Category Archives: Uncategorized

“THE Alliance, a shipping alliance-Service update


THE Alliance announces Transpacific trade updates

“THE Alliance, a shipping alliance comprised of Hapag-Lloyd, Yang Ming, One Network Express (ONE) and HMM, will implement the following changes on the Transpacific West Coast product effective week 26, 2020.”


THE Alliance, a shipping alliance comprised of Hapag-Lloyd, Yang Ming, One Network Express (ONE) and HMM, will implement the following changes on the Transpacific West Coast product effective week 26, 2020:

West Coast Services (PNW)
The Pacific North Loop 3 (PN3) will call Shanghai/Yangshan instead of Shanghai/Waigaoqiao going forward. The first ship following the new proforma rotation will be Seaspan Ganges 018E, ETA (Estimated Time of Arrival) in Shanghai/Yangshan on 25 June 2020.
The Pacific North Loop 4 (PN4) will structurally change the rotation in Asia by calling Shanghai/Waigaoqiao prior Ningbo:

  • Old rotation: Qingdao – Ningbo – Shanghai – Pusan – Prince Rupert – Tacoma – Vancouver – Pusan – Kwangyang – Qingdao.
  • New rotation: Qingdao – Shanghai – Ningbo – Pusan – Prince Rupert – Tacoma – Vancouver – Pusan – Kwangyang – Qingdao.

The first ship following the new proforma rotation will be hyundai Brave 088E, ETA in Shanghai on 28 June 2020.

In view of increasing market demand, THE Alliance has decided to reinsert the following sailings on the Transpacific Trade:
All sailings will follow their usual proforma rotations, said THE Alliance,



Covid 19 Archives-Container shortage hits European base oil shipments

Container shortage hits European base oil shipments

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Base oil loadings from European and Baltic Sea ports are being delayed by up to two weeks by a shortage of container availability, thanks to restrictions linked to the coronavirus pandemic.

Reduced availability of containers at certain ports has also been exacerbated by cancelled voyages or by vessels skipping ports that are considered to have a higher risk of coronavirus. This has reduced regional circulation of containers for flexibag loadings.
Where containers are available, coronavirus safety measures and reduced operations are adding 1-3 days to loading.
Container shortages have arisen at ports since the beginning of this year, when the extended lunar new year holiday slowed shipments from Asia-Pacific limiting the number of containers available for re-export.
Shipping company MSC has sent two container ships to China to evacuate empty containers. The 23,756 twenty foot equivalent unit (TEU) MSC Mia — the biggest container ship class — has stopped in the Chinese ports of Nansha, Hong Kong and Yantian and will arrive in Xiamen tomorrow, according to vessel tracking data. The 23,656 TEU MSC Nela — the second biggest container ship class — has stopped in Shanghai and is due in Nansha on 19 March.
Quarantine measures imposed in some countries have also affected the movement of vessels. India requires vessels that departed from certain countries to have spent at least 14 days at sea before landing, which is affecting some short-haul base oils deliveries. Any vessels coming from Asia-Pacific that refuel in Singapore would have to restart the 14-day quarantine period.
The port of Antwerp is fully operational, but expects 15 fewer ships, or about 115,000 TEU of containers, to arrive from Asia-Pacific in the coming weeks. China is Antwerp’s second-largest trading partner country, after the US.

By Catherine Caulfield and Erik Hoffmann

Covid 19 Archives-Stranded containers hamper global trade

Stranded containers hamper global trade

Bloomberg First Word March 18, 2020
This article was written by Pimm Fox. It appeared first on the Bloomberg Terminal.
It’s going to take a much bigger boat and much more time to repair the global supply chain. As trade seizes up around the world, ships and containers are in the wrong places. The availability of cargo containers at Hamburg, Rotterdam and Antwerp in Europe and Long Beach and Los Angeles in the U.S. are at the lowest levels recorded. In addition, the destruction of consumer demand in Europe and North and South America means the backlog could continue.
Normally these ships bring loaded containers from Asia to U.S. and European ports. The boxes are then filled with U.S. and European exports or sent back to Asia as empties to be refilled. But the combination of the U.S.-China trade war and the outbreak of the coronavirus pandemic sent exports from China tumbling, cutting the volume of containers. U.S. imports from China fell more than 26% in January and February –- the biggest decline in more than a decade.
Now, producers in countries hit with the coronavirus have limited ways to get products to overseas customers, prompting factory closures. And even if empty containers are available, their prices have soared. The cost to ship a 40-foot equivalent unit (FEU) from Europe to China is up 55% since Feb. 18, while rates from the Mediterranean to China have jumped 70%.
One possible solution is moving the world’s two largest container vessels from their Asia-Europe routes to a transpacific itinerary. Oslo-based MSC Container Ships is sending the 23,756 TEU MSC Mia to evacuate empty containers from China to the U.S. And by the end of March MSC Nela, a 23,656 TEU vessel, will also shift from its Asia-North Europe route to perform a similar function.
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Covid 19-Archives-19,000-TEU ship call at LA-LB promises empty container relief

