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亚洲内部航道受亚洲到美国持续运力转移影响

集装箱船队持续增长放缓,需要更多时间使运力与需求达到平衡。
Intra-Asian lanes affected by ongoing capacity shift from Asia to U.S.
2022 年 2月 16 日 •

根据2月敦豪《海洋运输市场最新消息》和顶尖分析师的最新观点,美国消费在疫情推动下从服务转向产品,以及由此带来的跨太平洋海运集装箱需求和运价的激增,吸引货船离开亚洲,而且推高该地区的制造和供应链成本。

运力增长在该地区之外和之内造成了一定的影响。2022年初,全球43.7%的船队都在亚洲到欧洲和跨太平洋航道上航行,与去年同期相比增长了38.1%。

然而,受影响最大的是亚洲内部贸易本身。网上航运数据库Alphaliner称,去年亚洲内部航运量减少了约331,200个20英尺标准集装箱(TEU),相当于运力下降了10.8%,导致亚洲部分地区即期运价同比上涨一倍以上,而且没有下降的迹象。

敦豪全球货运亚太区首席执行官Kelvin Leung说道:“经过两年物流震荡后,亚洲内部运价的上涨并非供应链管理者需要解决的最大障碍,但这种上涨提高了总体供应链和生产成本。我们希望今年下半年这种情况能够有所缓和。”

运力向跨太平洋航线转移在疫情爆发初期就已经很明显了。随着美国消费者在疫情封锁期间大肆购买生活方式产品,从2020年第二季度开始,跨太平洋航线的运价大幅上涨。在需求和利润的驱使下,承运商开始将大量货船转移到这个地区。

这导致部分地区运力严重不足,因为大部分新增运力都被吸引到东西方之间的航线,牺牲了地区性和非洲贸易。

这对亚洲来说意味着什么?

亚洲内部运力向外转移造成的影响是亚洲运价和制造成本上涨。海洋和航空货运比价平台Xeneta称,2021年,从中国主要港口到日本和韩国主要港口的即期运价平均为每个40英尺集装箱(FEU)1,400美元(1,222欧元),而2020年只有640美元(560欧元)。1月前半个月,运价超过了每个40英尺集装箱1,800美元(1,571欧元)。

“尽管运价的上涨幅度小于其他部分主要去程贸易的上涨幅度,但即期运价上涨仍然会产生显著影响,”Xeneta公司首席分析师Peter Sand说道。“考虑到亚洲内部航线上的很多货物是该地区内工厂之间转移的中间产品,即期运价上涨一倍会显著增加制造过程的成本,迫使制造商重新布局该地区的制造业务和供应链。”

Leung称,虽然公司希望今年下半年这种情况能够有所缓解,“但敦豪仍将继续保障充足的运力,以满足所有航线上的客户需求,但最重要的是及早预订。”

运力增减变化

东西方之间的运力升级是以往返非洲班轮的减少为代价的,其中2022年初,亚洲、欧洲、美洲与非洲之间货船的总运力下降了6.4%,为168万个20英尺标准集装箱。

在这个期间内,部署在跨大西洋以及往返中东地区/印度次大陆航线上的运力较为稳定,其中与南美洲有关的航线运力有所增加。

然而,欧洲内部贸易是运力转移的另一个受害者。“欧洲内部贸易航运量减少了约48,200个20英尺标准集装箱(-4.5%),”Alphaliner称。这部分运力似乎转移到太平洋了。

“上个月,装有974个20英尺标准集装箱的SPICA J号货船离开欧洲驶往中国,体现了运力的持续下降。SPICA J号货船之前很多年都是在北欧运营的一艘典型支线货船,但去年12月中旬没有装载货物就离开了鹿特丹前往亚洲。这艘货船目前在太仓港装载中国出口货物。”

从东方到西方的持续转移

Alphaliner称,虽然去年亚欧贸易运力增长了10.2%,但这主要归因于16,000-24,000个20英尺标准集装箱的交付,这些集装箱取代了13,000个较小的20英尺标准集装箱。

地区贸易(例如亚洲内部)的运力损失主要是货船转移到跨太平洋航线引起的。虽然太平洋两岸的港口堵塞现象达到了创纪录的高水平,但这条航线对于承运商而言仍是最有利可图的。

Alphaliner估计,今年1月,即期运价(包括上海到加利福尼亚航线的溢价)给货船运营商带来的收入相当于每海里1.29美元(1.13欧元)。在亚欧贸易中,这一数字仅为0.73美元(0.64欧元),而2021年初为0.42美元(0.37欧元)。

“今年年初,全部集装箱船队有22%部署在亚洲与北美洲之间,而2021年1月1日这个比例为17.5%,”《海洋运输市场最新消息》提到。“过去一年内,承运商在这条东西方主要航线上增加了130万个20英尺标准集装箱的运力。”

堵塞黑洞

与2020年,2021年的新增货量被吸引到跨太平洋航线上。然而,需要增加运力才能补偿巨大的效率损失,而不是应对货物需求的相应激增,因为很多货船需要在锚地等待很长时间。

敦豪全球货运海运部全球主管Dominique von Orelli说道:“承运商根据自己必须支付的包船费用以及部署货船可能带来的收益做出合理的决定。尽管很多承运商经历了港口堵塞,但他们仍然选择了有高额利润的跨太平洋贸易。”

洛杉矶(1070万个20英尺标准集装箱)和长滩(938万个20英尺标准集装箱)的集装箱运输情况同比分别增长了13%和15.7%,表明了这种趋势。

“必须注意的是,这不仅涉及进行运力转移的大型集装箱航运公司,还涉及到转移货船的规模小得多的运营商和支线航运公司,以及包租自己货船的大型发货人,”von Orelli补充道。

虽然港口堵塞会一直持续到2022,但集装箱生产已经步入正轨可以赶超需求增长。然而,集装箱利用率要从2023年开始才会发生明显改善。

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            [seo_title] => 亚洲内部航道受亚洲到美国持续运力转移影响
            [introduction_paragraph] => 集装箱船队持续增长放缓,需要更多时间使运力与需求达到平衡。
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根据2月敦豪《海洋运输市场最新消息》和顶尖分析师的最新观点,美国消费在疫情推动下从服务转向产品,以及由此带来的跨太平洋海运集装箱需求和运价的激增,吸引货船离开亚洲,而且推高该地区的制造和供应链成本。

运力增长在该地区之外和之内造成了一定的影响。2022年初,全球43.7%的船队都在亚洲到欧洲和跨太平洋航道上航行,与去年同期相比增长了38.1%。

然而,受影响最大的是亚洲内部贸易本身。网上航运数据库Alphaliner称,去年亚洲内部航运量减少了约331,200个20英尺标准集装箱(TEU),相当于运力下降了10.8%,导致亚洲部分地区即期运价同比上涨一倍以上,而且没有下降的迹象。

敦豪全球货运亚太区首席执行官Kelvin Leung说道:“经过两年物流震荡后,亚洲内部运价的上涨并非供应链管理者需要解决的最大障碍,但这种上涨提高了总体供应链和生产成本。我们希望今年下半年这种情况能够有所缓和。”

运力向跨太平洋航线转移在疫情爆发初期就已经很明显了。随着美国消费者在疫情封锁期间大肆购买生活方式产品,从2020年第二季度开始,跨太平洋航线的运价大幅上涨。在需求和利润的驱使下,承运商开始将大量货船转移到这个地区。

这导致部分地区运力严重不足,因为大部分新增运力都被吸引到东西方之间的航线,牺牲了地区性和非洲贸易。

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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。

港口拥堵仍在继续,而且缓解瓶颈的努力收效甚微,给2022年海洋货运的前景蒙上了一层阴影。

虽然即将来临的春节有助于在一定程度上缓解积压状况,但本年度余下时间内供应情况很可能仍然变化无常,只有到2023年情况才会有所改善。

“我们预计2022年是一个变化无常的一年,虽然情况会有所改善,但我预计市场行情仍然与2021年几乎相同,甚至可能更具挑战性,”DHL全球货运亚太区首席执行官Kelvin Leung说道。

