Port of departure: Los Angeles or New York

Destination: Beijing or Tianjin

Sea freight: ￥ 490.00/ Cubic meters (Los Angeles, Los Angeles,

Voyage (about 20 days)

Sea freight: ￥ 805.00/ Cubic meters (New York,

Voyage (about 33 days)

Unpacking fee: ￥ 180.00/ cubic meter

Port charges: ￥ 44.00/ cubic meter

Replacement fee: ￥ 300.00

EDI (Tianjin port entry fee): ￥ 50

Customs declaration fee: ￥ 800.00

Inspection application fee: ￥ 150.00

Port service fee: ￥ 800.00

Volume: 5M3

Sea freight: ￥ 2450.00 Los Angeles

Sea freight: ￥ 4025.00 (New York)

Unpacking fee: ￥ 900.00

Replacement fee: ￥ 300.00

Port charges: ￥ 220.00

EDI (Tianjin port entry fee): ￥ 50

Customs declaration fee: ￥ 800.00

Inspection application fee: ￥ 150.00

Port service fee: ￥ 800.00

Total: ￥ 5620 Los Angeles

￥7195. (New York)

Note:

1. The above quotation does not include foreign door-to-door delivery and foreign port expenses Excluding the cost of door-to-door delivery at the destination These two expenses can only be determined by providing the specific weight, volume, number of pieces and detailed address of the goods

2. Foreign countries do not accept naked goods. Please pack them well, at least in cartons Please put valuables, electrical appliances and furniture in wooden cases

3. The quotation does not include the inspection fee, which is about ￥ 200-300

4. The customs clearance time is one week, plus about two weeks of port operation

5. The entry of private goods requires the payment of customs duties to the Chinese customs. The specific amount shall be subject to the customs tax ticket! (books and furniture, household appliances, CDs, luxury goods and musical instruments are subject to tax, but clothes are not.) International students need to provide international student certificate to apply for tax exemption!

6. Personal belongings must be transported with a valid passport for more than one year (the last entry-exit record is more than one year apart)! The transportation of personal belongings needs to be handled within half a year after returning home!

the world announced that it would implement new regulations on all routes exported by China (except North America). Dafei stipulates that the sea freight will be calculated based on the actual sailing date and will officially take effect on April 1, 2022.

According to the port circle (ID: gangkouquan), the freight of ships on the US line is calculated according to the counter return day, and other routes are calculated according to the estimated sailing time. If calculated according to the actual sailing date, if the spot freight increases in the process of ship delay, the shipper will have to make up the difference. Therefore, the biggest impact of this provision on freight forwarders may be that the freight budget becomes uncontrollable.

A key question about the adjustment of Da Fei is: at present, the global ship punctuality rate has fallen to a new low. If the shipping schedule is delayed and the ship leaves late due to Da Fei, and then the freight rises, will the freight forwarder also pay higher freight accordingly?

In addition, there is another message about Dafei. It is reported that Dafei will make a new acquisition in the near future. Surprisingly, the acquisition object is a French media.

According to foreign media reports, Dafei will bid for an 89% controlling stake in Provence, a daily newspaper in Marseille, France, for 81 million euros (about 92 million US dollars). Dafei’s bid exceeded the newspaper’s annual turnover of about $76 million and exceeded the offer of the only bidder.

In addition to the direct acquisition price, Rodolphe Saade, chief executive of Dafei, also promised to invest an additional 35 million euros to help the newspaper develop further.

It is reported that the circulation of La Provence in 2020 is about 80000. 89% of the shares of La Provence were sold through court proceedings after the death of its former owner last year.

Asked why he was interested in the newspaper, Rodolphe Saade said: “there is no complicated reason. I have read the article in this daily newspaper and I like it very much. Provence is on sale, so I bought it.”

