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Chapter 1855 Confrontation on the forum

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    ¡°With the sustained and rapid growth of China¡¯s economy, a country with a large labor force and consumer market of 1.2 billion people, China will inevitably become an important distribution center for the world¡¯s goods trade. The goods handled through Pujiang Port account for China¡¯s annual international trade ocean transportation goods.  Twenty percent. If this trend develops, it is conceivable that the throughput of Pujiang Port will exceed 20 million teu and 30 million teu in the future, and it will not take too long" Bao Feiyang said, "Tianjiang Channel Dredging  , reaching a water depth of 125 meters. With the construction of Gaoqiao New Port and the reconstruction and expansion of other port areas, under extreme circumstances, Pujiang Port can probably impact the annual throughput capacity of 20 million teu. However, it will be very difficult to continue to break through. After all, Pujiang Port  The demand for bulk cargo throughput is also very large, so what will Pujiang Port do then? How will it meet the demand for more container throughput? "There is another question. According to the Tianjiang Channel Dredging Plan, the water depth of the Tianjiang Estuary Channel will be reduced in five years.  It can reach a water depth of 125 meters. There is no problem for fourth-generation container ships to enter the port all-weather. However, fifth-generation container ships have been put into use. Their cost advantages in ocean transportation determine that fifth-generation container ships will inevitably become mainstream in the future. By then, 125 meters  The deep water channel cannot guarantee the all-weather access of fifth-generation container ships. Regarding thishow does Pujiang Port plan? " The standards of this forum are still relatively high, but Bao Feiyang, as the mayor of Huixun District, still  What is more eye-catching is that even Qian Zaixiang will not ignore his existence, so when he saw Bao Feiyang raising his hand, he still asked him to come out and ask questions.  Bao Feiyang was not polite and directly asked two key questions. In fact, a professor from Ocean University had already raised the question just now.  Pujiang City wants to build an international shipping center, and the problem of a deep-water port has always existed. There has always been debate about the construction plan of Pujiang Port. One group believes that the Tianjiang River Channel should be dredged to allow the Tianjiang Estuary Channel to reach a water depth of more than ten meters, so now  The Chunshan Port Area and Gaoqiao Port Area can be turned into deep-water ports.  This option was the mainstream or even the only option in the past, so the Tianjiang Channel Dredging Plan was finalized a few years ago and officially started to be implemented.  However, at that time, the cargo throughput of Pujiang Port was only tens of millions of tons, and the containers were only hundreds of thousands of TEUs per year. With the increase in Pujiang Port¡¯s throughput in recent years, the limitations of Pujiang Port¡¯s existing port area have become increasingly prominent.  The offshore deep-water port plan has gained support from some academic and economic circles.  However, generally speaking, the Tianjiang waterway dredging plan has received more support. From the perspective of Pujiang City, the districts and counties along the Tianjiang and Chunjiang rivers such as Chundong New District and Chunshan District all hope to dredge the Tianjiang waterway to make way for the original location.  The ports of Chunjiang and Tianjiang will become deep-water ports. This plan will not only allow the existing port area of ??Pujiang Port to continue to maintain its competitiveness, but also continue the industrial development and economic pattern of relevant districts and counties. Not only the counties and districts hope this, but the city also hopes  The jurisdiction maintains the vitality of development.  In addition, the provinces along the Tianjiang River, especially the Jiangnan and Jiangbei provinces in the lower reaches of the Tianjiang River, also support this plan, because the dredging of the Tianjiang waterway will also benefit the ports of the cities along the river in these provinces, and this will naturally affect national decision-making.  Of course, the offshore island deep-water port plan has also received some support, because the limitations of dredging the Tianjiang channel are obvious, that is, after dredging, the channel needs to be maintained every year, otherwise the channel will still be deepened due to sedimentation.  In fact, according to Bao Feiyang's understanding, due to the problem of sedimentation, the dredging of the Tianjiang River Channel was difficult to achieve the expected goals. It was not until the soil and water conservation projects in the middle and upper reaches of the Tianjiang River achieved certain results that the channel dredging was able to proceed smoothly.  The advantage of the offshore deep-water port is that after it is completed, the port will have a deep-water channel with a water depth of more than 15 meters. Whether it is a fourth-generation, fifth-generation, or even sixth-generation container ship, it can enter the port around the clock without dredging the channel.  Taking advantage of the tide to enter the port, the channel advantage is very obvious.  But the disadvantages of offshore deep-water ports are also obvious. One is that the construction cost is higher. Although the channel dredging project is huge, compared with the construction of offshore deep-water ports and cross-sea bridges, the construction cost of the latter is still much higher.  The second is that the port area of ??offshore deep-water ports is relatively restricted. The port area and storage yard area are limited, not to mention the land for developing port-side industries.  In this case, port-facing industries can only be deployed on the mainland and connected to deep-water ports through cross-sea bridges, and transportation costs will also increase.  Both options have their own advantages and disadvantages. This is also due to the natural limitations of Pujiang City¡¯s geographical conditions and the lack of natural deep-water ports and coastline resources. The only options are dredging channels or building deep-water ports on offshore islands.  