Ji destpêka vê salê ve, ji ber bandora epîdemiyê, qebareya veguhastina barhilgirên cîhanî bi rengek tûj ket. Wekî encamek, pargîdaniyên barkêşiyê kapasîteya xwe kêm kir ku lêçûnên kargêriyê kêm bikin, û rêgezên mezin sekinandin û stratejiya şûna keştiyên mezin keştiyên piçûk bicîh anîn. Lêbelê, plan dê carî bi guhertinan bigire. Kar û hilberîna navxweyî ji nû ve ji nû ve dest pê kiriye, lê epîdemiyên biyanî hîn jî diqewimin û vedigerin, di navbera daxwaziya veguhastina navxweyî û biyanî de dijberiyek xurt çêdike.
The world is counting on the supply made in China, and China’s export volume has not decreased but increased, and containers are unbalanced in the flow of outbound and return journeys. “One box is hard to find” has become the most troublesome problem facing the current shipping market. “Nearly 15,000 containers at the Port of Long Beach in the United States are stranded at the terminal”, “The UK’s largest container port, Felixstowe, is in chaos and severe congestion” and other news are endless.
In the traditional shipping season since September (the fourth quarter of each year, Christmas is just needed, and European and American merchants stock up), this imbalance of capacity/space shortage in short supply has become more and more severe. Obviously, the freight rate of various routes from China to the world has doubled. Growth, the European route surpassed 6000 US dollars, the western US route surpassed 4000 US dollars, the South American western route surpassed 5500 US dollars, the Southeast Asian route surpassed 2000 US dollars, etc., the increase was more than 200%.
Dema şandinê: Kanûn-09-2020