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Chapter 1862 Economic Accounts for Route Selection

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    Zhu Qiming said: "Developing international transit business has many benefits for Pujiang Port. For example, it can enhance Pujiang Port's influence in international shipping, attract more trunk lines to call at Pujiang Port, and use international experience to improve Pujiang Port.  The level of the city's shipping service industry" "Today we will not discuss this issue for the time being. Let's first understand the situation of international transshipment business in Northeast Asia and the feasibility of Pujiang Port's development of international transshipment business" Zhu Qiming  A slide was played, which showed a table showing the conditions of Pujiang Port, Kaohsiung Port, Busan Port, and some ports in Japan.  "Kaohsiung Port is currently the world's third largest container throughput port. Last year, its throughput reached 6.98 million teu, of which about 50% were transshipment boxes including those from the mainland" "Busan Port is currently the world's fourth largest container throughput port.  Last year¡¯s throughput was 6.44 million teu, and transfer containers accounted for nearly 40%, mainly from northern ports in the mainland and Japan¡± ¡°Pujiang Port¡¯s container throughput last year was 4.21 million teu, ranking seventh in the world.  But the growth is very fast. Compared with 1998, it has increased by 1.15 million TEU, a growth rate of 37%, jumping from tenth to seventh place in one fell swoop. The growth momentum this year is still strong, and it is expected to continue to maintain 100%.  With a growth rate of more than 10,000 teu, the current throughput has surpassed Long Beach in the United States, and it is expected to become the sixth largest port in the world, directly catching up with Rotterdam, the international shipping center in Europe" "However, there are very few international transfer boxes in Pujiang Port, basically none!  " "Finally, let's take a look at Japan's ports. Japan's Kobe Port was once a world-famous container port. However, frequent earthquakes in Japan also have an impact on the ports. Japan has a large number of ports with an annual throughput of about 2 million TEU, but there are no  Super big ports don¡¯t have much international transshipment business¡± Zhu Qiming said: ¡°So, in Northeast Asia, the only ports that have the potential to become regional transit hubs are Busan, Kaohsiung, and Pujiang Port.¡± ¡°First, let¡¯s look at Kaohsiung Port.  , Kaohsiung Port is located in the six major ports in the Asia-Pacific region, Kaohsiung, Xincheng, Xingang, Manila, Pujiang, Busan, and the center of Japanese port shipping. The average shipping time from each port to Kaohsiung Port is about 50 hours, so Kaohsiung Port  It has attracted many goods from Asia to be transshipped here. Of course, mainland goods are the main source of transshipment cargo in Kaohsiung Port. Currently, Kaohsiung Port is vigorously developing transshipment business, simplifying port procedures, improving port conditions, and constantly creating a good transshipment environment. However, Taiwan  The biggest problem of the lake is that the cargo volume in the hinterland is relatively small, and the relationship between the two sides of the Taiwan Strait is relatively complicated. We will definitely encourage the mainland¡¯s foreign trade logistics to go through our own ports, so the development potential of Kaohsiung Port is limited" The location of Kaohsiung Port is indeed  Yes, the port conditions are okay, but Kaohsiung is not like Singapore. Malacca is a must-pass, but Kaohsiung is not.  If the goods are transferred through Kaohsiung, there will be an additional transfer process. The goods along the Tianjiang River must be embarked from the Jiangport, go to the ports of Pujiang, Tongcheng, and Ningcheng to change to ocean liner, and then be sent to Kaohsiung to board the ocean liner. The transshipment cost is high.  Due to the poor efficiency, some differences and inconveniences in policies between the two sides of the Taiwan Strait, and the higher labor costs in Kaohsiung, once a hub port appears along the inland coast, Kaohsiung will be greatly affected.  "The transit cargo volume of Busan Port is showing a rapid growth trend. The transit container volume of Busan Port mainly comes from my country, followed by Japan, North Korea and Russia, including Pujiang Port. Every year, hundreds of thousands of TEU are transited through Busan" There are two modes of transshipment. One is the feeding port mode. The liner from Pujiang to Busan sends the containers from Pujiang to Busan, unloads them and loads them onto other ocean-going freighters.  Another model is that after some mainline flights dock at Pujiang to unload cargo, in order to avoid being empty, they take some of the containers that are transferred to Busan, unload them in Busan, and then load them onto other flights.  If it originates from Pujiang Port and calls at Busan Port on the way, the unloaded and loaded items are not counted as transfer boxes.  ¡°The ocean routes in Northeast Asia are mainly to the Americas and Europe. Taking Huayuan Group as an example, Huayuan currently has seven loop routes on the Asia-Europe route, five of which call at Pujiang Port. Among these five, three of them are based on Pujiang Port.  Hong Kong is the departure port and the destination port. Huayuan Group actively responds to the central government¡¯s plan to build Pujiang into an international shipping center. Therefore, it has given special care to Pujiang in the arrangement and call of routes. They call in Pujiang and start from Pujiang Port.  The number of flights departing and ending at the port is the largest. In comparison, the number of shipping giants including Maersk calling at Pujiang Port and departing and ending at Pujiang Port is not as good as that of Huayuan Group"  Zhu Qiming showed several route maps through a slideshow: "This is the flight map of Huayuan Group. From these pictures, you can see that Huayuan Group's flights passing through Pujiang Port currently call at three to five ports in Asia.  