The investment in Provence will help guarantee at least 250 jobs. With the surge in operating profits during the epidemic, large liner companies such as Dafei have been eager to show more social responsibility. Last year, Dafei invested $30 million in Brittany ferry, a struggling compatriot enterprise, to help it recover from losses caused by the epidemic.

Dafei, a cash rich liner giant, recently made a number of investments in the field of logistics business.

On December 8 last year, Dafei acquired most of the business of CLS Department of Yingmai international, an American contract logistics and e-commerce expert, for us $3 billion, promoting its logistics subsidiary CEVA Logistics to become the fourth largest contract logistics supplier in the world.

On January 31 this year, Dafei announced to acquire 51% of the shares of colis priv é group, a leading French delivery company, from Hopps group, in order to strengthen the position of CEVA Logistics in e-commerce services, especially the last mile delivery.

In addition, CGM completed the acquisition of the FMS terminal at the port of Los Angeles in early January and became the sole owner of the terminal.

World-Logistics Co.Ltd China Focus on China’s sea exports are transported to the United States and Northeast Asia.  Provide customers with the best Transport shipping prices and services.  

From January to November last year, the cargo throughput of Shandong Port Qingdao port reached 584 million tons, a year-on-year increase of 5.2%, promoting major shipping companies to increase routes and expand transit, adding 23 routes throughout the year, attracting more industrial finance and trade factors

Jianzhi international shipping hub in Northeast Asia

In recent days, ships from Shandong Port to Qingdao port come and go day and night. In the busy Qianwan port area, the newly launched LNG dual power ship “Dafei yuniti” of Dafei spaceship company successfully completed its operation, and set a new high efficiency of LNG ships with an average operation efficiency of 35.2 natural tanks / hour.

In the face of the widespread congestion in ports around the world, Qingdao port, with the support of the reform and development of port integration in Shandong, has spared no effort to expand the sea and land space. The world’s top 20 shipping companies have opened routes, lifting capacity, and the world’s largest container liner with a container capacity of 24000 TEUs has been berthed regularly. The terminal has always been in a state of full load and efficient operation, We are moving at full speed towards the construction of an international shipping hub in Northeast Asia.

According to the data released by the Ministry of transport, in the first 11 months of 2021, the cargo throughput of Qingdao port reached 584 million tons, a year-on-year increase of 5.2%; The container throughput reached 21.88 million TEUs, a year-on-year increase of 9.3%, further highlighting the first advantage in northern China’s ports, making the domestic and international dual cycle more smooth.

China shipping price   

23 new routes were added throughout the year

For the world’s port and shipping industry, 2021 is full of challenges, the circulation of industrial chain and supply chain is blocked, and major ports are generally congested. In the face of this global crisis, an important reason why Qingdao port has made a difference lies in its increasingly stable hub position. Even the “Changci” cargo ship, which once blocked the Suez Canal, chose to start its first cargo voyage in Qingdao port because of ship construction, abundant supply of goods, Asia Europe route layout and other factors.

Last year, Qingdao port added 23 new routes. The growth rate of routes entered the fastest and best period in history. The number and density of routes ranked first among ports in northern China. Dafei, Wanhai, Koryo, Yixing, EVA, OOCL and other major shipping companies have strengthened their route network layout in Qingdao port, fully reflecting their recognition of the hub status of Qingdao port.

Zheng Yi, head of Yixing integrated shipping (China) Co., Ltd. Qingdao Branch, was deeply impressed: “affected by the epidemic, overseas ports are congested and shipping schedules are very unstable. Yixing has still achieved the growth of freight volume, thanks to taking Qingdao port as an important node of global route layout.”

In opening up routes, Qingdao port seized the opportunity of strong demand for cross-border e-commerce and realized the “zero breakthrough” of Alibaba’s cross-border e-commerce express between the United States and Western Europe; It has become the first port of “American direct passenger express line” and the only port of call in northern China; Sign the strategic cooperation agreement of “two ports and one navigation” to build high-quality domestic trade container routes; Strengthen the construction of transit hub ports, actively build transit channels, strive for the whole ship reloading business, and comprehensively improve the transit scale; Force “scattered to set” increment.