今年年初,预计2022年贸易和经济增长前景将看好。然而,港口拥堵现象仍然存在,给班轮业务的稳定性造成了很大影响。

《DHL海运市场展望》(2022-2024年)报告提到,承运商的船期可靠性目前处于历史最低水平,即使是表现最好的承运商也很难达到45%“准时”的水平,表现最差的承运商已经跌破20%大关。

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挥之不去的新冠肺炎疫情阴影

新冠肺炎疫情本身仍是主要的不利因素。由于高度传染性奥密克戎毒株的传播,新的旅行限制给包括香港在内的主要空运枢纽造成了影响,导致很多航班被取消。

对集装箱运输利益相关方损害更大的是去年12月产生于中国工业中心宁波的一连串新冠肺炎病例。2021年下半年,依照中国严格的零疫情政策,宁波已经进行了一连串的部分封锁。

根据各项报道,最近一次疫情爆发,由德尔塔毒株引起,发生在北仑区一家服装公司。北仑区是一个重要的制造业中心,也是多个集装箱码头的所在地。

宁波的最近封锁危及了该地区在春节工厂关闭前尽量保持制造业产量的能力,而且影响了卡车运输服务的效率和宁波舟山港的运营。宁波舟山港按吞吐量计算是全世界第三大集装箱枢纽。

在中国其他地方,长江是内地工业集中区与沿海港口之间的主要运输通道。今年年初,长江航运陷入一片混乱,因为2021年下半年有两名领航员核酸检测为阳性,导致大约200名船舶领航员被隔离14天。

由于很大一部分运力被困在港口,因此今年年初,集装箱货运市场再次收紧。上海出口集装箱运价指数(SCFI)是中国之外集装箱运价市场的晴雨表,当时有史以来首次突破5,000点大关。与2020年12月31日的2,783点相比是一个巨大增长。

转移问题

除此之外,其他因素也给快速恢复带来了挑战。供应链还受到东南亚暴雨的冲击,其中马来西亚的山洪爆发造成的延误让巴生港蒙受数百万美元的损失

在某些情形下,缓解瓶颈的工作增加了不确定性。某些承运商选择跳港,但给通过这些港口运输的客户造成了严重后果。多次跳港的情况也使得难以衡量班轮服务的可靠性。

长滩港和洛杉矶港都已采取措施缓解港口拥堵,其中包括对逗留超过规定时间的集装箱收取额外费用。然而,这样做只是将船只转移到港口外的锚地,或者导致船只减速航行或者转道备选港口。

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预计从2023开始恢复新常态

然而,保持一定程度的谨慎乐观是有原因的。承运商一直尝试通过增加航班来填补空缺。另一方面,不少企业学会了尽可能地对订单进行规划以保障运力。

今年春节期间通常的制造业减速有希望缓解这个状况。“我们希望需求减少可以缓解某些港口的拥堵状况,而且让承运商的船期可靠性达到较为正常的水平,”Leung说道。

然而,在2022年大部分时间里,港口瓶颈很可能在海运供应链的效率和可靠性方面起到举足轻重的作用。根据杰富瑞集团分析师Randy Giveans的计算,去年11月,平均有36.2%的集装箱船运力拥堵在港口。

DHL全球货运海运部全球主管Dominique von Orelli称,至少在今年上半年内,供需状况仍然与去年相似。“我们预计2022年上半年供应状况的易变性仍将基本沿着2021年相似的轨迹发展,”von Orelli说道。

杰富瑞集团Giveans还认为缓解瓶颈所做的努力可能会在今年晚些时候取得成果。“2022年内,随着拥堵问题的缓解,运价很可能会从峰值水平回落,”他说道。

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然而,《DHL海运市场展望》(2022-2024年)报告称,只有等积压需求得到满足――部分通过投入新运力,全球GDP增长才会进入较为正常的模式。报告提到,集装箱船订单数量达到了过去十年内的最高水平,其中大多数集装箱船在中国建造。如果集装箱产量保持稳定,那么随着最近订单开始交付,2023年供应增长速度将超过需求增长速度。

2023年和2024年,随着设备可用性的提高以及全球港口拥堵状况的缓解,运价将逐渐稳定。然而,需要注意的是运价将远高于疫情爆发前的水平。

与此同时,客户应当与运输合作伙伴密切合作,保护自身在危机最严重的时期不受影响。“为了在短期和中期内保障海运供应链,建议客户根据准确的库存和订单预测提前进行规划,并且考虑与承运商签订长期协议,”von Orelli说道。

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这对亚洲来说意味着什么?

亚洲内部运力向外转移造成的影响是亚洲运价和制造成本上涨。海洋和航空货运比价平台Xeneta称,2021年,从中国主要港口到日本和韩国主要港口的即期运价平均为每个40英尺集装箱(FEU)1,400美元(1,222欧元),而2020年只有640美元(560欧元)。1月前半个月,运价超过了每个40英尺集装箱1,800美元(1,571欧元)。

“尽管运价的上涨幅度小于其他部分主要去程贸易的上涨幅度,但即期运价上涨仍然会产生显著影响,”Xeneta公司首席分析师Peter Sand说道。“考虑到亚洲内部航线上的很多货物是该地区内工厂之间转移的中间产品,即期运价上涨一倍会显著增加制造过程的成本,迫使制造商重新布局该地区的制造业务和供应链。”

Leung称,虽然公司希望今年下半年这种情况能够有所缓解,“但敦豪仍将继续保障充足的运力,以满足所有航线上的客户需求,但最重要的是及早预订。”

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虽然风险持续存在,但远洋航运利益相关方仍能看见一些积极的信号。

虽然供应链状况仍然远逊于新冠肺炎疫情爆发前的时期,但制约因素已经开始部分得到缓解。这是因为在全球供应链中关键的一些亚洲经济体已放松疫情措施并重新对外开放。

2021年12月DHL《海洋运输市场最新消息》中提到,随着工厂重新开工,亚太地区经济体在第三季度受挫后开始反弹。德尔塔疫情逐渐消退,在印尼、泰国和印度经济加速增长的推动下,亚太地区的制造业产量开始回升。

中国是集装箱航运公司主要贸易路线所运送产品的主要供应国,其Caixin/Markit采购经理人指数(PMI)去年11月升高到50.6,表明继去年9月由于紧缩下降到50.0之后恢复了增长。该情况的部分原因在于,很多工厂去年早些时候经历了拉闸限电后,电力短缺状况得到了显著缓解

然而,我们对此应当持谨慎乐观的态度。“目前中断和瓶颈的影响预计将延续到2022年。但好的一面是,采购经理人指数表明中国的电力短缺状况没有影响我们客户的总体产量,”DHL全球货运亚太区首席执行官Kelvin Leung说道。

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持续存在的经营挑战

当然,这一切都不会一帆风顺。承运商仍然设置空白航班,通过撤销航线来保持船期的完整性。由于经营原因,一些承运商也采取了破坏性较小的跳港方式,即在略过航线中的特定港口。

“持续的空白航班、跳港以及最后时刻才做出的船期变动降低了市场的总体运力,而且这仍然是一个全行业面临的难题,”DHL全球货运海运部全球主管Dominique von Orelli说道。

Sea-Intelligence航运咨询公司称,去年10月,全球船期可靠性再次提高,但提高幅度不大,而且从全年来看,仍然稳定地保持在34-40%的范围内。值得注意的是,2021年10月的可靠性水平与2020年10月相比下降了18个百分点,而货船到达的平均延误时间仅略微减少到7.34天。

