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ALSO WORTH READING

预测航运需求对保证运力至关重要

企业也必须提前进行生产规划,以适应新常态。
2021 年 10月 27 日 •

一年多以来,标有“恢复常态”和“集装箱运输”的门型柱一直都处于不断退缩的模糊状态。

2020年最后一个季度的“季节性冷淡”未能实现。2021年的春节本应是另一个重启的机会,但调度可靠性没有出现任何重大改善,运费也没有出现实质性的下降。

2021年第三季度是承运商高管们的下一个目标,希望能让设备和船只重新就位。然而,在旺季导致运费进一步上涨和服务中断之前,整个夏季的需求仍然居高不下。

航运分析公司Sea-Intelligence的数据显示,8月份全球船期的可靠性降到了33.6%的历史最低点。  航运僵局最明显的迹象是9月底在长滩和洛杉矶码头外排起了70艘集装箱船的长队。在北美最重要的集装箱港口,一些船只在排队等候卸货的过程中滞留了三个多星期。

但是,港口拥挤的问题并不局限于美国西海岸。Vessels Value报告显示,上个月有400多艘集装箱船在全球各地的港口排队。而在9月份,这种情况每天都在恶化。

将重点转移到关键的东西方贸易上

由于从亚洲到欧洲和美国的主要东西方航线的费率上升,承运商在寻求利润最大化的过程中对运力进行了转移。
根据 最新的敦豪海运市场更新报告,部署在亚洲-欧洲和亚洲-北美航线上的全球集装箱船队的份额从2020年7月1日的34.6%增长到2021年7月1日的41.4%。同时,跨太平洋地区的运力同比增长30.6%。

“远东-中东贸易的运力短缺不仅是港口拥堵的结果;许多船舶被重新部署到东西方的主要航线,以满足强劲的货物需求,并希望运费能够得到缓解,”敦豪全球货运部负责人Dominique von Orelli表示。

专注于关键的东西方航线的战略对承运商来说已经取得了巨大的成功,现在预计这些承运商在 2021年的税息前收益将达到1500亿美元(1300亿欧元)。 然而,船舶和设备被吸引到最有利可图的航线上后,其他地方的托运商也感受到了影响。

例如,跨大西洋航运的运费已经飙升,而 而远东-中东航线的运力却在降低。目前,由规模最大的集装箱公司经营的中国中部-中东专线的服务机构中,没有一家能够提供每周航班。9月14日,这些服务机构部署了29艘船,而根据Alphaliner的计算,需要50艘船才能满足预估的时间表。

因此,这条航线上几乎有一半的航班不得不停航,因为这些服务机构缺乏40%的预估运力。除此之外,还需要更多的船只,因为港口的拥挤和锚地等待时间过长,船只无法在七周内完成一次往返行程。

在设备短缺的情况下,与报酬较高的跨太平洋东行和远东西行航线一样,相同的集装箱之间也出现了持续的竞争。von Orelli说道:“随着经济的回升,亚太地区到拉丁美洲的服务都出现了强劲的需求,所以重点就是要有足够的设备来满足需求。”

2022年保持谨慎的乐观态度

随着需求没有显示出喘息的机会,不断出现的冲击将运费拉高,并从运输网络中夺走了运力,现在只能将乐观的想法转移到2022年。

“随着更多新集装箱的涌入,全球的集装箱供应正在改善,”敦豪全球货运亚太区首席执行官Kelvin Leung指出。

但我们也应该谨慎行事,因为在中国新年和北京冬奥会之前,中国的生产线可能会受到影响。因为中国的新年和冬奥会都在明年2月份,所以工厂是有可能减少排放的。

“早在2008年北京奥运会之前,我们就看到中国为了减少排放和改善空气质量而进行了停产。在冬奥会之前,我们可能再次看到这种情况,这是有可能的,”von Orelli表示。

因此,随着客户为迎接中国新年而将工厂关闭前会重建全球库存,预计对中国出口的需求将呈现增加趋势。然而,产出有可能在前期受到限制。

Leung补充说,虽然有强烈的需求,但在2023年之前不会看到有大量的船只涌入市场。“因此,我预计许多供应链挑战将在2022年继续存在,新冠肺炎疫情之前的状态将不会出现。但我确实认为,突破当前的一些瓶颈后,情况会有所改善,”Leung表示。

为了做好充分准备,Leung指出,在供应链和生产计划方面的提前规划是至关重要的。“除了提前规划之外,客户还应该了解一下他们所有的物流选择。 他们越能预测自己的需求,我们就越容易帮助他们确保运力,并确保他们获得一流的服务,”Leung说道。

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            [seo_title] => 预测航运需求对保证运力至关重要
            [introduction_paragraph] => 企业也必须提前进行生产规划,以适应新常态。
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一年多以来,标有“恢复常态”和“集装箱运输”的门型柱一直都处于不断退缩的模糊状态。

2020年最后一个季度的“季节性冷淡”未能实现。2021年的春节本应是另一个重启的机会,但调度可靠性没有出现任何重大改善,运费也没有出现实质性的下降。

2021年第三季度是承运商高管们的下一个目标,希望能让设备和船只重新就位。然而,在旺季导致运费进一步上涨和服务中断之前,整个夏季的需求仍然居高不下。

航运分析公司Sea-Intelligence的数据显示,8月份全球船期的可靠性降到了33.6%的历史最低点。  航运僵局最明显的迹象是9月底在长滩和洛杉矶码头外排起了70艘集装箱船的长队。在北美最重要的集装箱港口,一些船只在排队等候卸货的过程中滞留了三个多星期。