In terms of market development, Qingdao port combined railway opened the open top box special train to Wu’an and Ningxia for the first time; Develop new customers of Japan shuangri trading company and realize the first gathering of Japan’s four major ore traders in Qingdao port; Open up a new channel of “Qingdao Huanghua” water transfer logistics, open up a new channel of “Huangdao Xi’an” railway whole process logistics, and open up a new channel of “Qingdao Jiangsu” water transfer logistics.

In terms of service facilitation, Qingdao port has won the first place in Maersk’s global container terminal berth efficiency ranking for six consecutive years; The automatic terminal has set a production record of 52.1 natural boxes / hour for single machine efficiency, and set a world record for the seventh time; The average efficiency of single unit of dry bulk cargo ship berth was increased by more than 3.6%, and the berth production capacity was further released; Dongwei oil pipeline line 2 was upgraded, and the single line oil transportation efficiency was increased by 13%; For two consecutive months, the General Assembly war of “sudden ship Dredging” of ore was carried out, creating a number of production records such as day and night berthing and disembarking ships and day and night loading.

In terms of project innovation, Qingdao port has successively implemented the new raw ore transfer project of vale and Itochu’s first 200000 ton iron ore bonded screening business in China. Dongjiakou mocorri reservoir area has been approved as a designated delivery warehouse for 1 million cubic meters of crude oil futures, Huangdao liquefaction reservoir area has been approved as a delivery qualification for 150000 tons of low sulfur fuel oil futures, and ship oil supply has realized cross customs direct supply, external anchorage port refueling Three breakthroughs in offshore oil supply of Dongjiakou tanker berth

Benchmarking global advanced ports

The era of “throughput is the king” of the port is far away. The future competitiveness depends not only on the volume, but also on the quality.

In terms of volume alone, Qingdao port has become an absolute leader among ports in Northeast Asia. Its cargo throughput has surpassed Singapore port, ranking fifth in the world, and its container throughput has surpassed Busan Port, ranking sixth in the world and first in Northeast Asia. The competitiveness index of international shipping hub – Northeast Asia report (2021), prepared by China economic information service and supported by the Baltic Exchange, also shows that the competitiveness of Qingdao port ranks first in Northeast Asia.

However, compared with the world’s advanced ports, Qingdao port still needs to make further breakthroughs in finance, trade, shipping, port industry city integration, network connectivity and international transshipment capacity. Therefore, it is becoming the direction of Qingdao port to accelerate the replenishment of the short board of shipping supply service system and modern high-end shipping elements and realize the leap of port energy level and urban energy level.

In terms of the construction of logistics hub port, Busan Port has 270 foreign trade routes, with an annual container transfer ratio of nearly 50% and more than 10 million TEUs; Shanghai port has more than 300 foreign trade routes. Recently, it has also been approved to pilot the coastal carrying business of foreign trade containers with Yangshan port area of Shanghai port as an international transit port. Facing the gap, Qingdao port seizes policy opportunities such as Shandong free trade zone and RCEP, promotes major shipping companies to increase routes and expand transit, promotes the opening of trains and the construction of dry ports in the inland hinterland, deeply integrates into the “end-to-end” global logistics supply chain system, and speeds up the promotion of the status of an international hub port.

In terms of financial and trade port construction, Shanghai port is the second largest shareholder of Bank of Shanghai and the fourth largest shareholder of Postal Savings Bank of China, with an annual investment income of more than 3 billion yuan. Shanghai port has also established Donghai shipping insurance Co., Ltd. together with PICC Property Insurance and Ningbo Zhoushan Port, accounting for 20% of the equity. Rotterdam port has a port industrial belt including oil refining, petrochemical industry, ship repair, port machinery, food and other departments, which has attracted more than 3500 international trading companies. Hamburg Port drives the development of finance, insurance, tourism and leisure industries with shipping and trade. Qingdao port, which is catching up, is making efforts to cultivate high-end business formats and develop port industries, so as to attract more industrial finance and trade factors.

