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海洋运输船期安排困难重重

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。
Scheduling difficulties abound for ocean freight
2022 年 3月 16 日 •

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。

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。

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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            [seo_title] => 海洋运输船期安排困难重重
            [introduction_paragraph] => 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。
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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。

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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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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            [field_data_translated] => PHN0cm9uZz7pooTorqHmnInmm7TlpJrotKfoiLnlnKjmuK/lj6Poo4Xljbg8L3N0cm9uZz4NCg0K6Iiq6L+Q5ZKo6K+i5YWs5Y+4U2VhLUludGVsbGlnZW5jZeensO+8jOWvvOiHtOWFqOeQg+a4r+WPo+WgteWhnueahOWPpuS4gOS4quWboOe0oOaYr+S4u+imgeiIque6v+S4iumDqOe9suS6huabtOWkmui0p+iIueOAguWcqOeWq+aDheWIneacn++8jOmaj+edgOepuueZveiIueacn+eahOW/q+mAn+WinuWKoO+8jOmDqOe9suWcqOi/meS6m+iIque6v+S4iueahOi0p+iIueaVsOmHj+W8guW4uOWcsOWkp+W5heWHj+WwkeOAgg0KDQrnhLbogIzvvIzlnKjov5nkuKrliJ3mnJ/kuYvlkI7vvIzpg6jnvbLotKfoiLnmlbDph4/lhYjmmK/mgaLlpI3liLDmraPluLjmsLTlubPvvIznhLblkI7lnKgyMDIx5bm05pe65a2j57uT5p2f5YmN6L6+5Yiw6auY5L2N44CCU2VhLUludGVsbGlnZW5jZeaMh+WHuu+8jDIwMjLlubTmmKXoioLlgYfmnJ/mnJ/pl7Tlh7rnjrDkuobmmoLml7bmgKfkuIvpmY3vvIzpmo/lkI7lnKjmiJHku6zlsZXmnJsyMDIy5bm0M+aciO+8jzTmnIjml7blj4jlvIDlp4vmgKXliafkuIrljYfjgIINCg0KMjAyMuW5tDPmnIjvvI805pyI55qE6aKE5rWL5aKe6ZW/5Y+v6IO95Lya5oiQ5Li65pyq5p2l5Yeg5Liq5pyI5YaF5riv5Y+j5aC15aGe55qE5Li76KaB5Zug57Sg44CC5a6J5o6S56a75byA5Lqa5rSy4oCV4oCV6ZqP5ZCO5Yiw6L6+5YyX576O5rSy6KW/5rW35bK44oCV4oCV55qE6LSn6Ii55pWw6YeP5bCG5oCl5Ymn5aKe6ZW/77yM6ICM5LiU5Zyo55ar5oOF5