Influence of Gate Fee on Shenzhen Port
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Before 2008, due to the rapid development of container throughput in Shenzhen Port, container trailer transportation was in a rapid development stage, and the charging problems such as container trailer service fee (commonly known as "gate fee") were not prominent. However, in the past two years, with the slowdown of port throughput growth, especially after the financial crisis, the container throughput of Shenzhen Port has declined as a whole, including liner, wharf, shipping agent, freight forwarder, trailer, yard and other enterprises. The pressure on the entire maritime logistics supply chain has doubled, various unstable factors have gradually emerged, and the problem of "gate fee" has become prominent.
In 2008, there was a wave of price increase at the entrance of container yard outside Shenzhen Port. Therefore, after four times of coordination, the government finally reached an opinion that the original price should not be raised, and the contradiction was temporarily solved. However, Shenzhen Container Trailer Transport Association did not give up, and continued to reflect the "gate fee" problem to the relevant state departments. On June 20, 2009, 10, the General Office of the National Development and Reform Commission issued the Reply on Issues Concerning the Charge of Gate Fees for Sino-foreign Joint Venture Port Construction, which made it clear that port terminal enterprises and yards outside the port should not charge "gate fees" and requested the Shenzhen Municipal Government to properly handle historical issues such as the initial investment of port terminal enterprises. On February 29th, 2009, 65438,1October 9th, 2065438, 20 10, 65438+30, some unstable events occurred, including trailer blocking the dock, closing the outfield or charging "operation service fee" and smashing the outfield, which reflected that the "gate-crossing fee" of the port and outfield stopped being charged. Insiders pointed out that the global financial crisis has led to a serious decline in the port and shipping industry, and the operating conditions have not fundamentally improved. The game between related business entities in Shenzhen Port by non-market means will lead to the deepening of contradictions among all parties. If it is not solved in time, it is very likely to hinder the comprehensive recovery and coordinated development of Shenzhen's port and shipping industry and affect social stability.
I. The origin of the "transfer fees" issue
"Gate fee" is the common name of "trailer terminal service fee", which is the fee charged by the management enterprises of Shenzhen Port Terminal and Container Yard from 1995 (Yantian Port Area began in 2000). 20 yuan is charged once for each trailer when it enters and exits the gate (part of it is charged by 25 yuan and 30 yuan). Port enterprises charge "gate fees", which are mainly used to make up for the huge expenses incurred in the construction of port infrastructure and port supporting facilities, including the necessary expenses such as daily maintenance after the completion of these facilities; Freight yard enterprises outside Hong Kong charge "gate fees" mainly based on the objective fact that they have provided gate services to consignors and incurred expenses, including a series of services such as gate extraction of empty containers, document production, vehicle guidance, traffic maintenance, gate management and gate inspection, so as to ensure the suitability, seaworthiness, transportation and loading and unloading of boxes. Relying on the market-oriented charging system, Shenzhen Port includes shippers, liners, docks, shipping agents, freight forwarders, customs brokers, tally, tugboats, trailers, yards and other enterprises. Through the price transmission mechanism, various industries in the logistics supply chain have formed a relatively stable interest balance pattern. The "gate fee" actually solved the problem that the national and local governments introduced foreign capital because of insufficient funds, and finally improved the service facilities in and out of Hong Kong, which objectively promoted the development of Shenzhen Port.
However, the "transfer fees", which has existed for 10 years and its contradiction is not prominent, has suddenly become the focus of a series of unstable events in recent years. The main reason is that the overall pressure of the logistics industry has increased under the global financial crisis, while the trailer industry has put forward excessive interest demands due to poor bargaining power and vicious competition, hoping to pass on the operating pressure to other industries. Under the long-term appeal of Shenzhen Container Trailer Transport Association, in June 5438+ 10, 2009, the General Office of the National Development and Reform Commission issued the Reply on Issues Related to Charging Gate Fees for Sino-foreign Joint Venture Port Construction, clearly requiring port terminal enterprises and yards outside the port not to charge "gate fees" from container trailer transport operators. Subsequently, the Shenzhen Municipal Government decided to stop charging "gate-crossing fees" from 20 10 15 10,65438 in 2000.