In 2021, Qingdao port established a special class for the Northeast Asia international shipping hub center, focusing on the development of containers and route layout, and accelerated the implementation of new projects and business formats such as multimodal transport supply chain services, the construction of container international transit channels, the encryption of international routes and the diversification of vehicle business.

“Policy opportunities such as Shanghai Cooperation Demonstration Zone, Shandong free trade zone and national logistics hub have brought us confidence in development. Why do we set up special policy classes? Not every port can have so many policy superposition, and this advantage needs us to strive for.” Shandong Port Qingdao port official said.

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DUBAI, 17th November, 2021 (WAM) — The World Logistics Passport (WLP) has signed a Memorandum of Understanding (MoU) with the Bahraini Ministry of Transportation and Telecommunications, bringing another GCC member state into the Dubai-administered global freight loyalty programme as a Gateway participant, thereby enhancing the Kingdom of Bahrain’s access to global markets and offering businesses direct benefits.

The MoU was signed by Kamal bin Ahmed Mohammed, Minister of Transportation and Telecommunications, for the Kingdom of Bahrain, and Sultan Ahmed Bin Sulayem, Chairman of Dubai Ports, Customs and Freezone Corporation (PCFC), which owns and runs the WLP program globally.

Kamal Mohammed said, “We are proud to be part of the WLP and to offer our business community the opportunities that come with this agreement, including facilitated trade to the vast network of WLP partners.

“Bahrain has long been known for its business- friendly environment and transparent regulations and our integrated logistics industry is one of the areas which we believe offers true value to businesses. This new agreement will further enhance this offering and we are confident that the private sector will leverage this opportunity”.

Sultan bin Sulayem said, “The new agreement between the WLP and Bahrain represent an increased commitment to further deepen close trading ties with one another, and with the world. And as Bahraini businesses seek to expand their customer base and grow new revenue streams, the WLP will also serve to provide them with smoothed trade flows and new market opportunities through the program’s global footprint.”

With Bahrain’s exports to the UAE’s increase by almost a three-fold between 2016 and 2019, and 30% of the country’s total exports landing on Emirati shores in 2019, the new agreement ensures that Bahraini traders and businesses are well placed to maximise the benefits associated being a WLP Gateway.

Beyond deepening the close trading relations between the two GCC countries, WLP participation also extends Bahrain’s access to global trade routes, providing increased international market opportunities for the country’s $13.2bn-worth of exports and supporting local companies to generate high-quality domestic employment opportunities.

A key benefit of the WLP is access to its global network, with membership and easier market access to countries in Asia, Africa, Latin America, and the Middle East, including Brazil, South Africa and India.

In addition, participation in the WLP as a Gateway will offer Bahraini traders and freight forwarders the opportunity to access a global network of benefits for more cost-effective and efficient cargo trade via the WLP Hub in Dubai, where WLP Partners include Emirates SkyCargo, dnata, DP World and Trakhees. Direct benefits include fast-tracking of cargo movement, reducing administrative costs, advancing cargo information, and facilitating trade across borders.

The Bahraini Ministry of Transportation and Telecommunications will act as a coordinating Partner, bringing traders and freight forwarders onboard the WLP programme.

Logistics Transport China to USA – China Yiwu’s foreign trade orders plummeted, Colgate switched to aircraft to transport toothpaste and toothbrushes, and a container to the United States cost nearly US $19000… When is the turning point of the global supply chain crisis?

According to CCTV finance and economics, with the recovery after the global economic epidemic, “made in Yiwu” is flowing from China to more than 200 countries and regions every day. However, a global supply chain crisis has blocked the outflow of “made in Yiwu”, resulting in a sharp drop in orders of local foreign trade enterprises, overstock of inventory, tight cash flow and other problems. However, experts also pointed out that the high freight rate of containers may have ushered in an inflection point.