19,000-TEU ship call at LA-LB promises empty container relief

| Mar 06, 2020 4:20PM EST


The call of the MSC Oscar (pictured) in LA-LB could be followed by other upsized vessels. Photo credit:
The 19,000 TEU MSC Oscar will call in Los Angeles and Long Beach this weekend to begin the task of evacuating empty containers from Southern California and returning them to Asia so the port complex is not choked by empties when normal trade patterns resume. 

The move underscores the rising pressure on marine terminals, import distribution centers, and truckers to begin clearing out the backlog of empty containers that has been accumulating over the past month in the expansive Southern California region. The backlog has occurred because carriers in the trans-Pacfic trades have canceled dozens of sailings due to plunging container volumes following Lunar New Year and the subsequent halt in Chinese manufacturing amid the coronavirus disease 2019 (COVID-19).
The blank sailings removed so much vessel capacity that shippers and exporters in the Midwest who rely on the Southern California gateway are struggling to secure space, Mario Cordero, executive director of the Port of Long Beach, and Gene Seroka, executive director of the Port of Los Angeles, told the DrayTech meeting in Long Beach Thursday. 
The call of MSC Oscar in LA-LB could be followed by other upsized vessels. The port directors said they expect at least two such vessel calls, and possibly a third, in the coming weeks.
“These big vessels are of a size that normally don’t come here,” Cordero said. The TP6 service from Asia normally features vessels of 14,000 TEU capacity. MSC Oscar will call at APM Terminal’s Pier 400 facility in Los Angeles, and will then stop at the Total Terminals International facility in Long Beach before heading back to Asia.
Empty containers are building up across the approximately 1.8 billion square feet of industrial and warehouse space in Southern California, and in the yards of the 6,000 to 7,000 drayage operators who regularly serve the port complex, the port directors said. Terminal operators anticipate growing US exports, especially as consumption of US agricultural products picks up in Asia.

Blank sailings restrict outbound shipments

Outbound vessel capacity has been significantly restricted in February and March because carriers have canceled more than 40 sailings to Los Angeles-Long Beach, Seroka said. That has hampered the shipment of both loaded export containers and empty containers to Asia.
It is critical that carriers, terminals, and truckers, facilitated by port authorities, begin returning empty containers to Asia now to head off a crushing return of empties and export containers to the terminals in the coming weeks.
“We have to clean this situation up,” Seroka said. “The pendulum is going to swing back. Within a couple of weeks we’ll be coming to a tipping point.”
The port directors did not speculate as to when two-way trade through the largest US port complex would return to normal. The ports last week said volumes in February declined 25 percent in Los Angeles and 6 percent in Long Beach from February 2019, and their Q1 volumes would be down 12 to 15 percent. The year-over-year declines are driven by the closure of factories in Asia after Jan. 25 for the Lunar New Year celebrations, and the extended factory shutdowns in China to contain the spread of COVID-19.
The port directors said their joint supply chain optimization group, which includes stakeholders from the transportation sectors and labor unions, is kicking into higher gear to prepare for a possible spike in container volumes in the coming weeks. The uptick that is beginning now will accelerate as factories in China continue to ramp up production, and as US export volumes rebound, Cordero and Seroka said.
Contact Bill Mongelluzzo at and follow him on Twitter: @billmongelluzzo.