The issue of "transfer fees" has brought great pressure to Shenzhen government departments. The trailer believes that there is no contract and legal basis for the port terminal operators to collect the "gate fee", which is a monopolistic behavior of repeated charges, and has been constantly reflected to the relevant government departments and higher authorities, demanding cancellation; However, enterprises in port terminals and external yards believe that the "gate fee" is mainly charged to make up for the huge cost of port infrastructure, port supporting facilities and maintenance, based on the objective fact that gate services are provided to shippers and costs are incurred. Different opinions on "gate fee" between trailer enterprises and port terminal and yard enterprises have led to constant disputes and repeatedly impacted the stability of the industry. Although many times of coordination and reflection, the problem has not been solved.
Second, the impact of "gate fee" suspension on the logistics chain of Shenzhen Port.
Due to the direct intervention of Shenzhen municipal government in the "gate fee" incident, Shenzhen Port officially stopped charging "gate fee" at the beginning of 20 10. The "gate fee" was stopped because of non-market intervention, which objectively broke the balance of interests among the business entities in the original port and shipping logistics chain and caused many problems.
(1) Impact on the wharf and external storage yard
1. The cessation of "transfer fees" objectively reduced the confidence of the industry and damaged the direct interests. According to the freight yard enterprises outside Shenzhen Port, the total income of container freight yard enterprises decreased by nearly one third after the "door-passing fee" was stopped, and the cash flow of enterprises dried up, which seriously affected the survival and development of Shenzhen freight yard industry. According to the investigation and statistics of yard enterprises outside Shenzhen Port, during the period from June 5,438+10/5 to June 3 1 this year, most yard enterprises actually reduced their income by about 15-200,000 yuan according to the actual container volume. Based on this, it is estimated that the average annual loss of a single storage yard is 3-4.8 million yuan. Especially in 2009, due to the serious decline of the shipping industry, 90% of the shipyards lost money or suffered serious losses, and the fixed cost remained high, the shipyard industry and enterprises in Shenzhen have already faced serious difficulties. According to the relevant personages of the yard enterprises outside Shenzhen Port, if this problem cannot be solved, the yard industry will make ends meet, which will bring serious industry and even social instability, and will also seriously affect the healthy development of the port and shipping industry in Shenzhen.
2. Port and yard enterprises are small in number, with large capital investment and fixed business premises, which are easy to become the targets of some lawless elements, and then become "vulnerable groups" in the "overall stability" of the government. Since Shenzhen freight yard enterprises stopped charging "gate fee" on October 5, 20/kloc-0+65438/kloc-0, they have fallen into a certain degree of operational difficulties, and the freight yard and trailer decided to charge "freight yard operation fee" on October 30, 2000/kloc-0.
(B) the impact on trailer enterprises
1. Due to the price transmission mechanism, it is difficult for trailer companies to benefit from the suspension of "tolls". Shenzhen Port Association believes that trailer is an indispensable link in the import and export of goods, and more than 75% of container goods handled by Shenzhen Port need to be transported by trailer. However, the trailer industry promised to stop paying the "door fee" that has been operated according to the market for many years, hoping to transfer some interests of Shenzhen ports, yard enterprises and other industries to the trailer industry. In fact, the total cost of the logistics industry has not increased, and because of its weak position, it does not have bargaining power. This part of the benefits will still be transferred, and the ultimate benefit will be foreign buyers and shippers.
