Zhu Qiming has a more optimistic judgment on the future demand for container transportation in the mainland, and also agrees with Bao Feiyang's prediction that the container throughput of Pujiang Port in the next ten years can hit 20 million TEUs, but the premise is that Pujiang Port has a deep-water wharf, and without a deep-water wharf, Pujiang Port is just a coastal feeding port, and many containers may be directly sent to Busan, Kaohsiung, Kaohsiung and other ports in Tongcheng, Ningcheng, Haizhou, etc. Xingang such a hub port, because if it is sent to Pujiang Port, because Pujiang Port cannot enter the fifth-generation container ships, even the fourth-generation ships have to take advantage of the tide to enter and exit, and there are few flights, Pujiang Port must continue to send these containers to the hub port stocks, which is equivalent to one more transshipment, which is more costly and consumes more time.

In this case, other conditional ports along the coast are bound to seek container transshipment business, such as Tongcheng and Ningcheng, especially Ningcheng has a good deep-water port, although they are a certain distance from the Tianjiang Estuary, compared with the Pujiang Port of the transshipment cost is higher, but it is also much more convenient than sending to Kaohsiung and Xingang, and in fact, Ningcheng Port has indeed been striving for container transportation business.

If Pujiang Port can not be built as soon as possible, the use of deep-water port to attract more ocean trunk flights berth, the potential container business will be Tongcheng, Ningcheng and other ports to take away, more importantly, once Busan, Kaohsiung these ports become transit hubs, the future Pujiang Port to re-compete for business will be more difficult, and if Tongcheng, Ningcheng Port become a transit hub, the country's positioning of Pujiang Port may change.

Although the state has determined the plan to build Pujiang into an international shipping center, there are still many plans for how to build it, and some experts believe that Pujiang should unite Taicheng Port, Tongcheng Port and Ningcheng Port to carry out a reasonable division of labor and jointly create an international shipping center. This scheme has a certain degree of rationality, but the result of joint creation may lead to the dispersion and waste of resources, and ultimately nothing can be accomplished.

Zhu Qiming and Bao Feiyang can reach a consensus on many issues, and the two are not willing to give up like this, but as an official forum, Zhu Qiming did not choose to contradict the forum when the city has already spoken, but he also sent some invitations to hold a forum at Ocean University, with the theme of "Northeast Asia Container Transshipment Market".

Judging from the theme, this forum does not seem to be directly related to the construction of Pujiang Port, but Zhu Qiming's ambition is to clarify his views through such a forum, so that everyone can pay attention to the importance of international transshipment business, and realize the importance and possibility of Pujiang Port to develop international transshipment business. If this goal can be achieved, then it is natural that everyone will rethink the construction plan of Pujiang Port.

At present, the construction of Gaoqiao New Port Area will start soon, but the plan of Gaoqiao New Port + Hengsha Artificial Island has not been finalized, and Hengsha Artificial Island is currently only conducting preliminary research. The last thing Zhu Qiming wants to see is that the country has delayed the construction of Pujiang deep-water port for too long, missed the best opportunity for the outbreak of logistics in Pujiang Port, and missed the opportunity for the best golden development of Pujiang Port.

Pujiang City is building a deep-water port, and time is running out.

Compared with the International Shipping Center Construction Forum, the forum held in the name of Ocean University has limited influence, but with Zhu Qiming's fame and the east wind of the Shipping Center Construction Forum, it has attracted the attention of academic circles and professional media.

The morning forum was mainly a lecture by Zhu Qiming entitled "Northeast Asian Container Transshipment Market".

Zhu Qiming said: "In the past few days, I have participated in the Pujiang International Shipping Center Construction Forum, and I have a lot of feelings, the biggest of which is that after entering the 21st century, globalization has become the main feature and trend of world economic development, and it has also put forward new requirements for the world's shipping port industry and its related industries. ”

"Before entering today's topic, I would like to discuss with you some new developments and trends in the international shipping industry, simply put, the containerization of ocean shipping, the centralization of global liner shipping, the large-scale and rapid of ships, and the logistics ...... of container transportation."

Zhu Qiming said: "Containerization, centralization, large-scale, logistics...... Such a development trend determines that liner shipping companies prefer to choose to call on trunk lines and choose hub ports to achieve economies of scale. ”

"Why do you say that?"