Covid 19 Archives-MSC deploys mega vessels to China to evacuate empty containers

MSC deploys mega vessels to China to evacuate empty containers

The many canceled sailings due to the corona outbreak have caused containers to strand in China, causing a shortage in Europe and the US. MSC’s largest container vessels are being deployed to rectify the situation.
Photo: MSC

Covid 19-Archives-MSC sends world’s biggest containerships to US to collect empty containers

MSC sends world’s biggest containerships to US to collect empty containers

MSC is deploying the world’s biggest ships to evacuate empty containers from China to the US, as carriers on the transpacific try to overcome imbalances after weeks of coronavirus disruption to their box control systems.
There have been reports of severe equipment shortages in the US and Europe as a consequence of carriers blanking around half of all headhaul sailings since Chinese New Year, due to the Covid-19 virus outbreak.
Alphaliner said MSC was redeploying the 23,756 teu MSC Mia to the transpacific leg of the 2M’s North Europe-Asia-USWC, combined AE1/Shogun-TP-6/Pearl, loop, and it will be the largest container vessel ever to call at the US. It added that two weeks later the 23,656 teu MSC Nela would shift from the AE2/Swan Asia-North Europe loop to the transpacific, to perform a similar function. reported that Alphaliner also noted that, by replacing the normal 13,000 teu-plus ships that habitually operate its transpacific strings, MSC and 2M partner Maersk would be able to reposition more than 6,000 teu of empty containers to the US to ease pent-up booking demand.

Coronavirus expected to have a longer and larger impact Meanwhile, reports that  the coronavirus outbreak is expected to have a longer and larger impact on imports at major US retail container ports than previously believed, as factory shutdowns and travel restrictions in China continue to affect production.
That’s according to the Global Port Tracker report released by the National Retail Federation and Hackett Associates, which says that an expected return to normalcy in March or April was an optimistic view.
“There are still a lot of unknowns to fully determine the impact of the coronavirus on the supply chain,” said NRF spokesman Jonathan Gold. “As factories in China continue to come back online, products are now flowing again. But there are still issues affecting cargo movement, including the availability of truck drivers to move cargo to Chinese ports. Retailers are working with both their suppliers and transportation providers to find paths forward to minimize disruption.”
The NRF’s survey of members found 40 percent of respondents said they are seeing disruptions to their supply chains, and another 26 percent expect to see disruptions as the situation continues.

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Covid 19 Archives-The impact of Covid-19 on global shipping: part 1, system shock

The rapid spread of coronavirus has had a major impact on global shipping markets, with the slump in demand for goods from China having a ripple effect on everything from container ships to oil tankers. In part 1 of our coronavirus special, we look at how it has unfolded so far. 
tankers. In part 1 of our coronavirus special, we look at how it has unfolded so far.
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You can read the second part of this piece, The impact of Covid-19 on the global shipping sector: part 2, silver linings, here
You can also read a timeline of the most significant events involving the shipping sector here.
Initially, everyone thought that it was China’s problem. Nobody thinks that anymore. The first country to be hit by Covid-19 is now the only one with a recovering economy and re-emerging population. For the rest of the world, uncertainty is the only certainty.

The soon-to-be global pandemic began in late December with only a dozen cases in Wuhan, China. The coronavirus outbreak has now tightened its grip on the entire world, with Europe as its current epicentre. As of the 2nd April it has now infected almost 900,000 people and claimed nearly 50,000 lives.

With Western countries now enforcing nationwide lockdowns that could last for months if not years, world economies are in danger of bleeding out. Numerous industries are at a standstill and the shipping sector is navigating uncharted waters.
Over the past two months, Ship Technology Global has been speaking to analysts and experts – both directly and indirectly – to offer a comprehensive view of how the global pandemic is affecting the industry.

Prosperity within the shipping sector has long been strongly tied to China, a major trade partner for several countries and a key leader in shipbuilding.
Throughout January, during which the virus started spreading across the rest of the country and to its neighbours, the industry seemed to experience only a marginal impact – initially witnessing only a minor fall in demand as ports in China and nearby countries started operating at limited capacity.
“The outbreak came at a time when shipping companies are used to lower demand due to the Chinese New Year (CNY) and had already planned for this, for example by blanking sailings in the container shipping industry,” BIMCO chief shipping analyst Peter Sand told Ship Technology Global magazine earlier last month.

“Coronavirus caused demand to fall lower, and remain at lower levels for much longer than in a usual year.”