2021年10月,马士基再次成为十四大承运商当中最可靠的一家,船期稳定性达到46.4%,其次是汉堡南美船务集团(船期稳定性为38.1%)。

令人担忧的是,亚洲地区的船期缺口和港口堵塞情况越来越多。这些情况进一步扰乱了航运秩序,导致大量船只堵塞在转运枢纽。

而且,考虑到临近春节需求预计维持旺盛,全球性港口堵塞仍是一大难题。

从可能存在的瓶颈来看,由于中国针对船员的严格隔离规程,支线船运营商被迫从去年12月到今年2月中旬逐步减少在华南珠江三角洲的经营活动。

“在我们试图缓解全球供应链中断的过程中,仍然有很多运营难题需要解决,”von Orelli说道。“关于2022年全球航运健康度的任何预测都显然存在多方面的风险。”

供应链制约因素的缓解

即便如此,也有迹象表明经济在缓慢回暖。去年11月,摩根大通全球制造业采购经理人指数表明业务状况连续17个月好转。

摩根大通全球经济师Olya Borichevska称,去年11月的全球制造业采购经理人指数还表明“供应制约因素指标适度缓和,产量要素有所增长”,即“工业发展趋势向好”。

摩根大通还称,去年11月,全球新订单数量再次增长,而11月新出口订单的增速高于10月。

投资银行野村证券的分析进一步确认了这一点。去年12月初,野村证券称新冠肺炎疫情封锁后工厂逐步提高产能有助于克服供应链瓶颈,还称供应商配送时间指数(SDTi)从10月的42.9上升到11月的43.8,其中越南和中国的提高幅度尤其显著。

越南情况的好转尤其引人注目。在DHL全球连通性指数中,越南在169个国家当中排名第38位。由于实行了严格的社交距离措施,越南GDP下降6.1%,但其出口开始反弹。越南工业贸易部目前预计今年出口额将增长10%

“看到越南的开放以及健康全球宏观经济数据和亚洲出口数据,我对2022年持有谨慎乐观的态度,”Leung说道。

然而,他很快指出,过去两年内发生的事件(例如疫情、苏伊士运河堵塞和不可预测的天气)给整个行业上了严肃的一课。“从这些事件中我们学到的是,面对未知,我们唯一能做的就是做好预测、提前规划,防患于未然,”Leung补充道。

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运力增减变化

东西方之间的运力升级是以往返非洲班轮的减少为代价的,其中2022年初,亚洲、欧洲、美洲与非洲之间货船的总运力下降了6.4%,为168万个20英尺标准集装箱。

在这个期间内,部署在跨大西洋以及往返中东地区/印度次大陆航线上的运力较为稳定,其中与南美洲有关的航线运力有所增加。

然而,欧洲内部贸易是运力转移的另一个受害者。“欧洲内部贸易航运量减少了约48,200个20英尺标准集装箱(-4.5%),”Alphaliner称。这部分运力似乎转移到太平洋了。

“上个月,装有974个20英尺标准集装箱的SPICA J号货船离开欧洲驶往中国,体现了运力的持续下降。SPICA J号货船之前很多年都是在北欧运营的一艘典型支线货船,但去年12月中旬没有装载货物就离开了鹿特丹前往亚洲。这艘货船目前在太仓港装载中国出口货物。”

从东方到西方的持续转移

Alphaliner称,虽然去年亚欧贸易运力增长了10.2%,但这主要归因于16,000-24,000个20英尺标准集装箱的交付,这些集装箱取代了13,000个较小的20英尺标准集装箱。

地区贸易(例如亚洲内部)的运力损失主要是货船转移到跨太平洋航线引起的。虽然太平洋两岸的港口堵塞现象达到了创纪录的高水平,但这条航线对于承运商而言仍是最有利可图的。

Alphaliner估计,今年1月,即期运价(包括上海到加利福尼亚航线的溢价)给货船运营商带来的收入相当于每海里1.29美元(1.13欧元)。在亚欧贸易中,这一数字仅为0.73美元(0.64欧元),而2021年初为0.42美元(0.37欧元)。

“今年年初,全部集装箱船队有22%部署在亚洲与北美洲之间,而2021年1月1日这个比例为17.5%,”《海洋运输市场最新消息》提到。“过去一年内,承运商在这条东西方主要航线上增加了130万个20英尺标准集装箱的运力。”

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堵塞黑洞

与2020年,2021年的新增货量被吸引到跨太平洋航线上。然而,需要增加运力才能补偿巨大的效率损失,而不是应对货物需求的相应激增,因为很多货船需要在锚地等待很长时间。

敦豪全球货运海运部全球主管Dominique von Orelli说道:“承运商根据自己必须支付的包船费用以及部署货船可能带来的收益做出合理的决定。尽管很多承运商经历了港口堵塞,但他们仍然选择了有高额利润的跨太平洋贸易。”

洛杉矶(1070万个20英尺标准集装箱)和长滩(938万个20英尺标准集装箱)的集装箱运输情况同比分别增长了13%和15.7%,表明了这种趋势。

“必须注意的是,这不仅涉及进行运力转移的大型集装箱航运公司,还涉及到转移货船的规模小得多的运营商和支线航运公司,以及包租自己货船的大型发货人,”von Orelli补充道。

虽然港口堵塞会一直持续到2022,但集装箱生产已经步入正轨可以赶超需求增长。然而,集装箱利用率要从2023年开始才会发生明显改善。

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            [field_data_translated] => 5Lqa5rSy5YaF6YOo6Iiq6YGT5Y+X5Lqa5rSy5Yiw576O5Zu95oyB57ut6L+Q5Yqb6L2s56e75b2x5ZON
        )

    [4] => stdClass Object
        (
            [field_data] => T25nb2luZyBjb250YWluZXIgZmxlZXQgZ3Jvd3RoIGlzIHNsb3cgYW5kIHdpbGwgcmVxdWlyZSBtb3JlIHRpbWUgdG8gYmFsYW5jZSBvdXQgY2FwYWNpdHkgdmVyc3VzIGRlbWFuZC4=
            [field_data_translated] => 6ZuG6KOF566x6Ii56Zif5oyB57ut5aKe6ZW/5pS+57yT77yM6ZyA6KaB5pu05aSa5pe26Ze05L2/6L+Q5Yqb5LiO6ZyA5rGC6L6+5Yiw5bmz6KGh44CC
        )

    [5] => stdClass Object
        (
            [field_data] => T25nb2luZyBjb250YWluZXIgZmxlZXQgZ3Jvd3RoIGlzIHNsb3cgYW5kIHdpbGwgcmVxdWlyZSBtb3JlIHRpbWUgdG8gYmFsYW5jZSBvdXQgY2FwYWNpdHkgdmVyc3VzIGRlbWFuZC4=
            [field_data_translated] => 6ZuG6KOF566x6Ii56Zif5oyB57ut5aKe6ZW/5pS+57yT77yM6ZyA6KaB5pu05aSa5pe26Ze05L2/6L+Q5Yqb5LiO6ZyA5rGC6L6+5Yiw5bmz6KGh44CC
        )

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

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        )

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        )