2. There is no causal relationship between the suspension of "transfer fees" and the survival and development of trailer industry. The Shenzhen Port Association believes that the trailer industry is facing the dual pressures of the global financial crisis leading to a decline in business volume and the rapid growth of the industry's transportation capacity leading to fierce competition, but its difficult situation cannot be improved because of the suspension of "tolls". The key problem in the development of trailer industry is that the characteristics of scattered, chaotic and small industry determine its poor bargaining power and are prone to vicious competition at low prices. Take the freight rate guided by Shenzhen Container Trailer Transport Association as an example. Since 2004, the freight rate has been declining continuously. Please refer to the following table:
Therefore, Shenzhen Port Association believes that the existence of "gate fee" over 10 years has become an industry practice and should not be the main reason for the "income decline" and "survival difficulties" of the trailer industry.
Third, the demand of port logistics chain after the "gate fee" stops.
(1) terminal enterprise
Shenzhen port terminal enterprises charge "gate fees", but also provide related services to shippers and trailers, and many services can not be summarized in the national "Port Fee Collection Rules". For example, some undertake the supervision function of port units; Continue to invest money to improve the external traffic conditions of the terminal; Increase traffic facilities and provide parking lots; Assist in maintaining traffic order and coordinate the handling of traffic accidents. After the cancellation of "gate fee", the capital chain of port supporting facilities construction will be broken, and the reasonable source of funds for subsequent maintenance and new facilities construction will be cut off. More importantly, enterprises have more doubts about government intervention, the market-oriented development model of Shenzhen Port is expected to decrease, the willingness to invest is weakened, and the short-term behavior of enterprises is increased, which ultimately weakens the competitiveness of Shenzhen Port. Terminal enterprises hope that the government will account for their infrastructure investment and provide relevant subsidies on this basis to support their long-term stable development.
(ii) External storage yard
With the rise of dock industry, the development of yard industry is also the result of completely market-oriented operation. As an international shipping auxiliary industry, Shenzhen container yard, like the terminal, sets its own charging structure and rate standard according to the principle of marketization, and charging "gate fee" is the result of relying on market pricing. But for a long time, the development threshold of the freight yard industry is low, and most of the land is temporarily rented. So far, there is no clear management department and industry management regulations. All these have restricted the development of the industry. The suspension of "gate fee" highlights the survival dilemma of freight yard enterprises.
(3) Trailer
As analyzed by Shenzhen Port Association, it is difficult for trailer companies to benefit from the suspension of "gate fee", and there is no causal relationship between the suspension of "gate fee" and the survival and development of trailer industry. Because the root of the operating difficulties of the trailer industry lies in the dual pressures of the global financial crisis leading to the decline of business volume and the rapid growth of industrial production capacity leading to fierce competition, its characteristics of "scattered, chaotic and small" determine its weak ability to resist risks. Its bargaining power is poor, the industry is not standardized, and it is prone to vicious competition at low prices. Moreover, the trailer industry is seriously linked, faked, which intensifies the disorder of the industry's operating order, and it is urgent for government supervision and self-discipline of industry associations to work together to solve the dilemma.
Four, take effective measures to solve the "transfer fees" problem.
Since the establishment of Shenzhen Port, the separation of government and enterprise has been implemented, and the port and shipping logistics industry has the characteristics of highly market-oriented operation. Therefore, when solving and dealing with the problem of "gate fees", Shenzhen should continue to adhere to the principle of market-oriented development of port and shipping industry and use administrative means to intervene cautiously. The government's management of the industry focuses on serving the development of the industry and maintaining the market-oriented competition order, emphasizing the functions of supervision, service and coordination in the market economy, taking into account the interests of all parties. While strengthening industry management and system construction, we should pay attention to treating port stability incidents differently, and investigate and punish acts that reflect demands by excessive means and affect the normal production order of ports and the legitimate interests of operators according to law.
Yard industry is an indispensable part of port and shipping logistics industry. The problem of "gate fee" is one of the problems in a certain link of the whole maritime logistics supply chain. Finally, straightening out the price transmission mechanism and interest chain among liner, port, cargo owner, freight forwarder, trailer and other enterprises is the key to solve the problem of terminal and yard expenses and make the industry develop from disorder to order. Therefore, the author suggests:
(1) The government gives appropriate compensation to port enterprises for their investment in port infrastructure.
