美國民生物資供應短缺?

economic wrote:
別浪費醫療資源

說起醫療資源,昨天新聞說許多處方藥也缺貨了。

有一種藥是化療和 covid 都要用到的,但藥不夠了,醫生只能把藥給其中的一類病人,受訪的醫院選擇把藥給需要化療的。


另外,兒子的中文學校還缺老師。

以前都是熱心家長跳下來教,現在台灣來美的越來越少,很多新的家長都是在這長大的,自己中文都說不好了,沒法教。
美國突然警覺,藥品供應命脈不能被中國掐在手裡
美國和許多其他國家一樣,大部分藥品來自進口。FDA 估計,80% 藥物原料製造商位於美國境外,大部分在中國和印度。但就在 20 年前,美國、歐洲和日本還是世界大部分藥品關鍵成分的生產地。

常用藥物方面,中國幾乎主導全球供應鏈。傳染病研究與政策中心報告指出,「中國占青黴素、左旋多巴和對乙酰氨基酚等藥物所用原料藥近 100%,占其他主要藥物,包括抗糖尿病、抗高血壓藥物、抗逆轉錄病毒藥物和其他抗生素原料藥三分之二以上。」

即使是稱為「世界藥房」的美國盟友印度,近 70% 原料藥也是從中國進口。據瑞士信貸集團數據,印度為美國提供超過 40% 非專利藥,但這些藥品成分卻依賴中國。
fkang2 wrote:
說起醫療資源,昨天新聞說許多處方藥也缺貨了。...(恕刪)
tteffuB 特肥吧 wrote:
美國突然警覺,藥品供(恕刪)

So....Trump was right......again?.......
fkang2 wrote:
說起醫療資源,昨天新(恕刪)


藥物跟印度比較有關吧
那個空運的
基本上運輸比較不是問題
一雙玉臂千人枕、半點朱唇萬客嚐,還君明珠雙淚垂、恨不相逢未嫁時
tteffuB 特肥吧 wrote:
美國突然警覺,藥品供(恕刪)


成本的問題吧
可沒覺得歐美可以找到其他的地方取代
一雙玉臂千人枕、半點朱唇萬客嚐,還君明珠雙淚垂、恨不相逢未嫁時
現在有部分歐洲商人
改用卡車從滿洲里運到歐洲
最快的STALOGISTIC公司只要10天






BELT AND ROAD
Anxious European importers turn to trucks to get Chinese goods
Port congestion and shortage of shipping containers drive search for alternatives

https://asia.nikkei.com/Spotlight/Belt-and-Road/Anxious-European-importers-turn-to-trucks-to-get-Chinese-goods


Truck deliveries from China to Europe are encountering fewer delays than sea and rail shipments. © EPA/Jiji
JENS KASTNER, Contributing writer
October 22, 2021 18:11 JST
HAMBURG, Germany -- Shoe distributor Hamm Market Solutions had to be sure this year's fall/winter collection would arrive in Germany from its supplier's factory in southern China's Guangdong Province in time -- or face having to dispose of 84,000 pairs of casual footwear at a steep discount.

Werner Prigandt, the company's logistics chief, knew it would be risky to move the shoes by sea, Hamm's usual method, given widespread delays from congested ports and a shortage of shipping containers.

Some European importers had been turning to rail as an alternative, but Prigandt worried he might still have a hard time getting shipping containers for a train trip. Sending the shoes by air would simply be too pricey.


So in July, Hamm's supplier loaded the shoes into 12 truck trailers. Eleven of the shipments arrived in time at the company's headquarters in the northwest German town of Osnabruck, dusty but intact, allowing Hamm to distribute the footwear to stores last month.

"China-Europe trucks are independent of container availability as the load is carried loose or on pallets," Prigandt said. "Although one truck remains stuck at the China-Russian border near Manzhouli over a backlog caused by a local COVID-19 outbreak, we are quite satisfied with the situation."

Trucking has emerged this year as a happy alternative for European importers desperate for options.


Two-thirds of global sea freight deliveries in August arrived late, a record high according to data compiled by Denmark's Sea-Intelligence. The average delay hit 7.6 days, also a new high.