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        (
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    [18] => stdClass Object
        (
            [field_data] => <p>Ongoing container fleet growth is slow and will require more time to balance out capacity versus demand. </p><p>The pandemic-driven shift of U.S. consumption from services to products, and the resulting surges in trans-Pacific ocean container demand and freight rates, are sucking ships out of Asia and driving up the region’s manufacturing and supply chain costs, according to <a href="https://lot.dhl.com/dhl-ocean-freight-market-update-february-2022/" target="_blank" rel="noopener">DHL’s February Ocean Freight Market Update</a> and the latest insight from leading analysts.</p>
<p>This increase in capacity has left holes both outside and within the region. At the start of 2022, 43.7 percent of the global fleet was operating on the Asia-Europe and trans-Pacific lanes, up from 38.1 percent a year earlier.</p>
<p>But the hardest hit has been trade within Asia itself. Some 331,200 Twenty-foot Equivalent Unit (TEU) slots have been removed from intra-Asian services last year, representing a capacity reduction of 10.8 percent, according to online shipping database <a href="https://public.alphaliner.com/">Alphaliner</a>. That has caused spot rates in some parts of Asia to more than double year-on-year, with no sign of them abating.</p>
<p>Kelvin Leung, CEO, DHL Global Forwarding Asia Pacific, said: “After two years of logistics shocks, these increases in intra-Asia rates are not the biggest hurdle supply chain managers have had to cope with. But they are adding to overall supply chain and production costs. We are hoping for some easing of the situation in the second half of this year.”</p>
<p>The shift in capacity to trans-Pacific routes was evident early in the pandemic. As U.S. consumers splurged on lifestyle products during Covid-19 lockdowns, freight rates on the trans-Pacific rose sharply from Q2 2020. Drawn by the demand and profits to be made, carriers began to divert large numbers of ships to the region.</p>
<p>This has left some regions severely short as most additional capacity was sucked into East-West shipping lanes at the expense of regional and Africa trades.</p>
<p><strong>RELATED ARTICLES</strong></p><p><a href="https://lot.dhl.com/port-congestions-volatile-2022/"><figure><img src="https://lot.dhl.com/wp-content/uploads/2022/01/port-congestions-volatile-2022-key-image.jpg"/></figure></a><br/><a href="https://lot.dhl.com/port-congestions-volatile-2022/"><strong>Port congestions set the tone for a volatile 2022</strong></a><br/>Ports will remain a bottleneck in the supply chain, with capacity and reliability only likely to stabilize later in this year or next.</p><h2>What does this mean for Asia?</h2>
<p>The effect of intra-Asia capacity withdrawals has been an increase in freight rates and manufacturing costs in Asia. According to ocean and air freight rate benchmarking platform Xeneta, spot rates from the main Chinese ports to the main Japanese and South Korean ports in 2021 averaged USD 1,400 (€1,222) per Forty Equipment Unit (FEU), up from USD 640 (€560) in 2020. In the first half of January they rose above USD 1,800 (€1,571) per FEU.</p>
<p>“Though the increases are smaller than on some other major head haul trades, the higher spot prices can still have a considerable impact,” said Peter Sand, Chief Analyst , Xeneta. “Considering that many of the goods on these intra-Asian trades are intermediate goods moving between factories in the region, doubling spot freight rates can often add considerable costs to the manufacturing process, forcing manufacturers to reconsider their manufacturing and supply chains across the region.”</p>
<p>Leung said that while the company was hoping for some easing of the situation in the second half of this year, “DHL continues to secure capacity in sufficient scale to meet customer needs on all trades but booking early is paramount.”</p>
<p><strong>RELATED ARTICLES</strong></p><p><a href="https://lot.dhl.com/rising-export-levels-inspire-cautious-optimism/"><figure><img src="https://lot.dhl.com/wp-content/uploads/2021/12/ocean-freight-Dec-2021-update-key-image.jpg"/></figure></a><br/><a href="https://lot.dhl.com/rising-export-levels-inspire-cautious-optimism/"><strong>Rising export levels inspire cautious optimism</strong></a><br/>Despite continuing risks, there are some positive signs for ocean shipping stakeholders.</p><h2>Capacity gains and losses</h2>
<p>The East-West capacity upgrades also came at the expense of liner offerings to and from Africa, where the combined capacity of ships trading between Asia, Europe, America and Africa fell by 6.4 percent to 1.68m TEU at the start of 2022.</p>
<p>Capacity deployed on the trans-Atlantic, and to and from the Middle East/Indian subcontinent, was relatively stable over the period while Latin America-related services saw an increase in capacity.</p>
<p>However, the intra-European trade proved to be another victim of the capacity shifts. “Some 48,200 TEU slots disappeared from intra-European services (- 4.5 percent),” noted Alphaliner. That capacity appeared to be <a href="https://theloadstar.com/secondary-trades-suffer-as-carriers-continue-to-chase-the-big-bucks/" target="_blank" rel="nofollow noopener">heading to the Pacific</a>.</p>
<p>“The ongoing capacity reduction was illustrated last month as the 974 TEU <em>SPICA J</em> left Europe for China. The <em>SPICA J</em> previously operated for many years as a typical feeder vessel in North Europe but left Rotterdam without any cargo mid-December for a voyage to Asia. The ship is currently loading Chinese export cargo in Taicang.”</p>
<h2>Ongoing shifts from East to West</h2>
<p>Although Asia-Europe trade saw a capacity increase of 10.2 percent last year, this was largely due to the delivery of 16,000-24,000 TEU, which replaced the smaller 13,000 TEU units, according to Alphaliner.</p>
<p>The loss of capacity on regional trades such as intra-Asia was primarily a result of vessels being transferred to the trans-Pacific lane, which remains the most profitable for carriers even though port congestion on both sides of the Pacific is at record highs.</p>
<p>Alphaliner estimates that January spot freight rates including premiums on the Shanghai-California lane corresponded to revenue for vessel operators of  USD 1.29 (€1.13) per nautical mile. On Asia-Europe trade, the figure was just USD 0.73 (€0.64) , up from USD 0.42 (€0.37) at the start of 2021.</p>
<p>“At the start of this year, 22 percent of the total container fleet was deployed between Asia and North America, up from 17.5 percent on 1 January 2021,” notes the Update. “Carriers added 1.30m TEU of capacity to this major East-West route over the course of last year.”</p>
<p><strong>RELATED ARTICLES</strong></p><p><a href="https://lot.dhl.com/dhl-ocean-freight-market-update-outlook-2022-2024/"><figure><img src="https://lot.dhl.com/wp-content/uploads/2022/01/OFR-market-update-Jan-2022-key-image.jpg"/></figure></a><br/><a href="https://lot.dhl.com/dhl-ocean-freight-market-update-outlook-2022-2024/"><strong>DHL Ocean Freight Market Update Outlook 2022-2024</strong></a><br/>Demand remains strong amidst limited capacity, with freight rates looking to stabilize much later in 2024.</p><h2>Congestion black hole</h2>
<p>Unlike in 2020, extra tonnage in 2021 was drawn into the trans-Pacific. The capacity increase, however, was needed to compensate for the huge efficiency loss as many ships faced long waiting times at anchorages, rather than to cope with a corresponding surge in cargo demand.</p>
<p>Dominique von Orelli, Global Head, Ocean Freight, DHL Global Forwarding, said: “Carriers are making logical decisions based on the charter costs they must pay, and the likely returns they can make when deploying those vessels. That equation points to the highly lucrative trans-Pacific trade, despite the port congestion many encounter there.”</p>
<p>This is highlighted by the container traffic situation at Los Angeles (10.70m TEU) and Long Beach (9.38m TEU), which increased by a more modest 13 percent and 15.7 percent, respectively, last year.</p>
<p>“It is important to note that this is not just about big container lines moving capacity, this is also much smaller operators and feeder companies that are re-diverting ships, and also big shippers which have been chartering their own vessels,” added von Orelli.</p>
<p>While port congestions will continue well into 2022, container production is <a href="https://lot.dhl.com/port-congestions-volatile-2022/" target="_blank" rel="noopener">on track to overtake demand growth</a>. Equipment availability, however, will only see more apparent improvements from 2023.</p>