Port enterprises have invested a lot of money in port infrastructure and supporting facilities in the early stage, but most of the investment has not been recovered so far. It is suggested that the port management department of Shenzhen municipal government calculate the difference between the input and recovery of the foundation and supporting facilities of the terminal enterprises, and on this basis, provide a one-time subsidy to the terminal enterprises. And appropriately increase the proportion and scope of use of port enterprises in the "port construction fee" to solve the problem of insufficient sources of port supporting facilities construction fee.
(2) The government controls the development of foreign shipyards.
1. Appropriately reduce the land use rent, and at the same time, it is suggested to reduce the collection level of land use tax in the storage yard, so as to solve the land cost problem of enterprises outside the storage yard, reduce the operating pressure of the storage yard enterprises and improve the logistics environment in the port area.
2. Plan a batch of supporting land for the outer storage yard to alleviate the short lease period and high lease cost of the storage yard land in the port area, and plan and construct the trailer service area as soon as possible.
3. Make clear the centralized management department of external storage yard, formulate corresponding management measures and establish trade associations. In addition, the management regulations of the outer container yard should be formulated, the application conditions of the container yard should be strict, and the management level of the existing container yard should be gradually improved.
(C) the government to strengthen the supervision of the trailer industry
Establish the entry threshold for the trailer industry and strengthen the supervision of trailers and trailer companies in a standardized way. In particular, clean up the situation of linked trailers and severely crack down on illegal operation/counterfeit trailers. At the same time, attract as many trailer companies as possible to join the trailer industry association, advocate taking the association as the representative, reasonably reflect the demands of the industry, and negotiate with other associations on behalf of the industry.
(d) The government should strengthen communication and information exchange among all parties in the logistics chain of ports and shipping, such as ports, trailers, yards, liners and other industries.
Because the port supply chain involves many industries and enterprises, it is difficult for an industry or enterprise to build a suitable communication platform without the strong support of the government. Therefore, the government should actively convene all parties to promote the problems existing in the port operation chain and solve them in a rational way. Through communication and coordination, we can solve the problem that the transmission mechanism of all links in the port and shipping logistics industry has been broken, and form a relatively balanced win-win interest pattern, thus promoting the healthy and stable development of the entire industrial chain.
Analysis of Container Situation in Shen Sui Port in 2009
Before the international financial crisis, the rapid development of export-oriented economy in the Pearl River Delta region made the container output in this region huge. Shenzhen, Guangzhou and Hong Kong, the three major ports in the Pearl River Delta, benefited from the increase in supply, and the port throughput continued to grow. The international financial crisis that began in the autumn of 2008 ended the rapid growth momentum of previous years. In 2009, Hong Kong, which is far from the source of goods and has high freight rates, was hit hardest by the financial crisis, with a decrease of 3.33 million TEUs. Shenzhen followed closely, and the container volume decreased by 3 1.7 million TEUs; Due to the low proportion of foreign trade containers and domestic trade transportation, Guangzhou was the least affected, and the container volume only decreased by 465,438+0,000 TEUs. However, the pattern of competition among the three places has not changed. As the ports of Shenzhen, Guangzhou and Hong Kong are in the same water area, with an average distance of only 50 nautical miles, the port spacing is too dense, the hinterland of goods supply is highly coincident, and the service means, objects and contents are highly similar, the competition among the ports of the three places has been extremely fierce, especially during the financial crisis. This paper makes a brief analysis and comparison of container transportation in Shenzhen, Guangzhou and Hong Kong in 2009.
First, the container throughput of Shenzhen Port has dropped significantly.
Shenzhen's foreign trade export 15 ranked first in China, which promoted the rapid development of Shenzhen port for more than ten years. Therefore, when the financial crisis strikes and the export of foreign trade faces severe challenges, the impact on Shenzhen Port is much greater than that on other domestic ports. Last year, the container throughput of Shenzhen Port was18.25 million TEUs, down by 14.8% and 3170,000 TEUs.
