Zhu Qiming said: "The development of international transit business has many benefits for Pujiang Port. For example, to enhance the influence of Pujiang Port in international shipping, to attract more trunk lines to call at Pujiang Port, and to use international experience to improve the level of Pujiang City in the shipping service industry......"

"Today, we will not start on this issue for the time being, let's first understand the situation of international transit business in Northeast Asia, and the feasibility of Pujiang Port to develop international transit business......"

Zhu Qiming played a slide show, which showed a table of Pujiang Port, Kaohsiung Port, Busan Port, and some ports in Japan.

"Kaohsiung Port is currently the world's third largest container throughput port, with a throughput of 6.98 million TEU last year, and about 50% of the transshipment containers, including the mainland......"

"The Port of Busan is currently the world's fourth largest container throughput port, with a throughput of 6.44 million TEU last year, accounting for nearly 40% of the transshipment containers, mainly from the northern ports of the mainland and the Japanese ......"

"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 ninety-eight years increased by 1.15 million TEU, the growth rate reached 37 percent, in one fell swoop from the tenth to the seventh, this year's growth momentum is still strong, is expected to continue to maintain a growth rate of more than 1 million TEU, the current throughput has exceeded the United States Long Beach, is expected to become the world's sixth largest port, catching up with the European international shipping center Rotterdam ......"

"However, there are very few international transit boxes in Pujiang Port, which is basically equal to none!"

"Finally, let's take a look at Japan's ports, Japan's Kobe Port used to be a world-famous container port, but Japan's frequent earthquakes also have an impact on the port, Japan has a large number of ports with an annual throughput of about 2 million TEU, but there is no super port, and there is not much international transshipment business......"

Zhu Qiming said: "Therefore, in Northeast Asia, the only ports that are likely to become regional transit hubs are Busan, Kaohsiung, and Pujiang Port. ”

"First of all, 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, as well as the center point of Japanese port shipping, the average shipping time from each port to Kaohsiung Port is about 50 hours, so Kaohsiung Port has attracted a lot of goods from Asia to transit here, of course, mainland goods are the main source of transit goods in Kaohsiung Port, at present, Kaohsiung Port vigorously develops transit business, simplifies port procedures, improves port conditions, and constantly creates a good transit environment, but the biggest problem in Taihu is that the cargo volume in the hinterland is relatively small, and the relationship between the two sides of the strait is more complicated, we will definitely encourage the foreign trade logistics in the mainland to go from their own ports, so the development potential of Kaohsiung Port is limited……”

The location of Kaohsiung Port is really good, and the port conditions are OK, but Kaohsiung is not like Singapore, Malacca is a must-pass place, but Kaohsiung is not. If the goods go to Kaohsiung for transit, there must be an additional process of transit, and the goods along the Tianjiang River must be embarkated from the Jianggang port, to the ports of Pujiang, Tongcheng, and Ningcheng to change ships, and then sent to Kaohsiung to board an ocean liner, the transshipment cost is high, the efficiency is poor, and the two sides of the strait have some differences and inconveniences in terms of policies, and Kaohsiung's labor costs are higher, once a hub port appears along the coast of the mainland, Kaohsiung is bound to be greatly affected.

"The transit cargo volume of Busan Port shows a rapid growth trend, and the transit container volume of Busan Port mainly comes from China, followed by Japan, North Korea and Russia, including Pujiang Port, where hundreds of thousands of TEUs pass through Busan transit ...... every year."

The transfer includes two modes, one is the feeding port mode, which sends containers from the Pujiang side to Busan through the liner from Pujiang to Busan, and unloads them onto other ocean-going vessels. Another mode is that after some trunk flights are berthed and unloaded in Pujiang, in order to avoid empty loads, some containers for transit in Busan are brought to Busan for unloading and loaded onto other flights.

If it departs from Pujiang Port and calls at Busan Port on the way, the one that is not unloaded and loaded is not counted as a transit container.

"Northeast Asia's ocean routes are mainly to the Americas, as well as to Europe, to Huayuan Group as an example, Huayuan currently has seven loops on the Asia-Europe route, five of which call at Pujiang Port, of which three are to Pujiang Port as the departure port and the end port, Huayuan Group actively responds to the central government's plan to build Pujiang into an international shipping center, so in the arrangement and docking of the route, Pujiang has been given special care, they are anchored in Pujiang, The number of flights originating and arriving at Pujiang Port is the largest, compared to the number of shipping giants including Maersk, whose number of calls at Pujiang Port and Pujiang Port as the origin and arrival port are not as ...... as Huayuan Group"

Zhu Qiming played several route maps through the slide show: "This is the flight map of Huayuan Group, from these pictures, you can see that at present, Huayuan Group's flights through Pujiang Port call at three to five ports in Asia and two to three ports in Europe, which is roughly similar to the flight situation of other shipping companies." ”

"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, there are also those that do not call at Pujiang Port, some will call at Kaohsiung, some will call at Xiamen, some will call at Xingang, and some will call at Xincheng......"