YmN5q2j5bi45rC05bmz5Z+656GA5LiK5aKe6ZW/NDDvvIXjgILov5nnp43mg4XlhrXmnKzouqvkvJrnu5nmuK/lj6Pln7rnoYDorr7mlr3luKbmnaXmm7TlpKfnmoTljovlipvjgIINCg0K5pu05Luk5Lq65ouF5b+n55qE5piv77yM5pyq5p2l5Yeg5Liq5pyI5YaF77yM5Zyo5Lqa5rSy5LiO5YyX576O5rSy5Lic5rW35bK45LmL6Ze055qE6LS45piT6Iiq57q/5LiK77yM6LSn6Ii555qE5pWw6YeP5bCG5aKe6ZW/NjDvvIXvvIzlm6DkuLrmib/ov5DllYbor5Xlm77pgb/lvIDlrZjlnKjmuK/lj6PloLXloZ7nmoTopb/mtbflsrjjgILov5nkvJrlpKflpKflop7liqDkuJzmtbflsrjmuK/lj6Pln7rnoYDorr7mlr3nmoTljovlipvjgIINCg0KPHN0cm9uZz7mjIHnu63mgKfov5DovpPmlrnlvI/ovazlj5g8L3N0cm9uZz4NCg0K5LiN5pat5Y+Y5YyW55qE5LmM5YWL5YWw5bGA5Yq/5Lmf57uZ5Lqa5rSy5LiO5qyn5rSy6Ze055qE6LSn6L+Q5pyN5Yqh5ZKM6L+Q5Lu35bim5p2l5LqG5pu05aSn5Y6L5Yqb44CC6L+Q6JCl5ZWG5bey57uP5pqC5YGc5LqG5Lul5L+E572X5pav5Li655uu55qE5Zyw55qE6LSn6L+Q5pyN5Yqh77yM6K6p5Y+R6LSn5Lq65LiN5b6X5LiN6LCo5oWO5aSE55CG6YCa6L+H5rW35rSL5ZKMPGEgaHJlZj0iaHR0cHM6Ly93d3cuc2NtcC5jb20vdGVjaC90ZWNoLXRyZW5kcy9hcnRpY2xlLzMxNjg4MTUvd2FyLXVrcmFpbmUtdGhyZWF0ZW5zLWJsb2NrLXNoaXBtZW50cy1jaGluYS1ldXJvcGUtcmFpbHdheSI+PHU+6ZOB6Lev572R57ucPC91PjwvYT7lnKjkuprmtLLkuI7mrKfmtLLkuYvpl7TlvIDlsZXnmoTotKfov5DkuJrliqHjgIINCg0K5rGH5Liw6ZO26KGM5ZyoM+aciOWIneWPkeW4g+eahOOAiuWFqOeQg+mbhuijheeuseiIqui/kOaKpeWRiuOAi+aMh+WHuu+8jOWwveeuoemcgOimgeabtOmVv+eahOi/kOi+k+aXtumXtO+8jOS9huWFtuS4reS4gOS6m+i0p+eJqeWPr+S7peS7jumTgei3r+i/kOi+k+i9rOS4uua1t+i/kOOAguKAnOWcqOS6muasp+i0uOaYk+iIque6v+S4iu+8jOmTgei3r+i/kOi+k+i0p+eJqei9rOenuzUw77yF55u45b2T5LqO5q+P5ZGo5YWs56ew5rW36L+Q6L+Q5Yqb55qEMy4y77yF77yM4oCd5rGH5Liw6ZO26KGM6Iiq6L+Q5ZKM5riv5Y+j5Li7566hUGFyYXNoIEphaW7or7TpgZPjgIINCg0K5Zyo5Lqa5rSy77yM5Lit5Zu955qE5Lil5qC85oqX55ar5pS/562W5Lmf5Yqg5Ymn5LqG5riv5Y+j5aC15aGe546w6LGh44CC4oCc54+g5rGf5LiJ6KeS5rSy55qE5aC15aGe54q25Ya15pyJ5omA5Yqg5Ymn77yM5b6I5Y+v6IO95piv5Zug5Li65rex5Zyz5a6e6KGM5LqG5LiO55ar5oOF5pyJ5YWz55qE5Yqo5oCB5bCB6ZSB44CC5oiR5Lus6aKE6K6h5Lit5Zu955qE5Lil5qC85oqX55ar5pS/562W5Lya5oyB57ut5LiL5Y6777yM5omT5Lmx5pys5bey6ISG5byx55qE5L6b5bqU6ZO+77yM4oCdSmFpbuivtOmBk+OAgg==
        )