In 2009, the container throughput of Shenzhen Port increased by-14.8%, which was the first negative growth in the history of Shenzhen Port. In 2002, the container throughput of Shenzhen Port reached an all-time high of 50. 1%. Since then, with the increase of throughput base and the intensification of competition in surrounding ports, the growth rate has decreased year by year. In 2009, affected by the financial crisis, industrial transfer, competition in neighboring ports and other factors, it fell for the first time and hit a record low. The financial crisis caused the container throughput of Shenzhen Port to fall back to the level of 2006.
Due to different sources of goods, route composition and development priorities, the development of Shenzhen Port in 2009 was unbalanced. Chiwan Port in the western port area suffered the most serious decline, with only 4.766 million TEUs in the whole year, up-19.4% year-on-year, the largest decline among the four major container ports in Shenzhen. Followed by China Merchants Shekou (including Shekou Container Terminal, China Merchants Port and Haixing Port) with 4.663 million TEUs, up-18.1%year-on-year; Yantian International has 8.579 million TEUs, up-1 1.4% year-on-year. Dachanwan Wharf is the only port area in Shenzhen Port to achieve growth, with 232,000 TEUs, an increase of 170%, mainly because Dachanwan is a new port area with a relatively low base. Last year, there were 10 new routes, reaching 13, which was a significant increase.
The decline in freight volume is also reflected in the route. At present, there are 186 international liner routes in Shenzhen Port, including 39 in North America, 47 in Europe, 8 in Africa, 6 in Australia and 76 in Asia. The number of routes in Europe and America decreased the most last year, with four in North America and Europe 10. The proportion of European and American routes dropped from 57.4% in 2008 to 52.6% in 2009. On the other hand, the number of routes in Asia has increased against the trend, with eight more than in 2008, accounting for 40.9% from 34.8% in 2008, which fully reflects the diversification of routes in Asia, especially in the Middle East, the promotion of frequent economic exchanges, and the launch of China-ASEAN Free Trade Area.
Shenzhen Port opened 43 regular barge routes, of which the feeder network of barges in the western port area extended to 46 terminals in 30 cities and regions, and the number of regular routes increased to 36, and the coverage rate of the Pearl River Delta jumped from 85% to 95%. The number of barges in the western port area is1180,000 TEU, down 8.5% year-on-year. In order to cooperate with the inland migration of industrial structure adjustment in the Pearl River Delta, the sea-rail combined transport business has been expanding inland. Shenzhen Port has continuously opened sea-rail intermodal trains in Changping, Shaoguan and other places in Dongguan, and also extended its reach to inland provinces and regions such as Ganzhou, Jiangxi, Zhuzhou, Hunan, Changsha and Kunming, Yunnan. By the end of last year, the sea-rail combined transport had been opened to Huangpu, Kunming, Liling, Ganzhou, Shaoguan, Changping, Longnan, Nanchang, Changsha and Zhuzhou, with a total of *** 10 combined transport lines. Last year, 93 170 TEU of sea-rail intermodal containers increased by 3 1%, mainly due to the increase of heavy containers.
Last year, the international transshipment container volume of Shenzhen Port was 2.666 million TEUs, a sharp decrease of 27.3% year-on-year, accounting for 14.6% of the total port throughput, and the proportion decreased by 2.5% compared with 2008. Among them, Chiwan Container Terminal, the main transit port, was 1.77 million TEUs last year, down by 2 1.7%.
Domestic containers were 65,438+0,036,5438+0,000 TEUs, up 5.8%, accounting for 5.6% of the total in Hong Kong, slightly higher than the 975,000 TEUs in the previous year.