            [field_data_translated] => <p>集装箱船队持续增长放缓，需要更多时间使运力与需求达到平衡。 </p><p>根据<a href="https://lot.dhl.com/dhl-ocean-freight-market-update-february-2022/"><u>2月</u><u>敦豪《海洋运输市场最新消息》</u></a>和顶尖分析师的最新观点，美国消费在疫情推动下从服务转向产品，以及由此带来的跨太平洋海运集装箱需求和运价的激增，吸引货船离开亚洲，而且推高该地区的制造和供应链成本。</p>
<p>运力增长在该地区之外和之内造成了一定的影响。2022年初，全球43.7％的船队都在亚洲到欧洲和跨太平洋航道上航行，与去年同期相比增长了38.1％。</p>
<p>然而，受影响最大的是亚洲内部贸易本身。网上航运数据库<a href="https://public.alphaliner.com/"><u>Alphaliner</u></a>称，去年亚洲内部航运量减少了约331,200个20英尺标准集装箱（TEU），相当于运力下降了10.8％，导致亚洲部分地区即期运价同比上涨一倍以上，而且没有下降的迹象。</p>
<p>敦豪全球货运亚太区首席执行官Kelvin Leung说道：“经过两年物流震荡后，亚洲内部运价的上涨并非供应链管理者需要解决的最大障碍，但这种上涨提高了总体供应链和生产成本。我们希望今年下半年这种情况能够有所缓和。”</p>
<p>运力向跨太平洋航线转移在疫情爆发初期就已经很明显了。随着美国消费者在疫情封锁期间大肆购买生活方式产品，从2020年第二季度开始，跨太平洋航线的运价大幅上涨。在需求和利润的驱使下，承运商开始将大量货船转移到这个地区。</p>
<p>这导致部分地区运力严重不足，因为大部分新增运力都被吸引到东西方之间的航线，牺牲了地区性和非洲贸易。</p>
<p><strong>RELATED ARTICLES</strong></p><p><a href="https://lot.dhl.com/zh-hans/port-congestions-volatile-2022/"><figure><img src="https://lot.dhl.com/wp-content/uploads/2022/01/port-congestions-volatile-2022-key-image.jpg"/></figure></a><br/><a href="https://lot.dhl.com/zh-hans/port-congestions-volatile-2022/"><strong>港口拥堵奠定了2022年变化无常的基调</strong></a><br/>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。</p><p><strong>这对亚洲来说意味着什么？</strong></p>
<p>亚洲内部运力向外转移造成的影响是亚洲运价和制造成本上涨。海洋和航空货运比价平台Xeneta称，2021年，从中国主要港口到日本和韩国主要港口的即期运价平均为每个40英尺集装箱（FEU）1,400美元（1,222欧元），而2020年只有640美元（560欧元）。1月前半个月，运价超过了每个40英尺集装箱1,800美元（1,571欧元）。</p>
<p>“尽管运价的上涨幅度小于其他部分主要去程贸易的上涨幅度，但即期运价上涨仍然会产生显著影响，”Xeneta公司首席分析师Peter Sand说道。“考虑到亚洲内部航线上的很多货物是该地区内工厂之间转移的中间产品，即期运价上涨一倍会显著增加制造过程的成本，迫使制造商重新布局该地区的制造业务和供应链。”</p>
<p>Leung称，虽然公司希望今年下半年这种情况能够有所缓解，“但敦豪仍将继续保障充足的运力，以满足所有航线上的客户需求，但最重要的是及早预订。”</p>
<p><strong>RELATED ARTICLES</strong></p><p><a href="https://lot.dhl.com/zh-hans/rising-export-levels-inspire-cautious-optimism/"><figure><img src="https://lot.dhl.com/wp-content/uploads/2021/12/ocean-freight-Dec-2021-update-key-image.jpg"/></figure></a><br/><a href="https://lot.dhl.com/zh-hans/rising-export-levels-inspire-cautious-optimism/"><strong>出口水平不断上升，对未来发展谨慎乐观</strong></a><br/>虽然风险持续存在，但远洋航运利益相关方仍能看见一些积极的信号。</p><p><strong>运力增减变化</strong></p>
<p>东西方之间的运力升级是以往返非洲班轮的减少为代价的，其中2022年初，亚洲、欧洲、美洲与非洲之间货船的总运力下降了6.4％，为168万个20英尺标准集装箱。</p>
<p>在这个期间内，部署在跨大西洋以及往返中东地区／印度次大陆航线上的运力较为稳定，其中与南美洲有关的航线运力有所增加。</p>
<p>然而，欧洲内部贸易是运力转移的另一个受害者。“欧洲内部贸易航运量减少了约48,200个20英尺标准集装箱（-4.5％），”Alphaliner称。这部分运力似乎<a href="https://theloadstar.com/secondary-trades-suffer-as-carriers-continue-to-chase-the-big-bucks/"><u>转移到太平洋</u></a>了。</p>
<p>“上个月，装有974个20英尺标准集装箱的SPICA J号货船离开欧洲驶往中国，体现了运力的持续下降。SPICA J号货船之前很多年都是在北欧运营的一艘典型支线货船，但去年12月中旬没有装载货物就离开了鹿特丹前往亚洲。这艘货船目前在太仓港装载中国出口货物。”</p>
<p><strong>从东方到西方的持续转移</strong></p>
<p>Alphaliner称，虽然去年亚欧贸易运力增长了10.2％，但这主要归因于16,000-24,000个20英尺标准集装箱的交付，这些集装箱取代了13,000个较小的20英尺标准集装箱。</p>
<p>地区贸易（例如亚洲内部）的运力损失主要是货船转移到跨太平洋航线引起的。虽然太平洋两岸的港口堵塞现象达到了创纪录的高水平，但这条航线对于承运商而言仍是最有利可图的。</p>
<p>Alphaliner估计，今年1月，即期运价（包括上海到加利福尼亚航线的溢价）给货船运营商带来的收入相当于每海里1.29美元（1.13欧元）。在亚欧贸易中，这一数字仅为0.73美元（0.64欧元），而2021年初为0.42美元（0.37欧元）。</p>
<p>“今年年初，全部集装箱船队有22％部署在亚洲与北美洲之间，而2021年1月1日这个比例为17.5％，”《海洋运输市场最新消息》提到。“过去一年内，承运商在这条东西方主要航线上增加了130万个20英尺标准集装箱的运力。”</p>
<p><strong>RELATED ARTICLES</strong></p><p><a href="https://lot.dhl.com/dhl-ocean-freight-market-update-outlook-2022-2024/"><figure><img src="https://lot.dhl.com/wp-content/uploads/2022/01/OFR-market-update-Jan-2022-key-image.jpg"/></figure></a><br/><a href="https://lot.dhl.com/dhl-ocean-freight-market-update-outlook-2022-2024/"><strong>DHL Ocean Freight Market Update Outlook 2022-2024</strong></a><br/>Demand remains strong amidst limited capacity, with freight rates looking to stabilize much later in 2024.</p><p><strong>堵塞黑洞</strong></p>
<p>与2020年，2021年的新增货量被吸引到跨太平洋航线上。然而，需要增加运力才能补偿巨大的效率损失，而不是应对货物需求的相应激增，因为很多货船需要在锚地等待很长时间。</p>
<p>敦豪全球货运海运部全球主管Dominique von Orelli说道：“承运商根据自己必须支付的包船费用以及部署货船可能带来的收益做出合理的决定。尽管很多承运商经历了港口堵塞，但他们仍然选择了有高额利润的跨太平洋贸易。”</p>
<p>洛杉矶（1070万个20英尺标准集装箱）和长滩（938万个20英尺标准集装箱）的集装箱运输情况同比分别增长了13％和15.7％，表明了这种趋势。</p>
<p>“必须注意的是，这不仅涉及进行运力转移的大型集装箱航运公司，还涉及到转移货船的规模小得多的运营商和支线航运公司，以及包租自己货船的大型发货人，”von Orelli补充道。</p>
<p>虽然港口堵塞会一直持续到2022，但集装箱生产已经<a href="https://lot.dhl.com/port-congestions-volatile-2022/"><u>步入正轨</u>，<u>可以赶超需求增长</u></a>。然而，集装箱利用率要从2023年开始才会发生明显改善。</p>

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    [Intra-Asian lanes affected by ongoing capacity shift from Asia to U.S.] => Intra-Asian lanes affected by ongoing capacity shift from Asia to U.S.
    [Ongoing container fleet growth is slow and will require more time to balance out capacity versus demand.] => 集装箱船队持续增长放缓,需要更多时间使运力与需求达到平衡。
    [[]] => 
    [What does this mean for Asia?
The effect of intra-Asia capacity withdrawals has been an increase in freight rates and manufacturing costs in Asia. According to ocean and air freight rate benchmarking platform Xeneta, spot rates from the main Chinese ports to the main Japanese and South Korean ports in 2021 averaged USD 1,400 (€1,222) per Forty Equipment Unit (FEU), up from USD 640 (€560) in 2020. In the first half of January they rose above USD 1,800 (€1,571) per FEU.