▲ experts say that the high freight rate of containers may have ushered in an inflection point, according to the network

How long will this supply chain crisis that makes global enterprises collectively “painful” last? What new challenges have the “anti globalization” in the crisis and the rise of the trend of nearshore production brought to the global industrial chain? Will it have a long-term impact on Chinese enterprises? In this regard, Mei Xinyu, a researcher at the Institute of international trade and economic cooperation of the Ministry of Commerce, made a professional analysis in an interview with red star news.

Orders of foreign trade enterprises in Yiwu plummeted

It costs nearly 19000 US dollars to send a container from China to the United States

According to CCTV finance and economics, since last year, the global container freight rate has continued to rise, and the quotation in the container market of some routes once soared to more than ten times. Yiwu, Zhejiang Province, is an important concentration of China’s foreign trade commodity export. The drastic change of container freight rate also has a great impact on Yiwu’s commodity export. Some goods can’t bear high freight rates. Many overseas buyers suspend orders and postpone or refuse to accept orders for some goods with low value. In addition, affected by the epidemic, many international merchants are inconvenient to travel, and the passenger flow in Yiwu Trade City is also much lower than before, resulting in a significant decline in the order volume of many stores this year.

▲ the picture of epidemic recovery hitting the global supply chain crisis was released according to Yiwu

Mei Xinyu, a researcher at the Institute of international trade and economic cooperation of the Ministry of Commerce, pointed out that the global supply chain is a problem that affects the whole body. The actual impact on Chinese enterprises is mainly in two aspects. First, the biggest impact is that after Chinese goods are produced, they have to be transported to customers for a long period of time, which has a great impact on trade. Second, some components needed by Chinese businesses can not be supplied in time.

Overseas enterprises at the other end of the supply chain are also suffering from it. The supply chain of 18 countries of Stanley Black & Decker, one of the top 500 companies in the United States, is facing a complete reset in this crisis. It is reported that the delivery time of Stanley’s products from Chinese factories to American stores this year has tripled compared with that before the epidemic, reaching nearly 90 days. In addition to the shortage of containers, the problems of port congestion, driver shortage and railway delay in the United States have also increased Stanley’s freight cost seven times. This is not the worst example. According to freightos index, a standard container full of clothes, toys, furniture or industrial accessories from China to Los Angeles now costs as much as US $18730, more than 13 times the price before the epidemic. In addition to the rise in freight and the extension of the cycle, American enterprises are also facing a shortage of computer chips and other accessories, affecting the production progress.

Don Alan, chief financial officer of STANLEY, said with emotion, “COVID-19 has fundamentally shaken the supply chain.” he pointed out that the crisis “illustrates the importance of the strategy close to the sales place. The shorter the product transportation time, the better your situation.” now, in order to cope with the most significant changes since the globalization process of the supply chain 30 years ago, Companies around the world are changing their strategies.

Colgate switched to aircraft toothpaste and toothbrush

“Eighteen martial arts” of enterprises in various countries to deal with the supply chain crisis

According to foreign media reports, many enterprises initially adopted some temporary measures to try to alleviate the supply crisis. Eaton, an industrial manufacturer, sent its own experts to fight side by side with suppliers; Colgate switched to more expensive air transportation for its toothpaste and toothbrush; Wal Mart charters its own ships to avoid delays.

▲ with the continuation of supply chain problems, enterprises began to seek more long-term measures. It has become a trend to use regional supply chain for “nearshore” production

However, with the continuation of supply chain problems, enterprises began to seek more long-term measures. It has become a trend to use regional supply chain and carry out “nearshore” production. Many overseas enterprises began to rewrite their “production manual”, change the traditional strategy of seeking low-cost supply and turn to new suppliers or different source countries, Use regional supply chain to ensure supply.