In response to the financial crisis, the Shenzhen Municipal Government has taken a series of measures to support port development. Take the newly issued Measures of Shenzhen Municipality for Supporting Special Funds for Logistics Enterprises to Deal with the Financial Crisis as an example, it gives great support to the port industry: for international freight forwarders exporting heavy containers from Shenzhen Port, the Asia-Pacific headquarters and South China headquarters will be increased, and regional distribution centers and freight forwarders' regional headquarters, international liner route operators and domestic liner route operators will be increased. In addition, Shenzhen Port also actively launched FOB promotion conferences in Asia, South America and Africa, and developed new routes in the Middle East, Africa and South America. Internally, we will actively promote sea-rail intermodal trains to shippers, freight forwarders and shipping companies, expand the coverage of goods, continue to build inland "dry ports" and enhance the competitiveness of Shenzhen Port.
With the support of a series of measures, Shenzhen Port actively develops new business. Last year, Yantian International successfully launched the automobile ro-ro ship business, and delivered two batches of 120 and 92 BYD commercial vehicles to Tianjin respectively. Yantian West Port Area became the first special wharf for automobile ro-ro logistics in Shenzhen Port. Yantian International also opened foreign storage yards in Dalingshan and Shunde in Dongguan, extending its services to the hinterland of the Pearl River Delta. A series of measures have effectively alleviated the downward trend of throughput.
Second, the container throughput of Guangzhou Port declined slightly.
In 2009, when the container throughput generally declined, the container throughput of Guangzhou Port reached11310.4 million TEU, a slight decrease of 4 1 10,000 TEU compared with 2008 and a year-on-year decrease of 3.5%, surpassing Dubai Port and ranking sixth in the world.
According to the development of container throughput in Guangzhou Port, it took 265,438 years from the start to 1 TEU, 3 years from 1 TEU to 2 million TEU, 3 years from 2 million TEU to 4 million TEU, and only 4 million TEU from 1 TEU. However, affected by the international financial crisis and the slowdown of global economic growth, Guangzhou Port ended its rapid development in previous years and experienced negative growth for the first time last year. Among them, the number of foreign trade containers was 3.856 million TEUs, a decrease of 6.5438+0.77 million TEUs compared with 2008, only 4.4%.
Guangzhou Port * * * has 23 specialized container berths with berthing capacity of 35-65,438+10,000 tons and annual designed throughput capacity of130,000 TEU. Last year, six deepwater berths were added in Nansha Port Area of Guangzhou Port. At present, 10 50,000-ton professional container berths have been put into operation. The berths in Nansha Port Area account for 43.5% of Guangzhou's territory, with an annual designed throughput of100000 TEU and an annual throughput capacity of 78.5% of Guangzhou's territory. Nansha Port is located on the west bank of the Pearl River, and its supply mainly comes from the central and western parts of the Pearl River Delta. The inland waterway network extending in all directions provides convenient water transportation conditions for its container collection and distribution, and it is the most advanced specialized container port area in Guangzhou Port at present.
At present, ocean-going trunk lines such as Europe Line, America Line and Red Sea Line have become the main foreign trade routes of Guangzhou Port. At present, Nansha Port Area has opened more than 20 foreign trade routes, including 15 ocean routes and 5 near-ocean routes.
Speaking of Guangzhou Port, we have to mention its domestic container business. In 2009, the number of domestic trade containers in Guangzhou Port was 7.458 million TEUs, a year-on-year decrease of 233,900 TEUs, accounting for 65.92% of Guangzhou's total, while the number of domestic trade containers in Shenzhen Port in 2009 was 103. 10000 TEUs, which was only equivalent to 13.8% of Guangzhou Port. Guangzhou Port has far surpassed Shenzhen in domestic container transportation and become the main hub port of domestic container transportation in the Pearl River Delta. Shuttle bus is the lifeline of Guangzhou Port's domestic trade and transportation, which runs between Nansha Port and all the large, medium and small wharves in Pan-Pearl River Delta. At present, 20 lines have been opened, 9 more than in 2008, covering the main small and medium-sized terminals in the Pearl River Delta, with very strong cargo collection capacity. With the continuous expansion of shuttle bus coverage, the partnership with surrounding large, medium and small terminals has been consolidated, and the supply of goods has continued, which has promoted the rapid development of container throughput in Nansha Port Area.