“Though the increases are smaller than on some other major head haul trades, the higher spot prices can still have a considerable impact,” said Peter Sand, Chief Analyst , Xeneta. “Considering that many of the goods on these intra-Asian trades are intermediate goods moving between factories in the region, doubling spot freight rates can often add considerable costs to the manufacturing process, forcing manufacturers to reconsider their manufacturing and supply chains across the region.”

Leung said that while the company was hoping for some easing of the situation in the second half of this year, “DHL continues to secure capacity in sufficient scale to meet customer needs on all trades but booking early is paramount.”] => 这对亚洲来说意味着什么?

亚洲内部运力向外转移造成的影响是亚洲运价和制造成本上涨。海洋和航空货运比价平台Xeneta称,2021年,从中国主要港口到日本和韩国主要港口的即期运价平均为每个40英尺集装箱(FEU)1,400美元(1,222欧元),而2020年只有640美元(560欧元)。1月前半个月,运价超过了每个40英尺集装箱1,800美元(1,571欧元)。

“尽管运价的上涨幅度小于其他部分主要去程贸易的上涨幅度,但即期运价上涨仍然会产生显著影响,”Xeneta公司首席分析师Peter Sand说道。“考虑到亚洲内部航线上的很多货物是该地区内工厂之间转移的中间产品,即期运价上涨一倍会显著增加制造过程的成本,迫使制造商重新布局该地区的制造业务和供应链。”

Leung称,虽然公司希望今年下半年这种情况能够有所缓解,“但敦豪仍将继续保障充足的运力,以满足所有航线上的客户需求,但最重要的是及早预订。”
    [Capacity gains and losses
The East-West capacity upgrades also came at the expense of liner offerings to and from Africa, where the combined capacity of ships trading between Asia, Europe, America and Africa fell by 6.4 percent to 1.68m TEU at the start of 2022.

Capacity deployed on the trans-Atlantic, and to and from the Middle East/Indian subcontinent, was relatively stable over the period while Latin America-related services saw an increase in capacity.

However, the intra-European trade proved to be another victim of the capacity shifts. “Some 48,200 TEU slots disappeared from intra-European services (- 4.5 percent),” noted Alphaliner. That capacity appeared to be heading to the Pacific.

“The ongoing capacity reduction was illustrated last month as the 974 TEU SPICA J left Europe for China. The SPICA J previously operated for many years as a typical feeder vessel in North Europe but left Rotterdam without any cargo mid-December for a voyage to Asia. The ship is currently loading Chinese export cargo in Taicang.”
Ongoing shifts from East to West
Although Asia-Europe trade saw a capacity increase of 10.2 percent last year, this was largely due to the delivery of 16,000-24,000 TEU, which replaced the smaller 13,000 TEU units, according to Alphaliner.

The loss of capacity on regional trades such as intra-Asia was primarily a result of vessels being transferred to the trans-Pacific lane, which remains the most profitable for carriers even though port congestion on both sides of the Pacific is at record highs.

Alphaliner estimates that January spot freight rates including premiums on the Shanghai-California lane corresponded to revenue for vessel operators of  USD 1.29 (€1.13) per nautical mile. On Asia-Europe trade, the figure was just USD 0.73 (€0.64) , up from USD 0.42 (€0.37) at the start of 2021.

“At the start of this year, 22 percent of the total container fleet was deployed between Asia and North America, up from 17.5 percent on 1 January 2021,” notes the Update. “Carriers added 1.30m TEU of capacity to this major East-West route over the course of last year.”] => 运力增减变化

东西方之间的运力升级是以往返非洲班轮的减少为代价的,其中2022年初,亚洲、欧洲、美洲与非洲之间货船的总运力下降了6.4%,为168万个20英尺标准集装箱。

在这个期间内,部署在跨大西洋以及往返中东地区/印度次大陆航线上的运力较为稳定,其中与南美洲有关的航线运力有所增加。

然而,欧洲内部贸易是运力转移的另一个受害者。“欧洲内部贸易航运量减少了约48,200个20英尺标准集装箱(-4.5%),”Alphaliner称。这部分运力似乎转移到太平洋了。

“上个月,装有974个20英尺标准集装箱的SPICA J号货船离开欧洲驶往中国,体现了运力的持续下降。SPICA J号货船之前很多年都是在北欧运营的一艘典型支线货船,但去年12月中旬没有装载货物就离开了鹿特丹前往亚洲。这艘货船目前在太仓港装载中国出口货物。”

从东方到西方的持续转移

Alphaliner称,虽然去年亚欧贸易运力增长了10.2%,但这主要归因于16,000-24,000个20英尺标准集装箱的交付,这些集装箱取代了13,000个较小的20英尺标准集装箱。

地区贸易(例如亚洲内部)的运力损失主要是货船转移到跨太平洋航线引起的。虽然太平洋两岸的港口堵塞现象达到了创纪录的高水平,但这条航线对于承运商而言仍是最有利可图的。

Alphaliner估计,今年1月,即期运价(包括上海到加利福尼亚航线的溢价)给货船运营商带来的收入相当于每海里1.29美元(1.13欧元)。在亚欧贸易中,这一数字仅为0.73美元(0.64欧元),而2021年初为0.42美元(0.37欧元)。

“今年年初,全部集装箱船队有22%部署在亚洲与北美洲之间,而2021年1月1日这个比例为17.5%,”《海洋运输市场最新消息》提到。“过去一年内,承运商在这条东西方主要航线上增加了130万个20英尺标准集装箱的运力。”
    [Congestion black hole
Unlike in 2020, extra tonnage in 2021 was drawn into the trans-Pacific. The capacity increase, however, was needed to compensate for the huge efficiency loss as many ships faced long waiting times at anchorages, rather than to cope with a corresponding surge in cargo demand.

Dominique von Orelli, Global Head, Ocean Freight, DHL Global Forwarding, said: “Carriers are making logical decisions based on the charter costs they must pay, and the likely returns they can make when deploying those vessels. That equation points to the highly lucrative trans-Pacific trade, despite the port congestion many encounter there.”

This is highlighted by the container traffic situation at Los Angeles (10.70m TEU) and Long Beach (9.38m TEU), which increased by a more modest 13 percent and 15.7 percent, respectively, last year.

“It is important to note that this is not just about big container lines moving capacity, this is also much smaller operators and feeder companies that are re-diverting ships, and also big shippers which have been chartering their own vessels,” added von Orelli.

While port congestions will continue well into 2022, container production is on track to overtake demand growth. Equipment availability, however, will only see more apparent improvements from 2023.] => 堵塞黑洞

与2020年,2021年的新增货量被吸引到跨太平洋航线上。然而,需要增加运力才能补偿巨大的效率损失,而不是应对货物需求的相应激增,因为很多货船需要在锚地等待很长时间。

敦豪全球货运海运部全球主管Dominique von Orelli说道:“承运商根据自己必须支付的包船费用以及部署货船可能带来的收益做出合理的决定。尽管很多承运商经历了港口堵塞,但他们仍然选择了有高额利润的跨太平洋贸易。”

洛杉矶(1070万个20英尺标准集装箱)和长滩(938万个20英尺标准集装箱)的集装箱运输情况同比分别增长了13%和15.7%,表明了这种趋势。

“必须注意的是,这不仅涉及进行运力转移的大型集装箱航运公司,还涉及到转移货船的规模小得多的运营商和支线航运公司,以及包租自己货船的大型发货人,”von Orelli补充道。

虽然港口堵塞会一直持续到2022,但集装箱生产已经步入正轨可以赶超需求增长。然而,集装箱利用率要从2023年开始才会发生明显改善。
    [The pandemic-driven shift of U.S. consumption from services to products, and the resulting surges in trans-Pacific ocean container demand and freight rates, are sucking ships out of Asia and driving up the region’s manufacturing and supply chain costs, according to DHL’s February Ocean Freight Market Update and the latest insight from leading analysts.

