Giuseppe Sandro Mela.
2021-11-01.
I porti californiani, ai quali attraccano i cargo della rotta del Pacifico, sono congesti ed inefficienti. Si determinano lunghi periodi passati in rada in attesa dell’attracco e tempi geologici per lo scarico dei container.
Si forma così un imponente collo di bottiglia che induce il severo malfunzionamento della catena di approvvigionamento a livello nazionale.
Questo tema è stato oggetto di una analisi approfondita e dettagliata
With A Record 79 Container Ships Waiting Off The SoCal Coast, A Scary Supply-Chain Solution Emerges
dalla quale riporteremo solo le frasi a nostro parere significative, data la grande estensione del testo, corredato da decine di grafici.
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«Alas, it was not meant to be, and despite the very serious jawboning coming out of the White House, the time ships are stuck waiting offshore continues to lengthen. There are simply too many vessels arriving with too much cargo for terminals, trucks, trains and warehouses to handle, and according to the Marine Exchange of Southern California, 79 container ships were waiting off Los Angeles and Long Beach on Thursday, yet another all-time record.»
«it is hardly a surprise that container dwell times have steadily increased over the summer and now into the Fall, increasing to an average of 5.9 days in September – up nearly 2.5 days since the April low of 3.6 days»
«the proportion of containers that have been dwelling for longer than five days were 32.8% of total containers in September – up from 13.1% in the spring and 21.2% in September 2020 when dwell time began to accelerate as consumer demand returned.»
«While it is obvious, it is important to note that higher dwell times at the ports and terminals lead to less overall supply chain efficiency and can impact volume throughput. For example, JBHT recently reported during their 3Q21 earnings call that congestion led to lower container turn efficiency to 1.62 from the end of 2Q21»
«Chassis also saw accelerated street dwell times in the most recent week (week 40) in the Port of L.A. and Long Beach. August (Weeks 37-39) averaged a street dwell time of 7 days before increasing to 9.0 days in Week 40 for 20 ft. chassis. 40/45 ft. chassis similarly jumped in mid-October to 10 days from the 8.5 day average over the previous three weeks»
«It’s not all bad news: in recent weeks, rails have seen an opposite trend as fluidity has continued to improve in their networks starting at the ports, decreasing their average dwell time to 5.5 days in September from 11.8 day high in June»
«On a roll, Goldman then makes another patently obvious observation, noting that congestion at the ports ultimately leads to higher rates in ocean freight, and it can also have an impact to air and truck rates as well»
«To be sure, as noted above, while prices have started to abate from record levels in mid-September in ocean freight (don’t get your hopes up – this is entirely due to another temporary lockdown in Chinese supply chains, a result of the reduction in manufacturing due to China’s ongoing power crunch and energy crisis), they still increased +350% YoY in the week ending October 15. Prices will remain elevated until congestion abates or demand normalizes; it is unclear when either of these will happen»
«→→ More ominously, as of October 18, airfreight from Hong Kong to North America was $10.45 per Kg, up +97% YoY from $5.31 ←←»
«That means inducing another artificial recession to cripple demand, something which we doubt the Democrats controlling the 78-year-old in the White House will be able to stomach»
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Pessima organizzazione del lavoro, carenza di scaricatori professionalmente ben formati, carenza di autotrasportatori, sono tutte componenti di questa situazione kafkiana. A ciò si aggiunga il fatto che scaricatori ed autotrasportatori ricevono emolumenti miseri in rapporto al lavoro che fanno, specie poi tenendo conto dell’inflazione in crescita.
E queste sono figure professionali non certo rimpiazzabili con degli immigrati senza arte né parte.
SenzaNubi 