At present, some enterprises, including Ge, even directly redesign their products to reduce their dependence on some components and materials vulnerable to the impact of the supply chain. Honeywell monitors supply problems every day, and its engineers have also modified the design of sensors and fire protection systems to use more abundant computer chip components. In order to better cope with future supply chain emergencies, the company also developed a dual resource strategy for some products and signed long-term single contracts with key suppliers to ensure supply.

In addition, the soaring freight costs and unpredictable transportation conditions have undermined cross ocean logistics and shaken the previous dominant production theory – accessories arrive at the factory “on time” to complete assembly. Willy Shih, a professor at Harvard Business School, pointed out that manufacturers of complex products are now struggling with spare parts. They are saying to suppliers “I need more of this” every day. At the same time, they are hoarding due to shortage, “just in case, I need to prepare more”. However, when people hoard goods for “just in case”, it actually makes the shortage problem more serious.

The inflection point is coming? Dawn?

Expert: it will take some time for the freight rate to fall down. We can’t rule out the possibility of deterioration

When the crisis is making everyone anxious, experts pointed out that the high freight rate of containers may have ushered in an inflection point. The most tense time has passed, and now it has entered a process of gradual decline.

▲ Mei Xinyu said that in addition to the relationship between supply and demand, some of the reasons for the high freight rate of containers are speculative capital speculation.

In this regard, Mei Xinyu pointed out that the reason for the high freight rate of containers is not only the relationship between supply and demand, but also speculative capital speculation. At present, some freight rates have fallen, but the gradual decline process still needs some time. From the perspective of ship supply, logistics transportation and trade unions in western countries and importing countries, it will take some time for prices to normalize, and the possibility of further deterioration cannot be completely ruled out. At present, domestic foreign trade merchants need to ensure container supply and transportation as much as possible, and pay attention to avoiding exchange rate risk.

In addition, according to CCTV finance and economics, some industry experts believe that there are still a large number of backlog orders in China, and the loading rate of container ships is still high, so it is difficult for freight rates to fluctuate sharply in the short term. However, on the other hand, the marginal supply and demand of containers has eased, so it is necessary to be vigilant against the risk of freight rate diving caused by the downward loading rate in the future.

Can I ask where is the way?

“Reverse globalization cannot become a big climate”

Will the “anti globalization” and regional supply chain adopted by overseas enterprises become an inevitable trend in the future? Will it affect the layout of the global supply chain and even Chinese enterprises? In this regard, Mei Xinyu said, “without the full and sustained political intervention of major countries, anti globalization cannot become a big climate.”

Mei Xinyu believes that in the long run, the strategies adopted by overseas enterprises such as nearby production and reducing transportation are not effective. In the end, enterprises may find that their efficiency and supply are more affected than imports from other countries.

Soren Skou, CEO of Maersk, the world’s largest container shipping group, also pointed out that there is no huge return at present, because the real problem during the epidemic is not distance. “If you choose to go ashore and build your factory in Mexico or Eastern Europe, you are still vulnerable to the epidemic.”

In fact, this “anti globalization” shift is the result of the turmoil in the supply chain in recent years, including the trade war launched by the trump administration, a once-in-a-century global public health crisis, and extreme natural disasters that occur more frequently on all continents.

In fact, there is no perfect strategy to deal with supply chain problems, and regional supply can not solve all problems. Even if the domestic supply chain is 100%, the production of enterprises will be impacted by their domestic problems, such as the cold wave in Texas last winter or the destruction of railway bridges by wildfires in Australia.

Mei Xinyu believes that in the long run, some new methods can be considered for China’s logistics and transportation mode, such as domestic and foreign joint investment in the United States and Europe to buy appropriate ports and terminals, so as to ensure or even improve the efficiency of logistics and transportation. Spencer Shute, a supply chain consultant of Proxima company in Boston, predicted that enterprises will appear a “mixed” mode under the epidemic, and mix a more cautious and more costly “just in case” strategy in the traditional supply chain operation mode.