但是,港口拥挤的问题并不局限于美国西海岸。Vessels Value报告显示,上个月有400多艘集装箱船在全球各地的港口排队。而在9月份,这种情况每天都在恶化。

将重点转移到关键的东西方贸易上

由于从亚洲到欧洲和美国的主要东西方航线的费率上升,承运商在寻求利润最大化的过程中对运力进行了转移。
根据 最新的敦豪海运市场更新报告,部署在亚洲-欧洲和亚洲-北美航线上的全球集装箱船队的份额从2020年7月1日的34.6%增长到2021年7月1日的41.4%。同时,跨太平洋地区的运力同比增长30.6%。

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“远东-中东贸易的运力短缺不仅是港口拥堵的结果;许多船舶被重新部署到东西方的主要航线,以满足强劲的货物需求,并希望运费能够得到缓解,”敦豪全球货运部负责人Dominique von Orelli表示。

专注于关键的东西方航线的战略对承运商来说已经取得了巨大的成功,现在预计这些承运商在 2021年的税息前收益将达到1500亿美元(1300亿欧元)。 然而,船舶和设备被吸引到最有利可图的航线上后,其他地方的托运商也感受到了影响。

例如,跨大西洋航运的运费已经飙升,而 而远东-中东航线的运力却在降低。目前,由规模最大的集装箱公司经营的中国中部-中东专线的服务机构中,没有一家能够提供每周航班。9月14日,这些服务机构部署了29艘船,而根据Alphaliner的计算,需要50艘船才能满足预估的时间表。

因此,这条航线上几乎有一半的航班不得不停航,因为这些服务机构缺乏40%的预估运力。除此之外,还需要更多的船只,因为港口的拥挤和锚地等待时间过长,船只无法在七周内完成一次往返行程。

在设备短缺的情况下,与报酬较高的跨太平洋东行和远东西行航线一样,相同的集装箱之间也出现了持续的竞争。von Orelli说道:“随着经济的回升,亚太地区到拉丁美洲的服务都出现了强劲的需求,所以重点就是要有足够的设备来满足需求。”

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几乎没有迹象表明航空货运服务需求在不久的将来下降。实际上,所有指标都表明未来几个月内会异常繁忙。

由于运费率维持较高水平,而且这个趋势很可能延续到明年,企业和托运人必须通过规划对航空货运成本进行控制。“重要的是提前而且更准确地取得运力承诺并对生产计划进行管理,以免错过船期,”敦豪全球货运亚太区首席执行官Kelvin Leung说道。

考虑到即将来临的国庆节黄金周,市场很可能从10月开始紧缩,因此规划至关重要。“随着各工厂开始减产,这通常会形成一个库存补货的高峰期,”Leung补充道。

与此同时,国际航空运输协会(IATA)的最新航空货运市场分析委婉地提出,与其他运输模式相比,供应链状况“将继续支持航空货运”。

国际航空运输协会对现状的保守解读中提到,对于希望将货物从亚洲运到北美洲和欧洲的托运人而言,目前费用较高,而且集装箱和运力较为紧缺

除此之外,今年9月的第三周,在美国西海岸洛杉矶港和长滩港主要码头等待卸载集装箱的集装箱货轮数量超过70艘

当然,这种形势迫使很多托运人将合适的产品转为航空货运。

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有限的海运运力导致一家越南海鲜产品出口商转向空运
由于海运挑战看不到尽头,越南最大的水产公司因急需运输冷冻蟹而转向空运,并进行调整以降低成本。

预计未来几个月内,运输公司航空货运需求坚

一家领先的亚洲运输公司当然希望航空货运需求激增。“市场指标表明,在港口堵塞导致航空运力持续受限且供应链中断的背景下,库存补货需求推动形成了一个明显的旺季,”国泰航空公司首席客户和商务官Ronald Lam在一次新闻发布会上说道。

Lam还提到,由于夏季是北半球的暑假期间,因此8月在传统上是一个货运比较平静的月份,即使这样,对于国泰航空公司而言,今年的情况并非如此。这家运输公司的本国市场、香港和整个网络都一直保持着旺盛的需求。

对于很多航空公司而言,虽然货运收入有所增加,但当前市场仍然风云诡谲,因为客运量仍然远低于疫情爆发前的水平。虽然国泰航空公司的客运量同比增长了278.4%,但与疫情爆发前的2019年8月相比降低了95.3%之多。上个月的客运量和客运收入与2019年8月相比分别降低了86.9%和92.4%。

国泰航空公司已经将其航空货运和客运业务规模扩大到旺季水平,以期增加收入。虽然货运收入有所增长,但这家运输公司仍然将目标设定为“在2021年的剩余时间内每个月现金消耗量低于10亿港元(1.1亿欧元)”。

全球货运能力有限,导致费率上涨

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运输公司机腹舱位不足是限制全球货运运力的一个主要因素,也是航空货运运费定价的一个持续推动因素。敦豪发布的航空货运行业最新动态表明,今年7月的运费率与2019年相比上涨了77%,与2020年相比上涨了18%。

由于运力有限而各企业持续经历巨大的需求增长,因此运费率居高不下,而且随着旺季的临近,需求注定还会继续增长。

然而,由于疫情爆发导致整个夏季亚洲运力受限,因此北美洲和欧洲主要机场仍然面临阻塞问题。

“今年夏季,由于发现新冠肺炎病例,来往中国的几个航班被取消,而且包括上海浦东机场在内的几座机场的作业也受到了限制,”敦豪全球货运全球航空货运主管Thomas Mack说道。

“强化的消毒措施和严格的作业限制也限制了作业能力,抬高了运费率,同时导致仓库积压更加严重,”Mack补充道。

除此之外,新冠肺炎病毒德尔塔毒株在越南等多个亚洲国家肆虐,对服务造成了影响并限制了运力提升。

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敦豪航空行业货运状况报告-2021年9月
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运费率预计在近期维持较高水平