Third, Hong Kong's container throughput has shrunk dramatically.
Last year, the container throughput of Hong Kong ports was 20.92 million TEUs, down 13.7% year-on-year. According to the published global port container throughput in 2009, Singapore's 25.9 million TEUs decreased by 13.5%, Shanghai's 25 million TEUs decreased by 10.7%, and Shenzhen182,500 TEUs decreased by 14.8%. Among the top ten container ports in the world, Hong Kong still ranks third. However, with the performance of container throughput in 2009, Hong Kong ports have regressed to the level of 2003.
Under the impact of the financial crisis, the port of Hong Kong suffered the most serious setback. Last year, the container throughput of Hong Kong decreased by 3.33 million TEUs compared with that of 2008, which was 310.7 million TEUs more than that of Shenzhen Port, and the decline was more obvious than that of Guangzhou Port, which was 410.0 million TEUs.
Last year, Kwai Tsing Port was 1.5 1.600 TEU, a year-on-year decrease of 2,575,438+0.000 TEU and a year-on-year decrease of 1.04.5%. Mid-stream operations, inland river terminals and public unloading areas were 5.766 million TEUs, a decrease of 65.438+0.02 million TEUs, a year-on-year decrease of 65.438+0.04.8%. In addition to the serious shortage of manufacturing orders in the economic hinterland of the Pearl River Delta caused by the financial crisis, the goods to be shipped to Hong Kong were in short supply, and the market slowed down obviously. Another reason was that some feeder lines in Asia were transferred from Hong Kong to Shenzhen Port for docking, and the evacuation of routes dealt a heavy blow to Hong Kong's midstream operations. The competition between Shenzhen Port and Shovel Bay Port for shipping companies' routes led to great losses in midstream operations last year.
The biggest disadvantage of Hong Kong lies in the three major ports of Hong Kong, Shenzhen and Guangzhou. More than 95% of the goods come from within 200 kilometers of Fiona Fang, and the serious overlap of the hinterland of the port is the main reason for the problem. Compared with Shenzhen and Guangzhou, the source of goods is far from the port of Hong Kong, and there is no guarantee of supply, so it can maintain the quantity and growth when the economy rises. Once the economy is depressed and the cargo volume is insufficient, the throughput will inevitably bear the brunt and be impacted. Besides, Hong Kong port is not the only container port in the Pearl River Delta region. When other ports are closer to the source of goods, they will be diverted to Hong Kong Port, which largely depends on the volume of goods. Before 2009, Hong Kong often recorded container throughput growth, because the Pearl River Delta port group failed to fully absorb domestic exports and diverted some goods to Hong Kong. However, with the new berths of Shenzhen Port and Guangzhou Port put into use one after another, the throughput capacity is higher than that of Hong Kong, and it is more difficult for Hong Kong to obtain goods when the growth of domestic export trade decreases. This situation is particularly obvious in 2009 when the financial crisis spread.
However, Hong Kong is not sitting still. In order to prevent marginalization, the strategic Hong Kong-Zhuhai-Macao Bridge recently started construction, with a total length of nearly 50 kilometers and a cost of 73 billion yuan. It is estimated that the whole bridge will be open to traffic from 20 15 to 20 16. It is of great significance to build bridges in the context of the financial crisis. The Hong Kong-Zhuhai-Macao Bridge connects Hong Kong, Macao and western Guangdong, and is directly incorporated into the domestic expressway network. The logistics on the west bank of the Pearl River may bypass Shenzhen and enter Hong Kong directly, and Shenzhen's position as the only channel between Hong Kong and the mainland will no longer exist. The construction of the Hong Kong-Zhuhai-Macao Bridge has greatly narrowed the distance between Hong Kong and the Pearl River Delta and western Guangdong, and the radiation capacity of Hong Kong will also extend from western Guangdong to Guangxi and even the vast areas in the mainland, and the supply advantages and competitiveness of Hong Kong ports will be greatly enhanced.