Although neighboring Ningcheng has good port resources, some people think that a deep-water port should be built in Ningcheng. However, the economic strength of Ningcheng is quite different from that of Pujiang City. Building a port in Ningcheng, even in terms of transportation efficiency, is not  It is not much worse than the deep-water port plan, but the only way to build a shipping center is the Pujiang River, not the?This is Ningcheng.  Hou Ronghua smiled and said, "Our port group has also made predictions about the logistics growth prospects of Pujiang Port and established a model. It is possible that the container throughput of Pujiang Port will exceed 20 million TEU or even 30 million TEU."  It is possible that Pujiang Port¡¯s current throughput of 4 million teu will quadruple in ten years to 16 million teu, or even hit 20 million teu. According to our plan, after the Tianjiang Channel is dredged and deepened,  The expansion of the original port area and the construction of the new port area can fully achieve a throughput capacity of 20 million teu" Hou Ronghua said, "Of course, if Pujiang Port continues to maintain a rapid growth trend, the container throughput will exceed 20 million teu, hitting 3,000  10,000 teu, then in five or six years, we can also start the construction plan of new port areas, such as the Tianjiangzui port construction plan in Huixun District, or transform the bulk cargo terminal and spread part of the bulk cargo throughput to Ningxia  Of course, if necessary, we can continue to study the construction plan of the deep-water port on the outlying islands" The dispute over the Pujiang port construction plan has been going on for a long time, and Hou Ronghua was naturally prepared for this. He smiled  Liao Xiao said, ¡°As for the issue of fifth- and sixth-generation container ships, for now, ocean-going container transportation is still dominated by fourth-generation container ships. The cost of fifth- and sixth-generation ships is very high, and they cannot completely replace third- and sixth-generation ships in a short time.  Fourth-generation container ocean-going cargo ships. After the dredging of the Tianjiang Channel, fourth-generation container ships will be able to enter the port around the clock, as well as fifth- and sixth-generation container ships to enter the port during the tide. We also have cooperation with shipping giants such as Maersk and Huayuan Group.  Through communication, they will cooperate with the construction progress of Pujiang Port and arrange corresponding container ship flights. Pujiang Port is experienced in taking advantage of the tide to enter the port. After all, the channel conditions of Pujiang Port have never been ideal. Now the fourth generation of containers  Ships need to take advantage of the tide to enter the port, and under our organization and management, the operation efficiency is quite impressive. In the future, we are also confident to solve the problem of fifth- and sixth-generation container ships taking advantage of the tide to enter the port" "Of course, we also  We will continue to study the possibility of dredging and deepening the Tianjiang Channel, and strive to make the Tianjiang Channel reach 15 meters or even greater water depth conditions, and realize all-weather entry and exit of fifth- and sixth-generation container ships as soon as possible" It should be said that Hou Ronghua's explanation  It is very thorough, well-founded and all aspects have been considered. The feasibility of the plan is very high and it is quite convincing.  However, before Bao Feiyang could raise his objection, a professor from Pujiang Ocean University raised his hand and said, "As we all know, the sediment content of the Tianjiang River water is relatively high, and it is increasing year by year. The dredging project of the Tianjiang Estuary Channel is not only  It is enough to dredge the channel from Chunshan to the open sea. Maybe it will not matter from the current 7 meters to 8 meters, but when it reaches 9 meters, 10 meters or even deeper, we must consider dredging upstream and on both sides, otherwise  The dredged channel will silt up very quickly. This means that if the water depth of the Tianjiang Estuary channel is to reach 135 meters, the length of the dredged channel may be more than three times and the width may be more than five times. Although in the short term,  , Dredging is invested year by year, and the financial pressure is relatively small. However, in the long run, investment is required for dredging every year, and the investment is likely to increase year by year. Even after the dredging of 135 meters of water depth is completed, this channel must be maintained.  Annual dredging and maintenance are also essential, which is time-consuming, labor-intensive and money-consuming" The professor is obviously not optimistic about the plan of dredging the Tianjiang Channel. He continued, "Large ocean-going cargo ships have obvious advantages in ocean transportation, and in terms of cost,  In terms of transportation, management, labor, and even safety and timeliness, large ocean-going cargo ships have more advantages. Therefore, fifth-generation ships and sixth-generation ships will soon become the main force in ocean transportation. Not only will it be troublesome to enter the port under the tide, but it will also be delayed.  The time it takes for cargo ships to enter the port, and time is both benefit and cost, will virtually weaken the competitiveness of Pujiang Port. "The professor continued, "The conditions of Pujiang Port are indeed unique and it has a very strong hinterland, but we should not forget that Pujiang Port has a very strong hinterland.  Qindao Port in the north of the port and Ningcheng Port in the south have better port conditions than Pujiang Port. Even if they cannot affect the status of Pujiang Port as a hub port, the advantage of being able to berth directly is enough for some fifth-generation ships to  Choose Qindao and Ningcheng for berthing and distribution, thereby giving up berthing at Pujiang. Some fifth-generation ships and sixth-generation ships may even choose to transship at major transshipment ports such as Xingang, Kaohsiung, and Busan to avoid wasting time at Pujiang Port"  "Of course, Pujiang Port relies on the mainland, especially the rapidly developing Tianjiang Economic Belt, and has sufficient cargo handling demand. As long as there is such demand, there will be no shortage of cargo flights. However, if it is restricted by port conditions, it will affect fifth-generation ships and sixth-generation ships.  The berthing of ships will undoubtedly affect the entire Pujiang Port transportation system, reducing the opportunity for Pujiang Port to become the first port, first port of call, and final port of arrival, weakening the quality of Pujiang Port as a shipping center"
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