CLIVE数据分析服务公司董事总经理Niall van de Wouw说道,由于国际客运航班班次的减少,航空货运能力已经变得十分紧张。甚至在浦东和越南的最近航班停运之前就已经发生了这种情况。主要洲际贸易航线的全部航班都显著提高了运费率。

根据CLIVE公司2021年8月的分析,今年8月全球可用货运能力与2019年8月相比下降了16%,而货运量增加了1%。

而且,过去两周内,上海浦东机场地面作业中断导致中国到欧洲贸易路线的货运量下降了10%,而去西方的运力降低了18%。

因此,与今年7月的最后一周相比,今年8月最后一周的即期运费率上涨了近20%。

在运费率维持当前水平的情况下,Leung指出,虽然今年夏季有更多机腹舱位运力回到市场,但对于航空货运行业而言,真正的挑战仍然是提供运力而不是货运需求不足。

“基本上来说,运力仍然不足以完全满足目前的需求。疫情爆发表明,在运输市场中,整个运输体系只要在浦东机场等地方受到轻微的震荡,就会给市场造成严重的后果,”Leung说道。

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2022年保持谨慎的乐观态度

随着需求没有显示出喘息的机会,不断出现的冲击将运费拉高,并从运输网络中夺走了运力,现在只能将乐观的想法转移到2022年。

“随着更多新集装箱的涌入,全球的集装箱供应正在改善,”敦豪全球货运亚太区首席执行官Kelvin Leung指出。

但我们也应该谨慎行事,因为在中国新年和北京冬奥会之前,中国的生产线可能会受到影响。因为中国的新年和冬奥会都在明年2月份,所以工厂是有可能减少排放的。

“早在2008年北京奥运会之前,我们就看到中国为了减少排放和改善空气质量而进行了停产。在冬奥会之前,我们可能再次看到这种情况,这是有可能的,”von Orelli表示。

因此,随着客户为迎接中国新年而将工厂关闭前会重建全球库存,预计对中国出口的需求将呈现增加趋势。然而,产出有可能在前期受到限制。

Leung补充说,虽然有强烈的需求,但在2023年之前不会看到有大量的船只涌入市场。“因此,我预计许多供应链挑战将在2022年继续存在,新冠肺炎疫情之前的状态将不会出现。但我确实认为,突破当前的一些瓶颈后,情况会有所改善,”Leung表示。

为了做好充分准备,Leung指出,在供应链和生产计划方面的提前规划是至关重要的。“除了提前规划之外,客户还应该了解一下他们所有的物流选择。 他们越能预测自己的需求,我们就越容易帮助他们确保运力,并确保他们获得一流的服务,”Leung说道。

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            [field_data_translated] => 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
        )