Rail shipments from China to Europe have also been moving more slowly than usual, due to a combination of COVID-related holdups in China's northwest Xinjiang region and line work in Poland, both places through which most cargo lines to Western Europe pass. This has added an extra week or more to shipment times.

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At the same time, rates to ship a container by sea from Asia to northern Europe are more than six times higher than they were a year ago, with the Freightos Baltic Index reaching $14,492 last week.

Airfreight rates between China and Europe, never a bargain, are 50% higher than they were a year ago, according to the Baltic Exchange Air Freight Index. It puts average net costs at 42.42 yuan ($6.63) per kilogram, down from a peak of 48.31 reached earlier this month.

Trucking rates have also been rising too, but for time-sensitive importers like Hamm, the rates can be attractive. According to figures from German freight forwarder Doerrenhaus, delivery by truck from China can be twice as costly as by sea, but takes one-third to one-half as much time these days.

A range of European logistics companies, including Doerrenhaus, Hellmann Worldwide Logistics and DHL International, launched China-Europe trucking services in the second half of 2020, as the scale of the capacity crunch and disruptions to ocean shipping became clear.


DHL now sends 30-50 trucks westward on the route each week, while Doerrenhaus' service frequency peaked at around 30 a month in June and July.

Hellmann and a number of other operators favor sending trucks due north from China's coastal manufacturing hubs to the country's border with Russia. There, loads are switched from Chinese trucks to ones operated by Russian or Belarusian drivers who can then carry them all the way to western Europe.

"China's highways leading to the borders are in an excellent shape, and the Russian and Kazakh highways are good, making the border crossings the only bottlenecks," said Dieter Mauritz, head of China truck solutions at Hellmann. "Everything goes very smoothly Europe-bound unless there is a COVID-19 case."

Each truck usually carries either a standard shipping container or the equivalent in freight packed into its trailer, capping shipment sizes far below the levels that can be sent in one go by sea or rail and making this a less carbon-efficient choice for shippers sensitive to environmental concerns.

As with Hamm's shoes, Hellman has been seeing high demand for shipping seasonal products for Halloween and Christmas as well as auto parts, household products for supermarket promotions and hazardous goods like lithium-ion batteries.

"Our clients are mainly suppliers of German discounters who fear to be fined by their clients for missed deadlines if the loads get stuck in container shipping or rail," said Doerrenhaus General Manager Adrian Boenisch.

Despite rising interest in rail shipping in recent years, statistics tallied by research company IHS Markit show that road freight from China to Europe has consistently outpaced shipping by rail. Last year, the EU and U.K. together received $41 billion worth of goods from China by road, double the amount arriving by rail.


While ocean shipping lost market share last year amid the sector's disruptions, it remains the dominant mode for China-Europe freight, especially when imports are measured by weight. Air cargo, the leading mode for high-value goods, also remains well ahead of trucking.

But trucking has roared forward this year. According to the Geneva-based International Road Transport Union, EU imports from China by road, as measured by weight, rose 33% over the first eight months of 2021, triple the overall pace.

Although European operators are now seeing some signs of cooling demand for trucking after the pre-Christmas shipping peak amid a drop in sea and airfreight rates, they expect interest will continue until ocean shipping returns to normal.

That, Mauritz said, "could take well over a year."
nomo333 wrote:
現在有部分歐洲商人改(恕刪)


要省且運量大一點用鐵路貨運阿
這比較實際一點
一雙玉臂千人枕、半點朱唇萬客嚐,還君明珠雙淚垂、恨不相逢未嫁時
economic wrote:
要省且運量大一點用鐵...(恕刪)


說是現在很難拿到火車用的貨櫃
然後空運太貴
海運港口堵塞
海運用的貨櫃也很難取得

然後被視為危險品的鋰離子電池
或溫度敏感、高價值產品
想閃電又安全的運送
就改用卡車
走滿洲里經西伯利亞到歐洲
nomo333 wrote:
說是現在很難拿到火車(恕刪)


有可能阿
畢竟火車的運量也是有限制的
但能搶會先搶這個
成本比較低
另外就是看看這樣會不會達成合作蓋新的線路

往南的路線也在進行
應該過幾年可以搭火車到新加坡
一雙玉臂千人枕、半點朱唇萬客嚐,還君明珠雙淚垂、恨不相逢未嫁時
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