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The relevant person in charge of COSCO sea control (601919) told reporters: “the company is understanding the specific implementation rules of relevant policies and continues to pay attention to the events. At the same time, it will also actively communicate with ports and customers to ensure customers’ shipping needs.”

Industry insiders believe that the new regulations may be difficult to solve the problem of port congestion. What needs to be improved is port infrastructure, automation construction, labor system construction and other problems.

Additional container detention fee

According to the new regulations published on the official website of the port of Los Angeles, containers transported by trucks staying for 9 days or more will be charged; Container charges for railway transportation staying for 3 days or more. The dwell time refers to the time from the unloading of the container on the ship to the removal of the container. The charging standard is $100 / container, and each container will be charged an additional $100 per day for overtime.

Shipping giant Maersk said that the new policy has a seven day notice period, and how to charge most of the fees remains to be determined. At present, the parties concerned are in a very difficult situation, and the capacity of trucks, chassis and warehouse are very tight.

Adnan Qadri, global import director of Amazon, said: “the original intention of collecting detention fee is to encourage faster turnover, equipment return and bring liquidity to the network and supply chain. However, from the current operation of the supply chain, collecting detention fee will not have an incentive effect.”

The relevant person in charge of COSCO sea control said that at present, the container turnover in long beach and Los Angeles is not smooth, and the supply-demand relationship of the trans Pacific eastbound route is still tense.

Containers have piled up on the dock

The reporter learned from a number of foreign traders that since it has entered the Christmas stock season in the United States, the U.S. consumer demand has increased sharply and the import volume of goods has doubled.

Public data show that the shipping flow of Los Angeles port and Long Beach port accounts for 40% of the total cargo volume of ports in the United States. However, due to the shortage of freight containers and freight manpower, and the reduction of port efficiency due to epidemic prevention measures, a large number of cargo ships lined up outside the two ports. It is reported that on October 18, the total number of ships waiting in line to enter the two ports for unloading reached 100, a record high.

According to the information released by the port, as of October 25, there were as many as 48 container ships waiting in line at the port of Los Angeles, and the average waiting time reached a record high of 12.8 days. At the same time, the containers unloaded from the ship have been piled up on the wharf. Jean cerroca, executive director of the port of Los Angeles, said that 25% of the backlog of goods near the coast of Los Angeles stayed at the wharf for more than 13 days.

John bockari, port envoy of the U.S. supply chain disruption task force, said that every link of the supply chain in Southern California is now very tense. Because there are not enough container chassis and truck drivers to ensure the operation of the port, it is difficult to improve the efficiency of the port.

There is still a shortage of centralized transportation capacity in 2022

At the first extraordinary general meeting of COSCO Haikong in 2021 held on October 29, Yang Zhijian, executive director and general manager of COSCO Haikong, said that the tight supply and demand of shipping will not change fundamentally in a long period of time in the future.

Yang Zhijian said that the overall demand of the global container transportation market will still show a positive trend of steady progress next year. According to Drury’s latest data, it is estimated that the cargo volume of the global container market will be about 260 million TEUs in 2022, with a year-on-year increase of 5.9%. Although it is slower than this year, it will still increase by 12.6% compared with 2019 before the epidemic.

Yang Zhijian believes that the centralized transportation market will still be in a state of shortage of transportation capacity supply in 2022. On the supply side, the first is that the total delivery of new capacity is limited. According to alphaliner’s statistics, it is estimated that 169 ships and 1.06 million TEUs will be delivered in 2022, a decrease of 5.7% compared with this year. Secondly, the effective transport capacity can not be fully released. Due to the repeated global epidemic, labor shortage in European and American countries and other factors, port congestion will continue in 2022. According to Drury’s prediction, the global effective capacity loss will be 17% in 2021 and 12% in 2022. Finally, the chartering market is still in short supply.