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

    [8] => stdClass Object
        (
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            [field_data] => <p>The goalposts marked ‘return to normalcy’ and ‘container shipping’ have been an ever-retreating blur for over a year.</p>
<p>The final quarter of the 2020 ‘seasonal lull’ failed to materialize. Chinese New Year 2021 was supposed to be another reset opportunity, but that too passed without major improvement in scheduling reliability or any meaningful subsidence of freight rates.</p>
<p>Q3 2021 was the next target for carrier executives hoping to get equipment and ships back in position. However, demand remained high through summer before the peak season delivered further price hikes and service disruption.</p>
<p>Global schedule reliability in August dropped to an all-time low of 33.6%, <a href="https://www.sea-intelligence.com/press-room/97-schedule-reliability-drops-to-all-time-low-33-6-in-august-2021" target="_blank" rel="nofollow noopener">according to shipping analyst firm Sea-Intelligence</a>. The most visible sign of the shipping logjam was the queue of 70 container ships off the coast of Long Beach and Los Angeles terminals at the end of September. Some vessels were stuck in queues for over three weeks, waiting to unload at North America’s premier box gateway.</p>
<p>But the problem of port congestion has not been confined to the U.S. West Coast. Vessels Value reported that over 400 container ships were in queues at ports worldwide last month, a situation that was worsening with every passing day in September.</p>
<p><strong>Shifting the focus to key East-West trades</strong></p>
<p>Due to rising rates on the key East-West routes from Asia to Europe and the U.S., carriers have diverted capacity as they seek to maximize profit. According to <a href="https://lot.dhl.com/dhl-ocean-freight-market-update-october-2021/" target="_blank" rel="noopener">DHL’s latest Ocean Freight Market Update</a>, the share of the global cellular fleet deployed on the Asia–Europe and Asia–North America trades increased from 34.6% on 1 July 2020 to 41.4% on 1 July 2021. Meanwhile, Trans-Pacific capacity rose 30.6% year-on-year.</p>
<p><strong>RELATED ARTICLES</strong></p><p><a href="https://lot.dhl.com/dhl-ocean-freight-market-update-october-2021/"><figure><img src="https://lot.dhl.com/wp-content/uploads/2021/09/OFR-market-update-October-2021-key-image.jpg"/></figure></a><br/><a href="https://lot.dhl.com/dhl-ocean-freight-market-update-october-2021/"><strong>DHL Ocean Freight Market Update – October 2021</strong></a><br/>Find out the latest developments of the global ocean freight market in this monthly analysis by DHL Global Forwarding.</p><p>“The shortage of capacity in the Far East–Middle East trade is not only a result of port congestion; many ships have been redeployed to the main East–West routes to meet the strong cargo demand and hopefully ease freight rates,” said Dominique von Orelli, Global Head, Ocean Freight, DHL Global Forwarding.</p>
<p>The strategy to focus on the key East-West routes has been enormously successful for carriers, which are now expected to make <a href="https://container-news.com/container-lines-set-to-make-record-profits-worth-us150-billion-in-2021/" target="_blank" rel="nofollow noopener">earnings before interest and tax of US$150 billion (€130 billion) in 2021</a>. However, shippers elsewhere have felt the repercussions of ships and equipment being sucked onto the most profitable lanes.</p>
<p>For example, trans-Atlantic shipping freight rates have spiked while <a href="https://lot.dhl.com/dhl-ocean-freight-market-update-october-2021/" target="_blank" rel="noopener">the Far East-Middle East service has seen reduced capacity</a>. None of the dedicated Central China–Middle East services operated by the largest container lines currently offers weekly sailings. On 14 September, 29 ships were deployed on these services compared to the 50 ships Alphaliner calculates are required to meet pro forma schedules.</p>
<p>As a result, almost half of all sailings on this route have to be blanked, as the services lacked 40% of the pro forma capacity. On top of that, additional ships are required, as vessels can no longer complete a round trip in seven weeks due to port congestion and long waiting times at anchorage.</p>
<p>With an equipment shortage in place, there is an ongoing competition for the same containers as higher paying trans-Pacific eastbound and Far East westbound routes. “Asia Pacific to Latin America services are seeing strong demand as economies rebound, thus the focus is to match the demand with equipment,” said von Orelli.</p>
<p><strong>RELATED ARTICLES</strong></p><p><a href="https://lot.dhl.com/demand-for-air-freight-grows-as-rates-remain-elevated/"><figure><img src="https://lot.dhl.com/wp-content/uploads/2021/10/AFR-update-Sep-2021-key-image.jpg"/></figure></a><br/><a href="https://lot.dhl.com/demand-for-air-freight-grows-as-rates-remain-elevated/"><strong>Demand for air freight grows as rates remain elevated</strong></a><br/>Shippers and businesses need to plan ahead to better manage their costs in the months to come.</p><h2><strong>Cautious optimism for 2022</strong></h2>
<p>With demand showing no respite and constant shocks driving up freight rates and taking capacity out of networks, optimistic eyes are now turning to 2022.</p>
<p>“The global supply of boxes is improving as more new containers enter circulation,” noted Kelvin Leung, CEO, DHL Global Forwarding Asia Pacific.</p>
<p>But this should be tempered with caution, as Chinese production lines might be impacted in the run-up to the Chinese New Year and the Beijing Winter Olympics. With both events falling in February next year, factory shutdowns are possible to cut emissions.</p>
<p>“Back in 2008 before the Olympics in Beijing we saw shutdowns to reduce emissions and improve air quality. It is not out of the question that we could see this again ahead of the Winter Olympics,” said von Orelli.</p>
<p>Thus, it is expected that demand will increase for China’s exports as customers rebuild global inventories ahead of Chinese New Year factory closures. However, there is a chance that output will be constrained in the lead-up.</p>
<p>Leung adds that while there is strong demand, the market will not see a significant <a href="https://theloadstar.com/the-loadstar-podcast-october-2021-episode-6-when-will-the-madness-end/" target="_blank" rel="nofollow noopener">influx of new ships until 2023</a>. “Therefore, I expect many supply chain challenges to continue in 2022 and we won’t see a return to a pre-Covid-19 state. But I do expect the situation to improve as some current bottlenecks ease,” said Leung.</p>
<p>To be well-prepared, Leung notes that advanced planning in supply chains and production schedules is essential. “Other than planning, customers should also look at all their logistics options. The better they can forecast their requirements, the easier it is for us to help them secure capacity and ensure they receive best-in-class services,” said Leung.</p>