The situation largely deteriorated as January passed by and the CNY holidays were extended. After a passenger tested positive for Covid-19 onboard a Princess Cruises ship off the coast of Japan, ports started limiting – and eventually banning – cruise traffic at their terminals. Asian ports in countries including South Korea, Taiwan and Singapore also started introducing screening procedures at their hubs, putting Chinese crews under quarantine and working to limit the spread of the virus.
From the very beginning, these initiatives caused significant setbacks for both the cruise and shipping sectors, which found themselves dealing with orders and trips cancellations, spikes in costs and a drop in trade opportunities. In addition, Chinese shipping was hit by a nationwide ban on all non-essential travel, a largely reduced workforce and the closure of production and shipbuilding facilities.
As BIMCO’s Peter Sand puts it, “coronavirus caused demand to fall lower, and remain at lower levels for much longer than in a usual year; for many in the industry it became about prolonging their measures for dealing with CNY, which were already in place, with little other options to deal with the blow.”
According to figures from Chinese think-tank the Shanghai International Shipping Institute, this led to reduced capacity utilisation – which fell between 20% and 50% at the biggest Chinese ports – and a sharp increase in the use of port storage facilities.

Despite Asia’s prolonged struggles, it wasn’t until February that the global shipping sector started to really feel the impact of the Covid-19 pandemic.
As IHS Markit principal consultant Daejin Lee explains, shutdowns and limited activity further led to labour shortages across Chinese maritime segments, which in turn affected trade. “Exports from mainland China have dropped significantly in February 2020 as the Purchasing Managers Index compiled by IHS Markit dropped from 51.1 in January to 40.3 in February,” he says. “It is not surprising but still massive; it’s the sharpest deterioration since our survey started almost 16 years ago.”
Mid-February data from market intelligence service VesselsValue showed a radical drop in demand for Chinese crude tankers from an average of 3.4 billion tonne miles per day in 2019 to almost zero. According to the company’s Charter Rate assessment, the daily cost of hiring a very large crude carrier (VLCC) for a year plummeted by over 20% between 14 January and 14 February 2020. Spot earnings also decreased by more than 70%.

“The reason that coronavirus is having particularly horrendous effects on the shipping industry is its relationship with China.”

This was just the start of what was about to become a global crisis for all sectors including shipping, which was hit by slowing demand in goods’ production, exports and oil. Here are some of the key figures from February.
VesselsValue chief operating officer Adrian Economakis told us in early March: “In terms of rate, the most significant affected have been the large crude tankers and the large bulkers. China is a significant importer of crude oil, usually through VLCCs, so the reduction in economic activity in China is certainly having a negative demand effect for crude tankers.”
Analysis from BIMCO is further testament to this trend, as it showed VLCCs and overall tanker freight rates were subjected to heavy downward pressure towards the second half of February. “Earnings from the Persian Gulf to China have dropped from $103,052 per day on 2 January to $18,326 per day on 18 February 2020,” said a blog post from BIMCO at the end of the month.
In February, capesize was another heavily affected category, which is in largely driven by China. “The problem with capesize is that the market had been terrible anyway, and it’s gotten even worse,” said Economakis in March. “It is effectively reaching a five-year low at around just over $2,000 a day earnings, which means they’re losing a lot of money per day.”
Finally, the container sector, another category that significantly relies on China, fell victim to the coronavirus outbreak. As Economakis put it, “The container sector is naturally less liquid but we have seen a reduction in rates and values. Containers are the most closely linked to economic activities and economic activity is down all around the world.
“The story here is the reason that coronavirus is having particularly horrendous effects on the shipping industry is its relationship with China. China really is the driver of the shipping industry. We are so dependent on Chinese demand and also Chinese exports, so demand for raw material, exports of a finished product for driving cargo volumes and cargo demands.”

March: coronavirus in Europe

The coronavirus crisis escalated to unprecedented levels in March. Even though deaths in China slowly started to decrease, an ever-growing number of cases started appearing in Europe. Soon after the World Health Organisation declared the Covid-19 outbreak a pandemic, the whole of Italy was put into lockdown and was quickly followed by Spain, France and, towards the end of the month, the UK and some US states.
“The virus is still spreading like wildfire,” says Navin Kumar, director of Maritime Research at Drewry. “The impact is already visible. Trade has been severely impacted, charter rates are down, supply chains have been disrupted. The world has been too dependent on China for everything. And this pandemic has come as a rude shock to them.”

