司补充道。

然而,乌克兰持续的紧张局势意味着市场仍将在一段时期内保持不确定性,而且亚欧运力损失、飞越领空问题和燃油价格上涨给市场前景蒙上了长期阴影。

“脆弱的全球航空货运供应链对轻微冲击已经非常敏感。欧洲战争及其引起的制裁会再次完全颠覆整个行业,而与此同时,新冠肺炎疫情的影响似乎更加可控。我们仍然处在动荡多变的时期,”van de Wouw说道。

建议客户核实采用其他航线的可行性。“我们正在对情况进行监视,而且不断向客户提出替代航线的建议,以便满足他们的航运需求,”Leung说道。

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