            [field_data_translated] => <p>一年多以来，标有“恢复常态”和“集装箱运输”的门型柱一直都处于不断退缩的模糊状态。</p>
<p>2020年最后一个季度的“季节性冷淡”未能实现。2021年的春节本应是另一个重启的机会，但调度可靠性没有出现任何重大改善，运费也没有出现实质性的下降。</p>
<p>2021年第三季度是承运商高管们的下一个目标，希望能让设备和船只重新就位。然而，在旺季导致运费进一步上涨和服务中断之前，整个夏季的需求仍然居高不下。</p>
<p><a href="https://www.sea-intelligence.com/press-room/97-schedule-reliability-drops-to-all-time-low-33-6-in-august-2021">航运分析公司Sea-Intelligence的数据</a>显示，8月份全球船期的可靠性降到了33.6%的历史最低点。  航运僵局最明显的迹象是9月底在长滩和洛杉矶码头外排起了70艘集装箱船的长队。在北美最重要的集装箱港口，一些船只在排队等候卸货的过程中滞留了三个多星期。</p>
<p>但是，港口拥挤的问题并不局限于美国西海岸。Vessels Value报告显示，上个月有400多艘集装箱船在全球各地的港口排队。而在9月份，这种情况每天都在恶化。</p>
<p><strong>将重点转移到关键的东西方贸易上</strong></p>
<p>由于从亚洲到欧洲和美国的主要东西方航线的费率上升，承运商在寻求利润最大化的过程中对运力进行了转移。<br />
根据 <a href="https://lot.dhl.com/dhl-ocean-freight-market-update-october-2021/">最新的敦豪海运市场更新报告</a>，部署在亚洲-欧洲和亚洲-北美航线上的全球集装箱船队的份额从2020年7月1日的34.6%增长到2021年7月1日的41.4%。同时，跨太平洋地区的运力同比增长30.6%。</p>
<p><strong>RELATED ARTICLES</strong></p><p><a href="https://lot.dhl.com/zh-hans/dhl-ocean-freight-market-update-october-2021-2/"><figure><img src="https://lot.dhl.com/wp-content/uploads/2021/09/OFR-market-update-October-2021-key-image.jpg"/></figure></a><br/><a href="https://lot.dhl.com/zh-hans/dhl-ocean-freight-market-update-october-2021-2/"><strong>敦豪海运市场更新报告-2021年10月</strong></a><br/>阅读敦豪全球货运的这份月度分析报告，了解全球海运市场的最新发展。</p><p>“远东-中东贸易的运力短缺不仅是港口拥堵的结果；许多船舶被重新部署到东西方的主要航线，以满足强劲的货物需求，并希望运费能够得到缓解，”敦豪全球货运部负责人Dominique von Orelli表示。</p>
<p>专注于关键的东西方航线的战略对承运商来说已经取得了巨大的成功，现在预计这些承运商在 <a href="https://container-news.com/container-lines-set-to-make-record-profits-worth-us150-billion-in-2021/">2021年的税息前收益将达到1500亿美元（1300亿欧元）。</a> 然而，船舶和设备被吸引到最有利可图的航线上后，其他地方的托运商也感受到了影响。</p>
<p>例如，跨大西洋航运的运费已经飙升，而 <a href="https://lot.dhl.com/dhl-ocean-freight-market-update-october-2021/">而远东-中东航线的运力却在降低</a>。目前，由规模最大的集装箱公司经营的中国中部-中东专线的服务机构中，没有一家能够提供每周航班。9月14日，这些服务机构部署了29艘船，而根据Alphaliner的计算，需要50艘船才能满足预估的时间表。</p>
<p>因此，这条航线上几乎有一半的航班不得不停航，因为这些服务机构缺乏40%的预估运力。除此之外，还需要更多的船只，因为港口的拥挤和锚地等待时间过长，船只无法在七周内完成一次往返行程。</p>
<p>在设备短缺的情况下，与报酬较高的跨太平洋东行和远东西行航线一样，相同的集装箱之间也出现了持续的竞争。von Orelli说道：“随着经济的回升，亚太地区到拉丁美洲的服务都出现了强劲的需求，所以重点就是要有足够的设备来满足需求。”</p>
<p><strong>RELATED ARTICLES</strong></p><p><a href="https://lot.dhl.com/zh-hans/demand-for-air-freight-grows-as-rates-remain-elevated/"><figure><img src="https://lot.dhl.com/wp-content/uploads/2021/10/AFR-update-Sep-2021-key-image.jpg"/></figure></a><br/><a href="https://lot.dhl.com/zh-hans/demand-for-air-freight-grows-as-rates-remain-elevated/"><strong>尽管运费率维持较高水平，但航空货运需求仍在增长</strong></a><br/>托运人和企业需要提前规划才能在未来几个月内更好地控制成本。</p><h2><strong>对</strong><strong>2022</strong><strong>年保持谨慎的乐观态度</strong></h2>
<p>随着需求没有显示出喘息的机会，不断出现的冲击将运费拉高，并从运输网络中夺走了运力，现在只能将乐观的想法转移到2022年。</p>
<p>“随着更多新集装箱的涌入，全球的集装箱供应正在改善，”敦豪全球货运亚太区首席执行官Kelvin Leung指出。</p>
<p>但我们也应该谨慎行事，因为在中国新年和北京冬奥会之前，中国的生产线可能会受到影响。因为中国的新年和冬奥会都在明年2月份，所以工厂是有可能减少排放的。</p>
<p>“早在2008年北京奥运会之前，我们就看到中国为了减少排放和改善空气质量而进行了停产。在冬奥会之前，我们可能再次看到这种情况，这是有可能的，”von Orelli表示。</p>
<p>因此，随着客户为迎接中国新年而将工厂关闭前会重建全球库存，预计对中国出口的需求将呈现增加趋势。然而，产出有可能在前期受到限制。</p>
<p>Leung补充说，虽然有强烈的需求，但在2023年之前不会看到<a href="https://theloadstar.com/the-loadstar-podcast-october-2021-episode-6-when-will-the-madness-end/">有大量的船只涌入市场。</a>“因此，我预计许多供应链挑战将在2022年继续存在，新冠肺炎疫情之前的状态将不会出现。但我确实认为，突破当前的一些瓶颈后，情况会有所改善，”Leung表示。</p>
<p>为了做好充分准备，Leung指出，在供应链和生产计划方面的提前规划是至关重要的。“除了提前规划之外，客户还应该了解一下他们所有的物流选择。 他们越能预测自己的需求，我们就越容易帮助他们确保运力，并确保他们获得一流的服务，”Leung说道。</p>

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		Array
(
    [Forecasting shipping requirements will be vital to securing capacity] => 预测航运需求对保证运力至关重要
    [Businesses must also plan production schedule ahead of time to adapt to the new normal.] => 企业也必须提前进行生产规划,以适应新常态。
    [[]] => 
    [“The shortage of capacity in the Far East–Middle East trade is not only a result of port congestion; many ships have been redeployed to the main East–West routes to meet the strong cargo demand and hopefully ease freight rates,” said Dominique von Orelli, Global Head, Ocean Freight, DHL Global Forwarding.

The strategy to focus on the key East-West routes has been enormously successful for carriers, which are now expected to make earnings before interest and tax of US$150 billion (€130 billion) in 2021. However, shippers elsewhere have felt the repercussions of ships and equipment being sucked onto the most profitable lanes.

For example, trans-Atlantic shipping freight rates have spiked while the Far East-Middle East service has seen reduced capacity. None of the dedicated Central China–Middle East services operated by the largest container lines currently offers weekly sailings. On 14 September, 29 ships were deployed on these services compared to the 50 ships Alphaliner calculates are required to meet pro forma schedules.