Drury predicts that the global container weighted average freight index (excluding fuel surcharge) will increase by 147.6% year-on-year in 2021, and will further increase by 4.1% on the basis of this year’s high base in 2022; Meanwhile, the EBIT of global liner companies will reach US $150 billion in 2021 and is expected to be slightly higher than US $155 billion in 2022.

Author: world-logistics china

Sea freight prices that have soared for more than a year are on the hot search again.

At present, it is difficult for carriers to transport boxes back to loading ports in Asia. For example, Hapag Lloyd will now have to wait 8 days to retrieve empty containers from Chinese warehouses only before the voyage arrives.
In contrast, from October 1, for all Asian containers imported or exported through felixtor, CMA CGM will charge a port congestion charge of US $150 per TEU.
The container availability index (CAX) shows that a CAX value greater than 0.5 indicates excess equipment, and a value less than 0.5 indicates insufficient equipment.
Compared with CAx in Qingdao port, we will find that the availability of 20dc, 40dc and 40hc has decreased sharply since week 36. After 5 weeks of week 41, the price decreased from 0.7 to 0.35, from 0.68 to 0.59 for 40 DCS, and from 0.66 to 0.44 for 20 DCS.
From the container availability index, the availability of Qingdao port in China is mentioned, which has decreased from 0.7 in the 36th week to 0.35 now – less than 0.5 indicates container shortage.
On the other hand, containers piled up at the port of destination. The availability of 40 foot containers at the port of Los Angeles on September 11 was 0.57, compared with 0.11 in week 35.
The recovery of foreign trade demand was better than expected
Many analysts believe that the main driving force for the rebound in exports still comes from labor-intensive products. The overall export industry is gradually warming up, and the export industrial chain is expected to drive China’s economic recovery.

From the perspective of export products, the main driving force for the month on month recovery of exports in September still came from labor-intensive products, Christmas products and automatic processing equipment. The sharp rise in imports of non-ferrous metals, especially iron ore, is an important reason for the sharp rise in imports month on month.
Although the US west route is resuming flights, it still can not catch up with the pace of market demand expansion at this stage. There has been a shortage of containers in the market for several months, and some container manufacturers have accepted container orders in February 2021.
The proportion of the top ten transport capacity in the container transportation industry has increased from less than 60% a decade ago to 83%. The freight guarantee level after the peak season is expected to exceed expectations.
The recovery of foreign trade will also benefit the shipping industry. The container throughput of some major ports in August has narrowed significantly compared with last year, and the situation is expected to further improve in September.
The shortage of containers will not disappear in the short term
Due to market demand, the demand for electronic products and medical supplies (such as personal protective equipment) in the United States will continue until October and may even exceed November. For large retailers, operators now reduce the additional free time, usually 20 days or more, while keeping the free storage time of 3 days unchanged.
This is one of the reasons why the demand for containers in Asia has increased to a record level on xchange. If possible, finding containers for one-way use helps to improve flexibility, avoid demurrage and detention, and remain under control when a large surcharge is charged.
Users can still find containers from China to most ports in the United States, such as Houston, Auckland or Denver.
In view of the shortage of containers, Xiaoyun provides the following two solutions
01
Buy second-hand containers, but as the data of container xchange show, this has become an increasingly expensive proposal. The average price of containers produced by all ports in China from 2000 to 2005 was US $1744, and the peak price is much higher.
Container xchange said, “compared with the average level, the price increased by 115% in the 28th week, 90% in the 32nd week and 78% in the 35th week. We can see that due to the small container supply in Asia, the price demanded by the seller is higher.”
02
Used containers are much cheaper in European ports, but need to be relocated to Asia, which means they cannot solve the current availability problem or the additional cost of transporting containers back to Asia.
The average cost of containers produced between 2000 and 2005 was US $1262 in Rotterdam, US $1337 in Antwerp and US $1384 in Hamburg.