    [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>Ongoing port congestions and an evolving situation in Ukraine are contributing to further uncertainties. </p><p>There is little sign that global port congestion is easing in the early months of 2022, with build-ups of empty containers and the deployment of smaller vessels making it difficult for ports and carriers to clear backlogs.</p>
<p>“Disruption in the supply chain is likely to persist through this year, particularly for air freight and sea freight, be it uplift capacity, availability of equipment or reliability of sailing schedules,” said Kelvin Leung, CEO, DHL Global Forwarding Asia Pacific.</p>
<p>Freight rates are also not likely to return to pre-pandemic times immediately when the market eventually normalizes. “We must adapt to the new normal and be hopeful that Covid-19 disruptions will see some improvements in the second half of the year,” added Leung.</p>
<h2>Increased transit times</h2>
<p>Vessel delays remain a significant problem on both the Asia–North Europe and Asia–US trades. Neither saw any improvement in port congestion between November and February, according to the latest research from Alphaliner, as detailed in <a href="https://lot.dhl.com/dhl-ocean-freight-market-update-march-2022/" target="_blank" rel="noopener">DHL’s March Ocean Freight Market Update</a>.</p>
<p>The Los Angeles/Long Beach infrastructure continues to be heavily congested and is struggling to clear cargo backlogs, notes the Update. This is despite an overall decline in the number of ships waiting for a berth, dropping from a peak of 109 ships on 9 January to 76 ships on 14 February.</p>
<p>Labour shortages due to Covid-19 reasons have increased in the last months and are impacting terminal operations. Deliveries are still heavily delayed because of a persisting lack of rail cars, a shortage of truckers and a chassis deficit.</p>
<p>Another reason for congestion at U.S. west coast ports is the increased front-haul transit time for ships sailing from the Far East. Transit times to the ports of Los Angeles and Long Beach from Asia rose to an average of 38 days in February, up from 28 days in mid-November.</p>
<p>Vessel delays for ships on a full Far East–North Europe round voyage were unchanged from November, with the 14,000 – 24,000 TEU ships deployed on services still requiring an average of 17 days more than their pro forma schedules to reach Central China for their next westbound trip. “Skipping port calls still appears to be the only way to avoid or limit lengthy delays,” notes the Update. “We expect the situation to persist through 1H 2022 with a possible improvement in 2H 2022.”</p>
<p>Scheduling difficulties due to <a href="https://theloadstar.com/carriers-struggle-to-navigate-storm-delays-and-continued-port-congestion/" target="_blank" rel="nofollow noopener">stormy weather in February</a> have added to port congestion in Europe. The situation in Ukraine is also set to impact productivity in many northern European ports, with <a href="https://www.dhl.com/global-en/home/global-news-alerts/global-messages/service-suspensions.html">Russia-bound cargo suspended</a> until further notice.</p>
<p><strong>RELATED ARTICLES</strong></p><p><a href="https://lot.dhl.com/dhl-ocean-freight-market-update-march-2022/"><figure><img src="https://lot.dhl.com/wp-content/uploads/2022/03/OFR-market-update-Mar-2022-key-image.jpg"/></figure></a><br/><a href="https://lot.dhl.com/dhl-ocean-freight-market-update-march-2022/"><strong>DHL Ocean Freight Market Update – March 2022</strong></a><br/>Find out the latest developments of the global ocean freight market in this monthly analysis by DHL Global Forwarding.</p><h2>More vessels expected to load ports</h2>
<p>Another contributing factor to global port congestion is the deployment of more vessels on key routes, according to analyst firm Sea-Intelligence. During the early pandemic period, there was an unusually large decline in the number of deployed vessels as blank sailings rose rapidly.</p>
<p>But after this early phase, the number of deployed vessels first returned to normal levels, and then reached a high point towards the end of peak season 2021. Sea-Intelligence notes that there was a temporary drop for Chinese New Year 2022, followed by a very sharp upwards correction as we get into the current outlook for March/April 2022.</p>
<p>The forecast increase in March/April 2022 could be a key factor in port congestion in the months ahead. The number of vessels scheduled to depart Asia – and subsequently arrive on the North American West Coast – will increase sharply and surpass a 40 percent growth on the pre-pandemic normality. This in itself will add further pressure on port infrastructure.</p>
<p>What is more alarming is that there will be a 60 percent increase in the number of vessels on the Asia-North America East Coast trade lane in the coming months, as carriers try to circumnavigate port congestion on the West Coast. This will severely increase pressure on the port infrastructure on the East Coast.</p>
<h2>Ongoing modal shift</h2>
<p>The evolving situation in Ukraine is also increasing pressure on freight services and rates between Asia and Europe. Operators are suspending Russia-bound services, causing shippers to be wary about sending shipments between Asia and Europe via both the sea and <a href="https://www.scmp.com/tech/tech-trends/article/3168815/war-ukraine-threatens-block-shipments-china-europe-railway" target="_blank" rel="nofollow noopener">rail network</a>.</p>
<p>An early March ‘Global Container Shipping’ report by HSBC noted that some of these cargoes could switch from rail to ocean shipping, despite longer transit times. “A 50 percent diversion of rail cargoes would equate to 3.2 percent of the weekly nominal ocean capacity on the Asia-Europe trade route,” said Parash Jain, Head of Shipping &amp; Ports at HSBC.</p>
<p>In Asia, China’s strict Covid-19 policies are also adding to port disruption. “Congestion picked up in the Pearl River Delta, likely due to the Covid-19 related dynamic lockdown in Shenzhen. We expect China’s strict Covid-19 policy might continue to disrupt the fragile supply chains,” noted Jain.</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><p>Continued tightness in the supply-demand balance could potentially lift spot freight rates further &#8212; not just on Asia-Europe but globally.</p>
<p>Dominique von Orelli, Global Head, Ocean Freight, DHL Global Forwarding, said: “DHL is closely monitoring the impact of any potential modal shift to ocean on European services. We will continue to ensure customers have adequate capacity available but urge them to book early.”</p>