As a result, almost half of all sailings on this route have to be blanked, as the services lacked 40% of the pro forma capacity. On top of that, additional ships are required, as vessels can no longer complete a round trip in seven weeks due to port congestion and long waiting times at anchorage.

With an equipment shortage in place, there is an ongoing competition for the same containers as higher paying trans-Pacific eastbound and Far East westbound routes. “Asia Pacific to Latin America services are seeing strong demand as economies rebound, thus the focus is to match the demand with equipment,” said von Orelli.] => “远东-中东贸易的运力短缺不仅是港口拥堵的结果;许多船舶被重新部署到东西方的主要航线,以满足强劲的货物需求,并希望运费能够得到缓解,”敦豪全球货运部负责人Dominique von Orelli表示。

专注于关键的东西方航线的战略对承运商来说已经取得了巨大的成功,现在预计这些承运商在 2021年的税息前收益将达到1500亿美元(1300亿欧元)。 然而,船舶和设备被吸引到最有利可图的航线上后,其他地方的托运商也感受到了影响。

例如,跨大西洋航运的运费已经飙升,而 而远东-中东航线的运力却在降低。目前,由规模最大的集装箱公司经营的中国中部-中东专线的服务机构中,没有一家能够提供每周航班。9月14日,这些服务机构部署了29艘船,而根据Alphaliner的计算,需要50艘船才能满足预估的时间表。

因此,这条航线上几乎有一半的航班不得不停航,因为这些服务机构缺乏40%的预估运力。除此之外,还需要更多的船只,因为港口的拥挤和锚地等待时间过长,船只无法在七周内完成一次往返行程。

在设备短缺的情况下,与报酬较高的跨太平洋东行和远东西行航线一样,相同的集装箱之间也出现了持续的竞争。von Orelli说道:“随着经济的回升,亚太地区到拉丁美洲的服务都出现了强劲的需求,所以重点就是要有足够的设备来满足需求。”
    [Cautious optimism for 2022
With demand showing no respite and constant shocks driving up freight rates and taking capacity out of networks, optimistic eyes are now turning to 2022.

“The global supply of boxes is improving as more new containers enter circulation,” noted Kelvin Leung, CEO, DHL Global Forwarding Asia Pacific.

But this should be tempered with caution, as Chinese production lines might be impacted in the run-up to the Chinese New Year and the Beijing Winter Olympics. With both events falling in February next year, factory shutdowns are possible to cut emissions.

“Back in 2008 before the Olympics in Beijing we saw shutdowns to reduce emissions and improve air quality. It is not out of the question that we could see this again ahead of the Winter Olympics,” said von Orelli.

Thus, it is expected that demand will increase for China’s exports as customers rebuild global inventories ahead of Chinese New Year factory closures. However, there is a chance that output will be constrained in the lead-up.

Leung adds that while there is strong demand, the market will not see a significant influx of new ships until 2023. “Therefore, I expect many supply chain challenges to continue in 2022 and we won’t see a return to a pre-Covid-19 state. But I do expect the situation to improve as some current bottlenecks ease,” said Leung.

To be well-prepared, Leung notes that advanced planning in supply chains and production schedules is essential. “Other than planning, customers should also look at all their logistics options. The better they can forecast their requirements, the easier it is for us to help them secure capacity and ensure they receive best-in-class services,” said Leung.] => 