During a webinar hosted by BIMCO and Bloomberg Intelligence in March, BIMCO’s Peter Sand introduced his presentation with a gloomy forecast: the International Monetary Fund expects the global economic outlook in 2020 to reach at least the same levels as the Global Financial Crisis – meaning a world recession is inevitable.
Needless to say, this means that future months could become increasingly harsh for the whole global sector, which will be forced to operate in a limited way. This, Sand stressed, is not going to be the sole result of the coronavirus pandemic but rather a ripple effect of its spread, the introduction of the 2020 sulphur cap by the International Maritime Organization, and the failed implementation of the US-China phase one trade agreement.
“After a disastrous 2019, the shipping industry would have definitely benefited from the trade deal between US and China,” confirms Drewry’s Kumar. “The trade deal required China to import a certain volume of some commodities in 2020.”
Narrowing down on sailings, BIMCO analysis showed all sub-categories of shipping will soon fall prey to the situation. In the dry bulkers’ realm, for example, freight rates have suffered as a result of IMO 2020 and coronavirus, though the capesize sector has also witnessed even harder times.

“Container shipping [could soon be] developing into the epicentre of the crisis in the global shipping industry.”

Meanwhile, demand for oil tankers is currently on the rise as the breakdown of the OPEC+ alliance – which triggered a 30% fall in oil prices and a potential price war amongst world leaders – is supporting Arabian crude oil exports. Nevertheless, Covid-19 is expected to heavily damage oil demand for 2020, something that will negatively affect oil freight rates in the coming months.
Finally, said Sand, “container shipping [could soon be] developing into the epicentre of the crisis in the global shipping industry, due to the fact that containerised goods, being produced in East Asia predominantly have already been hit”.
Demand in this realm continued to slow, partially due to the postponement of the CNY, the missed introduction of the China-US agreement and struggling economies in the west. “Production facilities in China may have workers now, but in terms of productivity we are still not seeing 100% of activity,” said Sand. “The number we saw from late last week was an indication of around 70% of productivity. And then of course, in order to see a sustained flow of cargo out of the Far East, we can only see the backlog of orders to be delivered right now. And right now we’re fairly busy doing something else in the Western world to keep orders coming.”

Covid 19 Archives-Container cargo imbalance from COVID-19 deepens

Greg Knowler, Senior Europe Editor | May 01, 2020 2:51PM EDT
Cargo has been steadily building up in warehouses, port terminals, and inland depots during the lockdowns, according to forwarder association FIATA and insurer TT Club. Photo credit:
Forwarders and insurers warn that cargo flows are becoming more uneven across key markets as a natural container imbalance on headhaul and backhaul trades is exacerbated by extensive blank sailings from carriers trying to match capacity with declining demand.
Stay-at-home orders and the closure of most retail outlets across Europe and North America since early March to limit the spread of the coronavirus disease 2019 (COVID-19) has erased consumer demand and stopped manufacturing in many parts of the world. But cargo has been steadily building up in warehouses, port terminals, and inland depots during the lockdowns, according to forwarder association FIATA and insurer TT Club.
“These are primarily non-essential products, for which there is little demand as retail outlets are closed or supplies for production lines that are either static or at reduced capacity,” TT Club noted in a statement this week.
The insurer said 90 percent of the UK warehousing capacity was full, with the UK Warehousing Association (UKWA) forecasting that all available space will be gone in two weeks. TT Club gave as an example a UK high-street fashion retailer that had been forced to lease 40 percent more storage than normal to accommodate the arrival of products it would be unable to sell.
Some of the major carriers are offering “Delay in Transit” options that allow shippers to store import containers at transshipment hubs as cargo owners adjust supply chains in response to the coronavirus. These include CMA CGM and Mediterranean Shipping Co., which this week announced it was expanding its “Suspension of Transit” (SOT) offering by adding four more transshipment hubs where cargo owners can store cargo outside the marine terminal. Maersk Line is offering storage at origin ports in Asia, where goods can be quickly loaded once demand returns.
Problem more acute in Europe
Europe’s hub ports appear to be more affected by an accumulation of cargo than those in North America, where the ports no longer anticipate equipment dislocations, such as they feared would take place in the first quarter when terminals were struggling to return empty containers to Asia.
Detlef Trefzger, CEO of Kuehne + Nagel, told this week after announcing the forwarder’s first quarter earnings that all the cargo that left China in March after factories reopened arrived in Europe by mid-April.
“The challenge for our customers is what to do with the stuff. Does it go into an inbound warehouse, does it go into merchandise?” he said.
Either way, the containers will not be emptied and returned to service anytime soon, worsening a container imbalance that has existed on the Asia-Europe trade to one degree or another, FIATA highlighted in a position paper this week.
The forwarder association said container imbalances have been a perennial issue in the global supply chain, with increasing vessel sizes over the past decade, consolidation, and the emergence of three alliances leading to higher peaks in container terminals and land-side infrastructure.
But also inherent in the global nature of the world’s supply chains was the impact of major regional holidays, especially Chinese New Year when factories are closed for up to three weeks.
“In the current environment, these imbalances are exacerbated by shipping lines employing substantial numbers of blank sailings to adjust supply, which impact the availability of containers for backhaul export shipments in the importing countries,” the FIATA paper noted.
“Congested terminals, temporary storage, abandoned cargo — these constitute just some of the major problems facing the global supply chain today,” it added. “Based on the current economic positions, it seems the global maritime supply chain is in for stormy weather in the months to come.”
Mixed picture globally
A recent survey by the International Association of Ports and Harbors (IAPH) shows a mixed picture at ports around the world, with 35 percent reporting an increase in the utilization of warehousing and distribution facilities for foodstuffs and medical supplies, with some ports reporting capacity shortages.
The uneven impact on cargo flows can be seen in different verticals and geographies. For instance, auto industry shipments have fallen off and Indian export cargo has come to a near standstill, whereas Latin American markets have so far been largely uninterrupted.
“I think it’s very difficult to really draw from any historical experience on this situation because it’s such a global impact,” said Uffe Ostergaard, president of Hapag-Lloyd America. “Different markets are dealing with it differently, and we also see big variation in how different industry segments are impacted and deal with the crisis.”
“China has come back up, but then other Asian markets have come down, and [demand] moves in different ways and makes it harder to manage,” he added.
Ostergaard told that carriers had to be able to make rapid changes in the network design to be prepared when demand improves, something that has been on display with the extensive blank sailing programs of the alliances.
“Our approach is to be cautious in terms of capacity allocation and if for some reason the market comes back stronger than we expect, great, and then maybe we lose out a little bit, but we don’t put cost into something we don’t know will have a return,” he said.
Contact Greg Knowler at and follow him on Twitter: @greg_knowler.