            [field_data_translated] => <p>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>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。</p>
<p>“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。</p>
<p>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。</p>
<p><strong>运输时间延长</strong></p>
<p>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<u><a href="https://lot.dhl.com/dhl-ocean-freight-market-update-march-2022/">敦豪《海洋运输市场最新消息</a>》</u>。）</p>
<p>《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。</p>
<p>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。</p>
<p>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。</p>
<p>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。”</p>
<p><a href="https://theloadstar.com/carriers-struggle-to-navigate-storm-delays-and-continued-port-congestion/"><u>2月暴风雨天气</u></a>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<a href="https://www.dhl.com/global-en/home/global-news-alerts/global-messages/service-suspensions.html"><u>运往俄罗斯的货物被扣押</u></a>，等待进一步通知。</p>
<p><strong>RELATED ARTICLES</strong></p><p><a href="https://lot.dhl.com/dhl-ocean-freight-market-update-march-2022/"><figure><img src="https://lot.dhl.com/wp-content/uploads/2022/03/OFR-market-update-Mar-2022-key-image.jpg"/></figure></a><br/><a href="https://lot.dhl.com/dhl-ocean-freight-market-update-march-2022/"><strong>DHL Ocean Freight Market Update – March 2022</strong></a><br/>Find out the latest developments of the global ocean freight market in this monthly analysis by DHL Global Forwarding.</p><p><strong>预计有更多货船在港口装卸</strong></p>
<p>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。</p>
<p>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。</p>
<p>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。</p>
<p>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。</p>
<p><strong>持续性运输方式转变</strong></p>
<p>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<a href="https://www.scmp.com/tech/tech-trends/article/3168815/war-ukraine-threatens-block-shipments-china-europe-railway"><u>铁路网络</u></a>在亚洲与欧洲之间开展的货运业务。</p>
<p>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。</p>
<p>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。</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>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。</p>
<p>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。”</p>