This increase in capacity has left holes both outside and within the region. At the start of 2022, 43.7 percent of the global fleet was operating on the Asia-Europe and trans-Pacific lanes, up from 38.1 percent a year earlier.

But the hardest hit has been trade within Asia itself. Some 331,200 Twenty-foot Equivalent Unit (TEU) slots have been removed from intra-Asian services last year, representing a capacity reduction of 10.8 percent, according to online shipping database Alphaliner. That has caused spot rates in some parts of Asia to more than double year-on-year, with no sign of them abating.

Kelvin Leung, CEO, DHL Global Forwarding Asia Pacific, said: “After two years of logistics shocks, these increases in intra-Asia rates are not the biggest hurdle supply chain managers have had to cope with. But they are adding to overall supply chain and production costs. We are hoping for some easing of the situation in the second half of this year.”

The shift in capacity to trans-Pacific routes was evident early in the pandemic. As U.S. consumers splurged on lifestyle products during Covid-19 lockdowns, freight rates on the trans-Pacific rose sharply from Q2 2020. Drawn by the demand and profits to be made, carriers began to divert large numbers of ships to the region.

This has left some regions severely short as most additional capacity was sucked into East-West shipping lanes at the expense of regional and Africa trades.] => 根据2月敦豪《海洋运输市场最新消息》和顶尖分析师的最新观点,美国消费在疫情推动下从服务转向产品,以及由此带来的跨太平洋海运集装箱需求和运价的激增,吸引货船离开亚洲,而且推高该地区的制造和供应链成本。

运力增长在该地区之外和之内造成了一定的影响。2022年初,全球43.7%的船队都在亚洲到欧洲和跨太平洋航道上航行,与去年同期相比增长了38.1%。

然而,受影响最大的是亚洲内部贸易本身。网上航运数据库Alphaliner称,去年亚洲内部航运量减少了约331,200个20英尺标准集装箱(TEU),相当于运力下降了10.8%,导致亚洲部分地区即期运价同比上涨一倍以上,而且没有下降的迹象。

敦豪全球货运亚太区首席执行官Kelvin Leung说道:“经过两年物流震荡后,亚洲内部运价的上涨并非供应链管理者需要解决的最大障碍,但这种上涨提高了总体供应链和生产成本。我们希望今年下半年这种情况能够有所缓和。”

运力向跨太平洋航线转移在疫情爆发初期就已经很明显了。随着美国消费者在疫情封锁期间大肆购买生活方式产品,从2020年第二季度开始,跨太平洋航线的运价大幅上涨。在需求和利润的驱使下,承运商开始将大量货船转移到这个地区。

这导致部分地区运力严重不足,因为大部分新增运力都被吸引到东西方之间的航线,牺牲了地区性和非洲贸易。
    [wysiwyg] => wysiwyg
    [outbound_box] => outbound_box
    [Ongoing container fleet growth is slow and will require more time to balance out capacity versus demand. The pandemic-driven shift of U.S. consumption from services to products, and the resulting surges in trans-Pacific ocean container demand and freight rates, are sucking ships out of Asia and driving up the region’s manufacturing and supply chain costs, according to DHL’s February Ocean Freight Market Update and the latest insight from leading analysts.
This increase in capacity has left holes both outside and within the region. At the start of 2022, 43.7 percent of the global fleet was operating on the Asia-Europe and trans-Pacific lanes, up from 38.1 percent a year earlier.
But the hardest hit has been trade within Asia itself. Some 331,200 Twenty-foot Equivalent Unit (TEU) slots have been removed from intra-Asian services last year, representing a capacity reduction of 10.8 percent, according to online shipping database Alphaliner. That has caused spot rates in some parts of Asia to more than double year-on-year, with no sign of them abating.
Kelvin Leung, CEO, DHL Global Forwarding Asia Pacific, said: “After two years of logistics shocks, these increases in intra-Asia rates are not the biggest hurdle supply chain managers have had to cope with. But they are adding to overall supply chain and production costs. We are hoping for some easing of the situation in the second half of this year.”
The shift in capacity to trans-Pacific routes was evident early in the pandemic. As U.S. consumers splurged on lifestyle products during Covid-19 lockdowns, freight rates on the trans-Pacific rose sharply from Q2 2020. Drawn by the demand and profits to be made, carriers began to divert large numbers of ships to the region.
This has left some regions severely short as most additional capacity was sucked into East-West shipping lanes at the expense of regional and Africa trades.
RELATED ARTICLESPort congestions set the tone for a volatile 2022Ports will remain a bottleneck in the supply chain, with capacity and reliability only likely to stabilize later in this year or next.What does this mean for Asia?
The effect of intra-Asia capacity withdrawals has been an increase in freight rates and manufacturing costs in Asia. According to ocean and air freight rate benchmarking platform Xeneta, spot rates from the main Chinese ports to the main Japanese and South Korean ports in 2021 averaged USD 1,400 (€1,222) per Forty Equipment Unit (FEU), up from USD 640 (€560) in 2020. In the first half of January they rose above USD 1,800 (€1,571) per FEU.
“Though the increases are smaller than on some other major head haul trades, the higher spot prices can still have a considerable impact,” said Peter Sand, Chief Analyst , Xeneta. “Considering that many of the goods on these intra-Asian trades are intermediate goods moving between factories in the region, doubling spot freight rates can often add considerable costs to the manufacturing process, forcing manufacturers to reconsider their manufacturing and supply chains across the region.”
Leung said that while the company was hoping for some easing of the situation in the second half of this year, “DHL continues to secure capacity in sufficient scale to meet customer needs on all trades but booking early is paramount.”
RELATED ARTICLESRising export levels inspire cautious optimismDespite continuing risks, there are some positive signs for ocean shipping stakeholders.Capacity gains and losses
The East-West capacity upgrades also came at the expense of liner offerings to and from Africa, where the combined capacity of ships trading between Asia, Europe, America and Africa fell by 6.4 percent to 1.68m TEU at the start of 2022.
Capacity deployed on the trans-Atlantic, and to and from the Middle East/Indian subcontinent, was relatively stable over the period while Latin America-related services saw an increase in capacity.
However, the intra-European trade proved to be another victim of the capacity shifts. “Some 48,200 TEU slots disappeared from intra-European services (- 4.5 percent),” noted Alphaliner. That capacity appeared to be heading to the Pacific.
“The ongoing capacity reduction was illustrated last month as the 974 TEU SPICA J left Europe for China. The SPICA J previously operated for many years as a typical feeder vessel in North Europe but left Rotterdam without any cargo mid-December for a voyage to Asia. The ship is currently loading Chinese export cargo in Taicang.”
Ongoing shifts from East to West
Although Asia-Europe trade saw a capacity increase of 10.2 percent last year, this was largely due to the delivery of 16,000-24,000 TEU, which replaced the smaller 13,000 TEU units, according to Alphaliner.
The loss of capacity on regional trades such as intra-Asia was primarily a result of vessels being transferred to the trans-Pacific lane, which remains the most profitable for carriers even though port congestion on both sides of the Pacific is at record highs.
Alphaliner estimates that January spot freight rates including premiums on the Shanghai-California lane corresponded to revenue for vessel operators of  USD 1.29 (€1.13) per nautical mile. On Asia-Europe trade, the figure was just USD 0.73 (€0.64) , up from USD 0.42 (€0.37) at the start of 2021.
“At the start of this year, 22 percent of the total container fleet was deployed between Asia and North America, up from 17.5 percent on 1 January 2021,” notes the Update. “Carriers added 1.30m TEU of capacity to this major East-West route over the course of last year.”
RELATED ARTICLESDHL Ocean Freight Market Update Outlook 2022-2024Demand remains strong amidst limited capacity, with freight rates looking to stabilize much later in 2024.Congestion black hole
Unlike in 2020, extra tonnage in 2021 was drawn into the trans-Pacific. The capacity increase, however, was needed to compensate for the huge efficiency loss as many ships faced long waiting times at anchorages, rather than to cope with a corresponding surge in cargo demand.
Dominique von Orelli, Global Head, Ocean Freight, DHL Global Forwarding, said: “Carriers are making logical decisions based on the charter costs they must pay, and the likely returns they can make when deploying those vessels. That equation points to the highly lucrative trans-Pacific trade, despite the port congestion many encounter there.”
This is highlighted by the container traffic situation at Los Angeles (10.70m TEU) and Long Beach (9.38m TEU), which increased by a more modest 13 percent and 15.7 percent, respectively, last year.
“It is important to note that this is not just about big container lines moving capacity, this is also much smaller operators and feeder companies that are re-diverting ships, and also big shippers which have been chartering their own vessels,” added von Orelli.
While port congestions will continue well into 2022, container production is on track to overtake demand growth. Equipment availability, however, will only see more apparent improvements from 2023.] => 