2022年保持谨慎的乐观态度

随着需求没有显示出喘息的机会,不断出现的冲击将运费拉高,并从运输网络中夺走了运力,现在只能将乐观的想法转移到2022年。 “随着更多新集装箱的涌入,全球的集装箱供应正在改善,”敦豪全球货运亚太区首席执行官Kelvin Leung指出。 但我们也应该谨慎行事,因为在中国新年和北京冬奥会之前,中国的生产线可能会受到影响。因为中国的新年和冬奥会都在明年2月份,所以工厂是有可能减少排放的。 “早在2008年北京奥运会之前,我们就看到中国为了减少排放和改善空气质量而进行了停产。在冬奥会之前,我们可能再次看到这种情况,这是有可能的,”von Orelli表示。 因此,随着客户为迎接中国新年而将工厂关闭前会重建全球库存,预计对中国出口的需求将呈现增加趋势。然而,产出有可能在前期受到限制。 Leung补充说,虽然有强烈的需求,但在2023年之前不会看到有大量的船只涌入市场。“因此,我预计许多供应链挑战将在2022年继续存在,新冠肺炎疫情之前的状态将不会出现。但我确实认为,突破当前的一些瓶颈后,情况会有所改善,”Leung表示。 为了做好充分准备,Leung指出,在供应链和生产计划方面的提前规划是至关重要的。“除了提前规划之外,客户还应该了解一下他们所有的物流选择。 他们越能预测自己的需求,我们就越容易帮助他们确保运力,并确保他们获得一流的服务,”Leung说道。 [The goalposts marked ‘return to normalcy’ and ‘container shipping’ have been an ever-retreating blur for over a year. The final quarter of the 2020 ‘seasonal lull’ failed to materialize. Chinese New Year 2021 was supposed to be another reset opportunity, but that too passed without major improvement in scheduling reliability or any meaningful subsidence of freight rates. Q3 2021 was the next target for carrier executives hoping to get equipment and ships back in position. However, demand remained high through summer before the peak season delivered further price hikes and service disruption. Global schedule reliability in August dropped to an all-time low of 33.6%, according to shipping analyst firm Sea-Intelligence. The most visible sign of the shipping logjam was the queue of 70 container ships off the coast of Long Beach and Los Angeles terminals at the end of September. Some vessels were stuck in queues for over three weeks, waiting to unload at North America’s premier box gateway. But the problem of port congestion has not been confined to the U.S. West Coast. Vessels Value reported that over 400 container ships were in queues at ports worldwide last month, a situation that was worsening with every passing day in September. Shifting the focus to key East-West trades Due to rising rates on the key East-West routes from Asia to Europe and the U.S., carriers have diverted capacity as they seek to maximize profit. According to DHL’s latest Ocean Freight Market Update, the share of the global cellular fleet deployed on the Asia–Europe and Asia–North America trades increased from 34.6% on 1 July 2020 to 41.4% on 1 July 2021. Meanwhile, Trans-Pacific capacity rose 30.6% year-on-year.] => 一年多以来,标有“恢复常态”和“集装箱运输”的门型柱一直都处于不断退缩的模糊状态。 2020年最后一个季度的“季节性冷淡”未能实现。2021年的春节本应是另一个重启的机会,但调度可靠性没有出现任何重大改善,运费也没有出现实质性的下降。 2021年第三季度是承运商高管们的下一个目标,希望能让设备和船只重新就位。然而,在旺季导致运费进一步上涨和服务中断之前,整个夏季的需求仍然居高不下。 航运分析公司Sea-Intelligence的数据显示,8月份全球船期的可靠性降到了33.6%的历史最低点。  航运僵局最明显的迹象是9月底在长滩和洛杉矶码头外排起了70艘集装箱船的长队。在北美最重要的集装箱港口,一些船只在排队等候卸货的过程中滞留了三个多星期。 但是,港口拥挤的问题并不局限于美国西海岸。Vessels Value报告显示,上个月有400多艘集装箱船在全球各地的港口排队。而在9月份,这种情况每天都在恶化。 将重点转移到关键的东西方贸易上 由于从亚洲到欧洲和美国的主要东西方航线的费率上升,承运商在寻求利润最大化的过程中对运力进行了转移。 根据 最新的敦豪海运市场更新报告,部署在亚洲-欧洲和亚洲-北美航线上的全球集装箱船队的份额从2020年7月1日的34.6%增长到2021年7月1日的41.4%。同时,跨太平洋地区的运力同比增长30.6%。 [wysiwyg] => wysiwyg [outbound_box] => outbound_box [The goalposts marked ‘return to normalcy’ and ‘container shipping’ have been an ever-retreating blur for over a year. The final quarter of the 2020 ‘seasonal lull’ failed to materialize. Chinese New Year 2021 was supposed to be another reset opportunity, but that too passed without major improvement in scheduling reliability or any meaningful subsidence of freight rates. Q3 2021 was the next target for carrier executives hoping to get equipment and ships back in position. However, demand remained high through summer before the peak season delivered further price hikes and service disruption. Global schedule reliability in August dropped to an all-time low of 33.6%, according to shipping analyst firm Sea-Intelligence. The most visible sign of the shipping logjam was the queue of 70 container ships off the coast of Long Beach and Los Angeles terminals at the end of September. Some vessels were stuck in queues for over three weeks, waiting to unload at North America’s premier box gateway. But the problem of port congestion has not been confined to the U.S. West Coast. Vessels Value reported that over 400 container ships were in queues at ports worldwide last month, a situation that was worsening with every passing day in September. Shifting the focus to key East-West trades Due to rising rates on the key East-West routes from Asia to Europe and the U.S., carriers have diverted capacity as they seek to maximize profit. According to DHL’s latest Ocean Freight Market Update, the share of the global cellular fleet deployed on the Asia–Europe and Asia–North America trades increased from 34.6% on 1 July 2020 to 41.4% on 1 July 2021. Meanwhile, Trans-Pacific capacity rose 30.6% year-on-year. RELATED ARTICLESDHL Ocean Freight Market Update – October 2021Find out the latest developments of the global ocean freight market in this monthly analysis by DHL Global Forwarding.“The shortage of capacity in the Far East–Middle East trade is not only a result of port congestion; many ships have been redeployed to the main East–West routes to meet the strong cargo demand and hopefully ease freight rates,” said Dominique von Orelli, Global Head, Ocean Freight, DHL Global Forwarding. The strategy to focus on the key East-West routes has been enormously successful for carriers, which are now expected to make earnings before interest and tax of US$150 billion (€130 billion) in 2021. However, shippers elsewhere have felt the repercussions of ships and equipment being sucked onto the most profitable lanes. For example, trans-Atlantic shipping freight rates have spiked while the Far East-Middle East service has seen reduced capacity. None of the dedicated Central China–Middle East services operated by the largest container lines currently offers weekly sailings. On 14 September, 29 ships were deployed on these services compared to the 50 ships Alphaliner calculates are required to meet pro forma schedules. As a result, almost half of all sailings on this route have to be blanked, as the services lacked 40% of the pro forma capacity. On top of that, additional ships are required, as vessels can no longer complete a round trip in seven weeks due to port congestion and long waiting times at anchorage. With an equipment shortage in place, there is an ongoing competition for the same containers as higher paying trans-Pacific eastbound and Far East westbound routes. “Asia Pacific to Latin America services are seeing strong demand as economies rebound, thus the focus is to match the demand with equipment,” said von Orelli. RELATED ARTICLESDemand for air freight grows as rates remain elevatedShippers and businesses need to plan ahead to better manage their costs in the months to come.Cautious optimism for 2022 With demand showing no respite and constant shocks driving up freight rates and taking capacity out of networks, optimistic eyes are now turning to 2022. “The global supply of boxes is improving as more new containers enter circulation,” noted Kelvin Leung, CEO, DHL Global Forwarding Asia Pacific. But this should be tempered with caution, as Chinese production lines might be impacted in the run-up to the Chinese New Year and the Beijing Winter Olympics. With both events falling in February next year, factory shutdowns are possible to cut emissions. “Back in 2008 before the Olympics in Beijing we saw shutdowns to reduce emissions and improve air quality. It is not out of the question that we could see this again ahead of the Winter Olympics,” said von Orelli. Thus, it is expected that demand will increase for China’s exports as customers rebuild global inventories ahead of Chinese New Year factory closures. However, there is a chance that output will be constrained in the lead-up. Leung adds that while there is strong demand, the market will not see a significant influx of new ships until 2023. “Therefore, I expect many supply chain challenges to continue in 2022 and we won’t see a return to a pre-Covid-19 state. But I do expect the situation to improve as some current bottlenecks ease,” said Leung. To be well-prepared, Leung notes that advanced planning in supply chains and production schedules is essential. “Other than planning, customers should also look at all their logistics options. The better they can forecast their requirements, the easier it is for us to help them secure capacity and ensure they receive best-in-class services,” said Leung.] =>