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(
    [Ongoing port congestions and an evolving situation in Ukraine are contributing to further uncertainties.] => 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。
    [[]] => 
    [Scheduling difficulties abound for ocean freight] => Scheduling difficulties abound for ocean freight
    [More vessels expected to load ports
Another contributing factor to global port congestion is the deployment of more vessels on key routes, according to analyst firm Sea-Intelligence. During the early pandemic period, there was an unusually large decline in the number of deployed vessels as blank sailings rose rapidly.

But after this early phase, the number of deployed vessels first returned to normal levels, and then reached a high point towards the end of peak season 2021. Sea-Intelligence notes that there was a temporary drop for Chinese New Year 2022, followed by a very sharp upwards correction as we get into the current outlook for March/April 2022.

The forecast increase in March/April 2022 could be a key factor in port congestion in the months ahead. The number of vessels scheduled to depart Asia – and subsequently arrive on the North American West Coast – will increase sharply and surpass a 40 percent growth on the pre-pandemic normality. This in itself will add further pressure on port infrastructure.

What is more alarming is that there will be a 60 percent increase in the number of vessels on the Asia-North America East Coast trade lane in the coming months, as carriers try to circumnavigate port congestion on the West Coast. This will severely increase pressure on the port infrastructure on the East Coast.
Ongoing modal shift
The evolving situation in Ukraine is also increasing pressure on freight services and rates between Asia and Europe. Operators are suspending Russia-bound services, causing shippers to be wary about sending shipments between Asia and Europe via both the sea and rail network.

An early March ‘Global Container Shipping’ report by HSBC noted that some of these cargoes could switch from rail to ocean shipping, despite longer transit times. “A 50 percent diversion of rail cargoes would equate to 3.2 percent of the weekly nominal ocean capacity on the Asia-Europe trade route,” said Parash Jain, Head of Shipping & Ports at HSBC.

In Asia, China’s strict Covid-19 policies are also adding to port disruption. “Congestion picked up in the Pearl River Delta, likely due to the Covid-19 related dynamic lockdown in Shenzhen. We expect China’s strict Covid-19 policy might continue to disrupt the fragile supply chains,” noted Jain.] => 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。
    [Continued tightness in the supply-demand balance could potentially lift spot freight rates further -- not just on Asia-Europe but globally.

Dominique von Orelli, Global Head, Ocean Freight, DHL Global Forwarding, said: “DHL is closely monitoring the impact of any potential modal shift to ocean on European services. We will continue to ensure customers have adequate capacity available but urge them to book early.”] => 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。”
    [There is little sign that global port congestion is easing in the early months of 2022, with build-ups of empty containers and the deployment of smaller vessels making it difficult for ports and carriers to clear backlogs.

“Disruption in the supply chain is likely to persist through this year, particularly for air freight and sea freight, be it uplift capacity, availability of equipment or reliability of sailing schedules,” said Kelvin Leung, CEO, DHL Global Forwarding Asia Pacific.

Freight rates are also not likely to return to pre-pandemic times immediately when the market eventually normalizes. “We must adapt to the new normal and be hopeful that Covid-19 disruptions will see some improvements in the second half of the year,” added Leung.
Increased transit times
Vessel delays remain a significant problem on both the Asia–North Europe and Asia–US trades. Neither saw any improvement in port congestion between November and February, according to the latest research from Alphaliner, as detailed in DHL’s March Ocean Freight Market Update.

The Los Angeles/Long Beach infrastructure continues to be heavily congested and is struggling to clear cargo backlogs, notes the Update. This is despite an overall decline in the number of ships waiting for a berth, dropping from a peak of 109 ships on 9 January to 76 ships on 14 February.

Labour shortages due to Covid-19 reasons have increased in the last months and are impacting terminal operations. Deliveries are still heavily delayed because of a persisting lack of rail cars, a shortage of truckers and a chassis deficit.

Another reason for congestion at U.S. west coast ports is the increased front-haul transit time for ships sailing from the Far East. Transit times to the ports of Los Angeles and Long Beach from Asia rose to an average of 38 days in February, up from 28 days in mid-November.

Vessel delays for ships on a full Far East–North Europe round voyage were unchanged from November, with the 14,000 – 24,000 TEU ships deployed on services still requiring an average of 17 days more than their pro forma schedules to reach Central China for their next westbound trip. “Skipping port calls still appears to be the only way to avoid or limit lengthy delays,” notes the Update. “We expect the situation to persist through 1H 2022 with a possible improvement in 2H 2022.”

