新闻/港口失事令支线运营商头疼,因为滞留集装箱堆积如山


News / Missed port calls a headache for feeder operators as stranded containers pile up

By Mike Wackett 18/10/2021
The decision by Maersk and other carriers to skip UK port calls due to berthing delays is proving a massive challenge for feeder operators tasked with relaying thousands of ‘overcarried’ containers.
Over-landed UK cargo is stacking up at the major hub ports of Rotterdam and Antwerp on already heavily congested terminals, and carriers are now looking at other ports, such as Zeebrugge and Wilhemshaven, to discharge frustrated UK imports.
Without any spare capacity available to relay the containers back to the UK, carriers are turning to feeder operators to “perform the impossible”, according to one feeder operator contact.
“Even when we find the ships, our chances of getting a berth either to load or to discharge the boxes back in the UK are pretty slim, and we could be sitting outside ports for several days,” he said.
“We know from bitter experience that carriers won’t pay us for vessel delays, so we have to be pretty certain of getting work fairly promptly when we take on the job or we can lose our shirts,” he said.
He explained that often a feeder could not get alongside a quay, as it was being blocked by a deepsea ship that had arrived after the feeder but was given berthing preference by the port.
“It’s really a Catch-22 situation,” he said. “The carrier is kicking the port for a berth and insisting we are held-off to accommodate their vessel, and it is not unusual for it to be the same shipping line that fixed the feeder movement with us and refuses to pay demurrage.”
Another feeder operator contact told The Loadstar this morning that Felixstowe, London Gateway and Tilbury were all currently refusing to accept any ad hoc feeder vessels.
Notwithstanding these operational problems, feeder operators first have to find ships, and the booming charter market has made this extremely difficult. Most prefer to charter their ships for 12 months or less, with options to extend the period, as their requirements are constantly changing. But shipowners are now insisting they take the vessels on hire for a minimum of two years, at new inflated ‘market rates’.
One feeder contact told The Loadstar owners were “playing hardball” on the charter negotiations.
“There is virtually no negotiation at all,” he said, “They are telling us that if we don’t take up their extension offer, they will fix the ship elsewhere at more money.
“We know from our brokers they are not bluffing, and the really annoying part is that the higher offers are coming from shipping lines which still expect us to find the ships to feed their cargo,” he said.
Meanwhile, a source at Felixstowe told The Loadstar this morning that the landside congestion had eased.
“I think they are over the worst, and it appears that most of the media have got bored and left the scene,” he said.


作者:迈克·瓦克特2021年10月18日

马士基和其他航空公司由于停泊延误而决定跳过英国港口呼叫,这对负责中转数千个“多产”集装箱的支线运营商来说是一个巨大的挑战。


英国主要枢纽港鹿特丹和安特卫普的码头已经非常拥挤,而英国卸货量过大的货物正堆积如山,航空公司现在正在考虑其他港口,如泽布鲁格和威尔亨沙文,以满足英国进口货物的需求。


据一位支线运营商的联系人称,由于没有任何备用容量将集装箱运回英国,航空公司正转向支线运营商“执行不可能的任务”。


他说:“即使我们找到了这些船只,我们在英国找到泊位装载或卸下这些箱子的机会也非常渺茫,我们可能会在港口外呆上几天。”。


他说:“我们从痛苦的经历中知道,承运人不会为船只延误向我们支付费用,因此我们必须非常确定,一旦我们开始工作,就必须相当迅速地找到工作,否则我们可能会丢掉衬衫。”。


他解释说,支线船往往无法靠岸码头,因为码头被一艘在支线船之后到达但港口给予优先停泊权的深海船阻塞。


“这真是一个第二十二条军规,”他说。“承运人正在港口寻找一个泊位,并坚持认为我们被耽搁了以容纳他们的船只,而且与我们一起固定支线运输并拒绝支付滞期费的是同一家船运公司,这种情况并不罕见。”


另一位支线运营商联系人今早告诉《负荷之星》,Felixstowe、London Gateway和Tilbury目前都拒绝接受任何临时支线船舶。

尽管存在这些运营问题,支线运营商首先必须找到船只,而蓬勃发展的租船市场使得这一点极为困难。大多数人更愿意租船12个月或更短的时间,并可以选择延长租船期限,因为他们的要求在不断变化。但船主们现在坚持,他们以新的“市场费率”租用这些船只至少两年。


一位支线联络人告诉Loadstar业主,他们在租船谈判上“打硬仗”。


“实际上根本没有任何谈判,”他说,“他们告诉我们,如果我们不接受他们的延期提议,他们将以更多的钱在其他地方修复这艘船。


他说:“我们从经纪人那里知道,他们不是在虚张声势,真正令人恼火的是,更高的报价来自船运公司,它们仍然希望我们找到船只来运送货物。”。


与此同时,Felixstowe的一位消息人士今天上午告诉Loadstar,陆侧拥堵已经缓解。


他说:“我认为他们已经度过了最糟糕的时期,看来大多数媒体已经厌倦了,离开了现场。”。

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全部评论

听海Z10-19 23:39

图片这个船太小了也

风吹尘092810-19 23:37

阿里的船货送到了没?还漂着的把