"Huayuan Group's flight from Pujiang Port, one is directly south, calling at Xingang, Chiwan, Xincheng Port, and then to Suez Port, and two flights are going north first, one is to Busan after going south, and one is to Liancheng and Qindao, I believe everyone can see that from Pujiang Port to the north, whether it is to Busan, or to Liancheng, Qindao, the shipping schedule will be extended, Pujiang to Liancheng to go for three days, back and forth is six days, Pujiang to Busan is almost three days, and it takes six days to go back and forth, the cost of this flight is high...... ”

Zhu Qiming said: "At present, the reason why Pujiang's flights want to go north is that the density of feeder flights to Pujiang is not enough, so the goods from Liancheng, Qindao and Jincheng cannot be sent in time, and the second is that the draft depth of Pujiang Port is not enough, and the fully loaded container ships can only take advantage of the tide to enter and exit, and the fifth and sixth generations of ships can not even enter and exit with full loads, but can only be empty, so they need to go to other ports for distribution!"

"This problem is actually a cliché, Pujiang Port needs a deep-water port, otherwise the four generations of container ships can not be fully loaded in and out, although now the state supports the construction of Pujiang as an international shipping center, not only the goods in the Tianjiang Basin are sent to Pujiang Port, the northern feeder liner, and the south Xiacheng Port have liners to Pujiang Port, but limited by the water depth of Pujiang Port, Pujiang Port transshipment compared to Busan, Kaohsiung does not have any advantages......

Zhu Qiming smiled and said: "Of course, we will not talk about this issue today, but we will continue to discuss the issue of international transshipment in Northeast Asia. ”

"Just now we have looked at the Asia-Europe route of Xiapujiang Port, and now we will compare the specific situation of the Asia-Europe route from Busan, Kaohsiung and Pujiang Port......"

Zhu Qiming typed out one table after another on the slide lantern, for example, if the goods from Qindao Port are sent to Busan by liner, it will take two days to sail, Busan to Europe will take 27 days, plus Qingdao Port for one day, and Busan Port for one day, a total of 32 days. If it is sent to Pujiang Port, it will take two days to sail from Qindao to Pujiang, but there are relatively few feeder ships from Qindao to Pujiang, and the average time of goods in port will be three days. Even going north to Busan for stowage, so the trunk flight cycle is about the same as Busan, it also takes 27 days, so that the goods from Qindao to Busan, the time to transport to Europe may be two days less than through Pujiang Port, and if you calculate the cost, although the loading and unloading costs of Busan Port are higher, but in general, the total cost of transit through Pujiang Port is not TEU and is 100 US dollars more freight. The situation of Jincheng Port is similar, the key is that Pujiang Port does not have a deep-water port, so the five or six generations of large container ships of trunk flights can not be fully loaded, and they have to be loaded in other ports, especially some flights have to continue to go north, which causes Pujiang Port to have no advantages in transshipment on European routes. In the case that the trunk line does not have an advantage, the branch line will also be affected, and the feeding port would rather send the goods directly to Busan than to the Pujiang port, and then run to Busan with the trunk line, increasing the cost.

However, if there is a deep-water port, the five or six generations of container ships in Pujiang Port can enter and exit the port with full loads, and when shipping companies consider flights, there will be more trunk lines to call at Pujiang Port, and there is no need to let large container ships cooperate with empty loads, and they can go south directly in Pujiang Port with full loads, and call at most Xingang and Xincheng, so that the European route can reduce the time, and the goods in the northern port will be more cost-effective to transit through Pujiang Port. At that time, the shipping company will also open more branch lines to deliver to Pujiang Port.

Zhu Qiming said: "From the above charts, you can see that the current problem of Pujiang Port is that there is no deep-water port, resulting in the fifth and sixth generation container ships can not leave the port with full load, and the fourth generation container ships can only enter and exit the port while the tide is fully loaded, which leads to the unreasonable flight arrangements at Pujiang Port, especially the need to go north first and then go south in the direction of Europe, so that the goods in the north can become very cost-effective to transit through Pujiang Port." ”

"The situation is similar in the direction of the Americas, where flights from Pujiang often need to go north first and then go to the Americas, and there is no direct flight, which also leads to the scarcity of the number of feeder flights between Pujiang Port and the northern ports, and the scarcity of feeder flights causes a large number of goods to be sent to Busan, which has a higher flight density, forming a vicious circle!"

Zhu Qiming said: "However, once there is a deep-water port, the flight distance of Pujiang Port to Europe will be shortened by more than two days compared with Busan, and the flight itinerary to the Americas is similar to that ......of Busan, that is to say, after Pujiang has a deep-water port, it will have an advantage in the competition with Busan for the transshipment of goods in Northeast Asia."