Scheduling difficulties due to stormy weather in February have added to port congestion in Europe. The situation in Ukraine is also set to impact productivity in many northern European ports, with Russia-bound cargo suspended until further notice.] => 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。
    [wysiwyg] => wysiwyg
    [outbound_box] => outbound_box
    [Ongoing port congestions and an evolving situation in Ukraine are contributing to further uncertainties. There is little sign that global port congestion is easing in the early months of 2022, with build-ups of empty containers and the deployment of smaller vessels making it difficult for ports and carriers to clear backlogs.
“Disruption in the supply chain is likely to persist through this year, particularly for air freight and sea freight, be it uplift capacity, availability of equipment or reliability of sailing schedules,” said Kelvin Leung, CEO, DHL Global Forwarding Asia Pacific.
Freight rates are also not likely to return to pre-pandemic times immediately when the market eventually normalizes. “We must adapt to the new normal and be hopeful that Covid-19 disruptions will see some improvements in the second half of the year,” added Leung.
Increased transit times
Vessel delays remain a significant problem on both the Asia–North Europe and Asia–US trades. Neither saw any improvement in port congestion between November and February, according to the latest research from Alphaliner, as detailed in DHL’s March Ocean Freight Market Update.
The Los Angeles/Long Beach infrastructure continues to be heavily congested and is struggling to clear cargo backlogs, notes the Update. This is despite an overall decline in the number of ships waiting for a berth, dropping from a peak of 109 ships on 9 January to 76 ships on 14 February.
Labour shortages due to Covid-19 reasons have increased in the last months and are impacting terminal operations. Deliveries are still heavily delayed because of a persisting lack of rail cars, a shortage of truckers and a chassis deficit.
Another reason for congestion at U.S. west coast ports is the increased front-haul transit time for ships sailing from the Far East. Transit times to the ports of Los Angeles and Long Beach from Asia rose to an average of 38 days in February, up from 28 days in mid-November.
Vessel delays for ships on a full Far East–North Europe round voyage were unchanged from November, with the 14,000 – 24,000 TEU ships deployed on services still requiring an average of 17 days more than their pro forma schedules to reach Central China for their next westbound trip. “Skipping port calls still appears to be the only way to avoid or limit lengthy delays,” notes the Update. “We expect the situation to persist through 1H 2022 with a possible improvement in 2H 2022.”
Scheduling difficulties due to stormy weather in February have added to port congestion in Europe. The situation in Ukraine is also set to impact productivity in many northern European ports, with Russia-bound cargo suspended until further notice.
RELATED ARTICLESDHL Ocean Freight Market Update – March 2022Find out the latest developments of the global ocean freight market in this monthly analysis by DHL Global Forwarding.More vessels expected to load ports
Another contributing factor to global port congestion is the deployment of more vessels on key routes, according to analyst firm Sea-Intelligence. During the early pandemic period, there was an unusually large decline in the number of deployed vessels as blank sailings rose rapidly.
But after this early phase, the number of deployed vessels first returned to normal levels, and then reached a high point towards the end of peak season 2021. Sea-Intelligence notes that there was a temporary drop for Chinese New Year 2022, followed by a very sharp upwards correction as we get into the current outlook for March/April 2022.
The forecast increase in March/April 2022 could be a key factor in port congestion in the months ahead. The number of vessels scheduled to depart Asia – and subsequently arrive on the North American West Coast – will increase sharply and surpass a 40 percent growth on the pre-pandemic normality. This in itself will add further pressure on port infrastructure.
What is more alarming is that there will be a 60 percent increase in the number of vessels on the Asia-North America East Coast trade lane in the coming months, as carriers try to circumnavigate port congestion on the West Coast. This will severely increase pressure on the port infrastructure on the East Coast.
Ongoing modal shift
The evolving situation in Ukraine is also increasing pressure on freight services and rates between Asia and Europe. Operators are suspending Russia-bound services, causing shippers to be wary about sending shipments between Asia and Europe via both the sea and rail network.
An early March ‘Global Container Shipping’ report by HSBC noted that some of these cargoes could switch from rail to ocean shipping, despite longer transit times. “A 50 percent diversion of rail cargoes would equate to 3.2 percent of the weekly nominal ocean capacity on the Asia-Europe trade route,” said Parash Jain, Head of Shipping & Ports at HSBC.
In Asia, China’s strict Covid-19 policies are also adding to port disruption. “Congestion picked up in the Pearl River Delta, likely due to the Covid-19 related dynamic lockdown in Shenzhen. We expect China’s strict Covid-19 policy might continue to disrupt the fragile supply chains,” noted Jain.
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.Continued tightness in the supply-demand balance could potentially lift spot freight rates further — not just on Asia-Europe but globally.
Dominique von Orelli, Global Head, Ocean Freight, DHL Global Forwarding, said: “DHL is closely monitoring the impact of any potential modal shift to ocean on European services. We will continue to ensure customers have adequate capacity available but urge them to book early.”] => 

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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DHL Ocean Freight Market Update – March 2022
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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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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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