集装箱船队持续增长放缓,需要更多时间使运力与需求达到平衡。

根据2月敦豪《海洋运输市场最新消息》和顶尖分析师的最新观点,美国消费在疫情推动下从服务转向产品,以及由此带来的跨太平洋海运集装箱需求和运价的激增,吸引货船离开亚洲,而且推高该地区的制造和供应链成本。

运力增长在该地区之外和之内造成了一定的影响。2022年初,全球43.7%的船队都在亚洲到欧洲和跨太平洋航道上航行,与去年同期相比增长了38.1%。

然而,受影响最大的是亚洲内部贸易本身。网上航运数据库Alphaliner称,去年亚洲内部航运量减少了约331,200个20英尺标准集装箱(TEU),相当于运力下降了10.8%,导致亚洲部分地区即期运价同比上涨一倍以上,而且没有下降的迹象。

敦豪全球货运亚太区首席执行官Kelvin Leung说道:“经过两年物流震荡后,亚洲内部运价的上涨并非供应链管理者需要解决的最大障碍,但这种上涨提高了总体供应链和生产成本。我们希望今年下半年这种情况能够有所缓和。”

运力向跨太平洋航线转移在疫情爆发初期就已经很明显了。随着美国消费者在疫情封锁期间大肆购买生活方式产品,从2020年第二季度开始,跨太平洋航线的运价大幅上涨。在需求和利润的驱使下,承运商开始将大量货船转移到这个地区。

这导致部分地区运力严重不足,因为大部分新增运力都被吸引到东西方之间的航线,牺牲了地区性和非洲贸易。

RELATED ARTICLES


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。

这对亚洲来说意味着什么?

亚洲内部运力向外转移造成的影响是亚洲运价和制造成本上涨。海洋和航空货运比价平台Xeneta称,2021年,从中国主要港口到日本和韩国主要港口的即期运价平均为每个40英尺集装箱(FEU)1,400美元(1,222欧元),而2020年只有640美元(560欧元)。1月前半个月,运价超过了每个40英尺集装箱1,800美元(1,571欧元)。

“尽管运价的上涨幅度小于其他部分主要去程贸易的上涨幅度,但即期运价上涨仍然会产生显著影响,”Xeneta公司首席分析师Peter Sand说道。“考虑到亚洲内部航线上的很多货物是该地区内工厂之间转移的中间产品,即期运价上涨一倍会显著增加制造过程的成本,迫使制造商重新布局该地区的制造业务和供应链。”

Leung称,虽然公司希望今年下半年这种情况能够有所缓解,“但敦豪仍将继续保障充足的运力,以满足所有航线上的客户需求,但最重要的是及早预订。”

RELATED ARTICLES


出口水平不断上升,对未来发展谨慎乐观
虽然风险持续存在,但远洋航运利益相关方仍能看见一些积极的信号。

运力增减变化

东西方之间的运力升级是以往返非洲班轮的减少为代价的,其中2022年初,亚洲、欧洲、美洲与非洲之间货船的总运力下降了6.4%,为168万个20英尺标准集装箱。

在这个期间内,部署在跨大西洋以及往返中东地区/印度次大陆航线上的运力较为稳定,其中与南美洲有关的航线运力有所增加。

然而,欧洲内部贸易是运力转移的另一个受害者。“欧洲内部贸易航运量减少了约48,200个20英尺标准集装箱(-4.5%),”Alphaliner称。这部分运力似乎转移到太平洋了。

“上个月,装有974个20英尺标准集装箱的SPICA J号货船离开欧洲驶往中国,体现了运力的持续下降。SPICA J号货船之前很多年都是在北欧运营的一艘典型支线货船,但去年12月中旬没有装载货物就离开了鹿特丹前往亚洲。这艘货船目前在太仓港装载中国出口货物。”

从东方到西方的持续转移

Alphaliner称,虽然去年亚欧贸易运力增长了10.2%,但这主要归因于16,000-24,000个20英尺标准集装箱的交付,这些集装箱取代了13,000个较小的20英尺标准集装箱。

地区贸易(例如亚洲内部)的运力损失主要是货船转移到跨太平洋航线引起的。虽然太平洋两岸的港口堵塞现象达到了创纪录的高水平,但这条航线对于承运商而言仍是最有利可图的。

Alphaliner估计,今年1月,即期运价(包括上海到加利福尼亚航线的溢价)给货船运营商带来的收入相当于每海里1.29美元(1.13欧元)。在亚欧贸易中,这一数字仅为0.73美元(0.64欧元),而2021年初为0.42美元(0.37欧元)。

“今年年初,全部集装箱船队有22%部署在亚洲与北美洲之间,而2021年1月1日这个比例为17.5%,”《海洋运输市场最新消息》提到。“过去一年内,承运商在这条东西方主要航线上增加了130万个20英尺标准集装箱的运力。”

RELATED ARTICLES


DHL Ocean Freight Market Update Outlook 2022-2024
Demand remains strong amidst limited capacity, with freight rates looking to stabilize much later in 2024.

堵塞黑洞

与2020年,2021年的新增货量被吸引到跨太平洋航线上。然而,需要增加运力才能补偿巨大的效率损失,而不是应对货物需求的相应激增,因为很多货船需要在锚地等待很长时间。

敦豪全球货运海运部全球主管Dominique von Orelli说道:“承运商根据自己必须支付的包船费用以及部署货船可能带来的收益做出合理的决定。尽管很多承运商经历了港口堵塞,但他们仍然选择了有高额利润的跨太平洋贸易。”

洛杉矶(1070万个20英尺标准集装箱)和长滩(938万个20英尺标准集装箱)的集装箱运输情况同比分别增长了13%和15.7%,表明了这种趋势。

“必须注意的是,这不仅涉及进行运力转移的大型集装箱航运公司,还涉及到转移货船的规模小得多的运营商和支线航运公司,以及包租自己货船的大型发货人,”von Orelli补充道。

虽然港口堵塞会一直持续到2022,但集装箱生产已经步入正轨可以赶超需求增长。然而,集装箱利用率要从2023年开始才会发生明显改善。

[] => [intra-asian-lanes-affected-capacity-shift-us] => intra-asian-lanes-affected-capacity-shift-us [Monthly ocean freight update] => [port-congestions-volatile-2022-key-image] => port-congestions-volatile-2022-key-image [Port congestions set the tone for a volatile 2022] => Port congestions set the tone for a volatile 2022 [ocean-freight-Dec-2021-update-key-image] => ocean-freight-Dec-2021-update-key-image [DHL Ocean Freight Market Update Dec 2021] => DHL Ocean Freight Market Update Dec 2021 [OFR-market-update-Jan-2022-key-image] => OFR-market-update-Jan-2022-key-image [Ocean Freight Market Update 2022-2024] => Ocean Freight Market Update 2022-2024 [intra-asian-lanes-affected-single-column] => intra-asian-lanes-affected-single-column [intra-asian-lanes-affected-key-image] => intra-asian-lanes-affected-key-image )