Europe calls at two to three ports, which is roughly the same as other shipping lines.The situation is similar for our flights.  " "One is that flights departing from northern ports such as Busan and Dalian, or even Japanese ports, call at Pujiang Port when sailing south. Of course, some do not call at Pujiang Port, some call at Kaohsiung, some call at Xiamen, and some  Some call at Xingang, and some call at Xincheng" "One flight of Huayuan Group's flights from Pujiang Port goes directly south, calling at Xingang, Chiwan, Xincheng Port, and then to Suez Port, and the other two flights  Let¡¯s go north first. One class will go to Busan and then go south, and the other will go to Liancheng and Qindao. I believe everyone can see that if you go north from Pujiang Port, whether you go to Busan, Liancheng or Qindao, the sailing schedule will be extended.  It takes three days to go from Pujiang to Liancheng, and six days to go back and forth. It is almost three days to go from Pujiang to Busan, and it takes six days to go back and forth. The cost of this flight is high" Zhu Qiming said: "The reason why the current Pujiang flights have to go north  , One reason is that the density of regional flights to Pujiang is not enough, so goods from Liancheng, Qindao, and Jincheng cannot be delivered in time. The second reason is that the draft of Pujiang Port is not deep enough. Fully loaded container ships can enter and exit with the tide. The fifth and sixth generations  Agent ships can't even come in and out with full loads, they can only be empty, so they need to go to other ports to distribute goods!  " "This issue is actually a commonplace. Pujiang Port needs a deep-water port, otherwise the fourth generation of container ships will not be able to fully load in and out. Although the country now supports Pujiang to build an international shipping center, not only the goods in the Tianjiang River Basin are sent to Pujiang Port,  Both the northern branch line liner and the southern Xiacheng Port have liner services to Pujiang Port. However, limited by the water depth of Pujiang Port, Pujiang Port¡¯s transshipment does not have any advantages over Busan and Kaohsiung" Zhu Qiming smiled and said: "Of course  , we will not talk about this issue today, we will continue to discuss the international transshipment issue in Northeast Asia.  " "We just took a look at the Asia-Europe routes at Pujiang Port. Now we will compare the specific transfer conditions of the Asia-Europe routes from Busan, Kaohsiung and Pujiang Port" Zhu Qiming typed out tables one after another on the slide, such as  If the goods from Qindao Port are sent to Busan by liner, it will take two days to sail. It will take 27 days to sail from Busan to Europe. In addition, it will take one day to stay in Qingdao Port and one day in Busan Port. If it is sent to Pujiang Port, it will take a total of 32 days.  It takes two days to sail from Qindao to Pujiang, but there are relatively few feeder ships from Qindao to Pujiang. The average time for goods to be in port is three days. Pujiang Port cannot be fully loaded when leaving the port. It needs to go to Kaohsiung, Xingang, or even go north to Busan for stowage, so  The main flight cycle is similar to Busan, and it also takes 27 days. In this way, the time for Qindao's goods to be sent to Busan and to Europe may be two days shorter than through Pujiang Port. In terms of cost calculation, although Busan  The loading and unloading costs at the port are higher, but in general, the total cost of transshipment through Pujiang Port is 100 US dollars more than TEU. The situation at Liancheng Port and Jincheng Port is similar. The key is that Pujiang Port does not have a deep-water port, so  The fifth- and sixth-generation large container ships on mainline flights cannot be fully loaded and have to be stowed at other ports, especially some flights that have to continue northward. This results in Pujiang Port having no advantage in transshipment on European routes, while mainline routes do not.  In the case of advantages, the branch line will also be affected. The feeding port would rather send the goods directly to Busan than to Pujiang Port, and then go to Busan with the main line, which will increase the cost. But if there is a deep-water port, Pujiang Port¡¯s five  Sixth-generation container ships can enter and exit ports with full loads. When shipping companies consider flights, more trunk lines will call at Pujiang Port. At that time, there will be no need to let large container ships carry no load. They can directly go south with full loads at Pujiang Port. At most  By calling at Xingang and Xincheng, the European route can reduce the time, and it will be more cost-effective to transfer goods from northern ports through Pujiang Port. At that time, shipping companies will also open more branch lines to deliver goods to Pujiang Port. Zhu Qiming said: "From the above icons.  As you can see, the current problem of Pujiang Port is that there is no deep-water port, which means that fifth- and sixth-generation container ships cannot leave the port with full loads. Fourth-generation container ships can only enter and leave the port with full loads, which leads to the flight arrangement of Pujiang Port.  It is not reasonable, especially since the European direction needs to go north first and then south, so it becomes uneconomical for goods from the north to be transferred through Pujiang Port.  " "The situation in the direction of the Americas is similar. Flights from Pujiang often need to go north first and then go to the Americas, and direct flights are not possible. This situation has also led to the scarcity of regional flights between Pujiang Port and northern ports, and the scarcity of regional flights.  This in turn causes a large amount of goods to be sent to Busan, which has a higher flight density, forming a vicious cycle!  " Zhu Qiming said: "However, once there is a deep-water port, the flight journey from Pujiang Port to Europe will be more than two days shorter than Busan, and the flight journey to the Americas will be similar to Busan. In other words, after Pujiang has a deep-water port  , will have an advantage in competing with Busan for cargo transshipment in Northeast Asia"
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