一年多以来,标有“恢复常态”和“集装箱运输”的门型柱一直都处于不断退缩的模糊状态。

2020年最后一个季度的“季节性冷淡”未能实现。2021年的春节本应是另一个重启的机会,但调度可靠性没有出现任何重大改善,运费也没有出现实质性的下降。

2021年第三季度是承运商高管们的下一个目标,希望能让设备和船只重新就位。然而,在旺季导致运费进一步上涨和服务中断之前,整个夏季的需求仍然居高不下。

航运分析公司Sea-Intelligence的数据显示,8月份全球船期的可靠性降到了33.6%的历史最低点。  航运僵局最明显的迹象是9月底在长滩和洛杉矶码头外排起了70艘集装箱船的长队。在北美最重要的集装箱港口,一些船只在排队等候卸货的过程中滞留了三个多星期。

但是,港口拥挤的问题并不局限于美国西海岸。Vessels Value报告显示,上个月有400多艘集装箱船在全球各地的港口排队。而在9月份,这种情况每天都在恶化。

将重点转移到关键的东西方贸易上

由于从亚洲到欧洲和美国的主要东西方航线的费率上升,承运商在寻求利润最大化的过程中对运力进行了转移。
根据 最新的敦豪海运市场更新报告,部署在亚洲-欧洲和亚洲-北美航线上的全球集装箱船队的份额从2020年7月1日的34.6%增长到2021年7月1日的41.4%。同时,跨太平洋地区的运力同比增长30.6%。

RELATED ARTICLES


敦豪海运市场更新报告-2021年10月
阅读敦豪全球货运的这份月度分析报告,了解全球海运市场的最新发展。

“远东-中东贸易的运力短缺不仅是港口拥堵的结果;许多船舶被重新部署到东西方的主要航线,以满足强劲的货物需求,并希望运费能够得到缓解,”敦豪全球货运部负责人Dominique von Orelli表示。

专注于关键的东西方航线的战略对承运商来说已经取得了巨大的成功,现在预计这些承运商在 2021年的税息前收益将达到1500亿美元(1300亿欧元)。 然而,船舶和设备被吸引到最有利可图的航线上后,其他地方的托运商也感受到了影响。

例如,跨大西洋航运的运费已经飙升,而 而远东-中东航线的运力却在降低。目前,由规模最大的集装箱公司经营的中国中部-中东专线的服务机构中,没有一家能够提供每周航班。9月14日,这些服务机构部署了29艘船,而根据Alphaliner的计算,需要50艘船才能满足预估的时间表。

因此,这条航线上几乎有一半的航班不得不停航,因为这些服务机构缺乏40%的预估运力。除此之外,还需要更多的船只,因为港口的拥挤和锚地等待时间过长,船只无法在七周内完成一次往返行程。

在设备短缺的情况下,与报酬较高的跨太平洋东行和远东西行航线一样,相同的集装箱之间也出现了持续的竞争。von Orelli说道:“随着经济的回升,亚太地区到拉丁美洲的服务都出现了强劲的需求,所以重点就是要有足够的设备来满足需求。”

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尽管运费率维持较高水平,但航空货运需求仍在增长
托运人和企业需要提前规划才能在未来几个月内更好地控制成本。

2022年保持谨慎的乐观态度

随着需求没有显示出喘息的机会,不断出现的冲击将运费拉高,并从运输网络中夺走了运力,现在只能将乐观的想法转移到2022年。

“随着更多新集装箱的涌入,全球的集装箱供应正在改善,”敦豪全球货运亚太区首席执行官Kelvin Leung指出。

但我们也应该谨慎行事,因为在中国新年和北京冬奥会之前,中国的生产线可能会受到影响。因为中国的新年和冬奥会都在明年2月份,所以工厂是有可能减少排放的。

“早在2008年北京奥运会之前,我们就看到中国为了减少排放和改善空气质量而进行了停产。在冬奥会之前,我们可能再次看到这种情况,这是有可能的,”von Orelli表示。

因此,随着客户为迎接中国新年而将工厂关闭前会重建全球库存,预计对中国出口的需求将呈现增加趋势。然而,产出有可能在前期受到限制。

Leung补充说,虽然有强烈的需求,但在2023年之前不会看到有大量的船只涌入市场。“因此,我预计许多供应链挑战将在2022年继续存在,新冠肺炎疫情之前的状态将不会出现。但我确实认为,突破当前的一些瓶颈后,情况会有所改善,”Leung表示。

为了做好充分准备,Leung指出,在供应链和生产计划方面的提前规划是至关重要的。“除了提前规划之外,客户还应该了解一下他们所有的物流选择。 他们越能预测自己的需求,我们就越容易帮助他们确保运力,并确保他们获得一流的服务,”Leung说道。

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