Covid 19 Archives-COVID-19 causes shipping containers shortages

COVID-19 causes shipping containers shortages

The COVID-19 crisis which has been the epicentre of the EU is leading to shipping container shortages and goods, which is expected to worsen as China imposes more restrictions concerning incoming vessels, to boost its coronavirus safety measures.

Shipping | 19/03/20
Bloomberg reports that unloading holdups in China and delays on the return of vessels when the outbreak was largely limited to Asia has left shippers waiting for hundreds of thousands of containers to move their products. As the virus has gone global, the port of Fuzhou has implemented quarantine measures to ships from countries including the U.S. for 14 days.

In addition, a Bloomberg report revealed that the availability of cargo containers at the ports of Hamburg, Rotterdam and Antwerp in Europe and Long Beach and Los Angeles in the U.S. are at the lowest levels recorded.
Port of Los Angeles further announced that its February imports marked a decrease of 22.5%, to 270.025 TEUs compared to 2019.

In the meantime, it is stated that Canada is struggling, as they don’t have enough shipping containers to export some of its pea and lentil crops and exports are running as much as two months behind after 30 vessels from China canceled their sailing to Vancouver since January.
The legumes, used in everything from vegetarian cooking to packaged food, are in high demand as buyers stock up on dry, packaged goods and about one-third of the Canadian crops rely on containers to ship.
Concerning Canada, Mark Hemmes, president of the Edmonton, Alberta-based Quorum Corp, a company hired by the federal government to monitor Canada’s grain-transportation system commented that

Hopefully with China starting to start up its production this will correct itself in the next number of weeks.

Moreover, another food manufacturer commented that getting certain spices, like curry from Thailand, was taking longer than normal by about a month. Similarly, Brazilian coffee sellers have been struggling to secure forward bookings due to the shortage as many containers leaving to China aren’t returning.

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Covid-19 Archive-COVID-19 impacts global container ship trade


COVID-19 impacts global container ship trade

Maritime intelligence company eeSea published a new analysis, according to which COVID-19 has seriously impacted the global container shipping capacity, as a total of 302 of 2,693 sailings, or 11%, have been cancelled in May on all the main line trades.

Shipping | 24/04/20

2020 had a rough beginning, keeping in mind that the first COVID-19 case emerged in late December 2019, with the report stating that during the first six months of 2020, a total 1,675 sailings have been cancelled, or 11%; which comes out at 13% for 2M, 17% for Ocean Alliance and 17% for THE Alliance, while only 8% of non-alliance sailings have been cancelled.