Fourth, the development prospects of Guangzhou Port in Shenzhen and Hong Kong after the financial crisis
The supply of Shenzhen and Hong Kong in Pearl River Delta Port has been eroded, and the main competitor is Guangzhou Port. Guangzhou's port market share rose from 8% to 22%, Hong Kong dropped from the historical high of 60% to only 4 1%, and the situation in Shenzhen was similar, from the peak of 38% to 36%.
Due to the scale gap and the geographical location deep into the inland river, it is difficult for Guangzhou Port to fully compete with Shenzhen and Hong Kong ports in port container transportation. However, the extraordinary development of Nansha Port Area of Guangzhou Port has enabled it to challenge Shenzhen and even Hong Kong. The financial crisis in 2009 only slowed down the growth of Guangzhou slightly, and the port performance declined for the first time, but the impact was very small. Moreover, at this year's national "two sessions", once the policy of adjusting the national income distribution pattern and gradually increasing residents' income is implemented, the huge domestic demand market will start, and Guangzhou Port, which has the inherent advantages of domestic container transportation, will make great achievements with the help of policies. Guangzhou Port, which has container transportation capacity at home and abroad, will be a strong competitor.
In the post-financial crisis period, affected by the national macro-control, industrial structure adjustment and environmental protection requirements, the development of foreign trade economy in the Pearl River Delta region will gradually slow down, but it will continue to grow. The competition in hinterland has become the focus of port competition. Therefore, Hong Kong should build the Hong Kong-Zhuhai-Macao Bridge and Shenzhen should build the Shenzhong Bridge from Shenzhen to Zhongshan to prevent marginalization. The implication is to compete for the supply of goods in the vast inland areas such as the Pearl River Delta and western Guangdong. The competition in the hinterland of the port has become the key to the sustainable development of the port.
Affected by the development of Nansha Port Area, the domestic container transportation along the coast of Shenzhen Port has been greatly impacted. However, the domestic trade business of Shenzhen Port has been developing continuously by increasing sea-rail combined transport lines and barge outlets. Shenzhen Port is still tapping its potential. The first phase of Qianwan Bonded Port Area, which is located in the western port area, has been put into use, and the declaration plan of Yantian Comprehensive Bonded Zone was also submitted to the State Council in February 2009. Once the East-West Bonded Port Area is completed, the competition for Hong Kong goods will be more intense. Duty-free has always been the advantage of Hong Kong's freight industry. If Shenzhen Port becomes a bonded port, it will mean another duty-free port, and the competition for goods in the Pearl River Delta will become more intense, posing the most direct threat to Hong Kong. Faced with these challenges, Hong Kong must strive to expand the hinterland of goods supply, enhance its competitive advantage and upgrade its value chain, including providing shippers with tailor-made efficient logistics services and comprehensive logistics solutions. Coupled with the unique free port status, efficient customs clearance procedures, sound laws and abundant human resources, Hong Kong ports will also have world-class competitive strength and advantages.
Facing the strong rise of Guangzhou Port, Shenzhen must cooperate with Hong Kong to build an international shipping center and logistics center by implementing the Outline of the Pearl River Delta Regional Reform and Development Plan. The recent Shenzhen-Hong Kong cooperative development model in Qianhai area of Shenzhen is a win-win attempt for both sides. If successful, the joint efforts of Shenzhen and Hong Kong ports will become the most important and competitive port group in the world.
The ports of Hong Kong, Shenzhen and Guangzhou have their own development space because of their irreplaceable core competitiveness, and it is difficult to replace each other in the short term. Therefore, in the post-financial crisis era, they should develop alternately according to their respective competitive advantages and characteristics, and maximize their benefits through long-term cooperation, which will be more conducive to the sustainable development of the ports of the three places.
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