"First of all, let's look at containerization, now the types of goods transported by containers are expanding, bulk goods are packed and transported more and more, and the proportion of heavy containers is getting larger and larger, which requires the water depth and waterway of the port to meet the requirements. Container ships are high value-added ships, the daily freight is about 100,000 US dollars, there are many ports of call, delay time, the loss is freight, so container liners hope to reduce the port of call, if it can be directly full at the port of departure, and then go directly to the port of destination, for end-to-end sailing, it would be the best!"

"Then let's look at centralization, in recent years, more and more shipping companies have embarked on the road of mergers and joint ventures. The six major alliances in the world have occupied the dominant position of the three major trunk lines, and the number of container ships and container spaces operated by the six major alliances has accounted for about 25% and 50% of the global fleet capacity......

"As for large-scale, at present, ship types of more than 5,000 TEU have become very common, and there are nearly 300 ships above 5,000 TEU in the world, and the total container space has reached nearly 2 million TEU, accounting for a quarter of the total capacity. These include more than 40 ships with more than 7,500 TEU, totaling more than 300,000 TEU. According to the statistics of container ship orders under construction, by 2007, the world's ships of more than 5000TEU will reach 600, more than 400TEU capacity, accounting for nearly forty percent of the total global capacity, ten years later, the proportion of post-Panamax container ships running on the three east-west trunk lines will rise to 55%-60%, and reach more than 70% after 20 years, and the large-scale ships are bound to require more concentrated containers, and the requirements for container hub ports are getting higher and higher. ”

"The last point is logistics, which means that the port should provide customers with integrated logistics services for the whole process of commodity circulation, such as packaging, delivery, storage, warehousing, transportation, and distribution. In order to meet the needs of customers, relieve transportation costs, shorten transportation time, expand employment, and add value to services, and these services put forward higher requirements for ports, which also means that the stronger the port, the more business and opportunities will be obtained......"

Zhu Qiming's analysis is very precise, a simple set of numbers comparison, it makes people feel the general trend of ocean shipping, he continued: "This series of changes, stems from the need for cost control and efficiency improvement, so the advantages of container transportation are highlighted, the advantages of large ships are highlighted, the advantages of scale are highlighted, and the requirements for logistics operations are getting higher and higher, and these trends are mutually reinforcing ......"

"First of all, let's take a look at the impact of large-scale ships, which is not only because of the demand for containerization, centralization and logistics, but also because of the demand for containerization, centralization and logistics. Logistics can improve the efficiency of loading and unloading large ships, centralization is to ensure that the ship is fully loaded to the greatest extent, for large container liners, are required to reach full load in as few ports as possible, as few ports as possible to dock at the port, because docking means time loss, time loss means freight loss, which requires containers to be handled as centrally as possible!

"So we can see that the hub ports are developing very fast. ”

"At present, the container throughput in Asia accounts for about half of the total throughput of the world's ports, and the throughput of the ports in Northeast Asia accounts for one-third of the total port throughput in the world, and half of the top ten ports in the world port container throughput are in Asia, of which the top four ports are Asian ports, and Northeast Asia is also the fastest growing container throughput in the world, especially the growth of our country!"

"Asia's container transport can be divided into Southeast Asia and Northeast Asia, geographically speaking, China's southern region, including the South China Sea, Xingang, Shencheng Port, etc. should be included in Southeast Asia, and the area north of Xingang can be roughly regarded as Northeast Asia, in addition to China, Northeast Asia also includes the Russian Far East, Japan, North Korea, South Korea, and Taihu region, the economic development of this region is very fast, the volume of container traffic is very large, the world's top ten ports, this region has Busan, Kaohsiung and Pujiang three major ports, as well as Tokyo, Yokohama, Kawasaki, Kobe and other well-known ports, but there is no hub port such as Xingang and Xincheng in this area, and at present, Kaohsiung, Busan, and Pujiang are competing for the hub port in this area, and the competition is very fierce. ”

Zhu Qiming said: "Pujiang City to build into an international shipping center, first of all, to become a regional shipping center, international transit business is not a sign of judging the international shipping center, for example, New York is the hinterland port, except for a very small number of containers from or to Canada need to transit in the port of New York, the vast majority of them come from or shipped to the mainland of the United States, the proportion of international transit containers is very low. ”

However, the development of international container business is undoubtedly a very important part of Pujiang Port to enhance its position in international routes, force the development of port and shipping services, and enhance Pujiang's influence in international shipping. After all, Pujiang is different from New York, which used to be the center of the world, or the world's financial center, and New York can become a shipping center, in addition to financial and shipping services, it is also related to their status as connecting the world, which is also inseparable from a lot of logistics, and it is difficult for us to replicate the experience of New York, so we have to start from the two aspects of goods and services......"