Hello~
The impact of gate fees on Shenzhen ports
Huang Chongming
Before 2008, due to the rapid development of container throughput in Shenzhen ports, container trailer transportation was in a stage of rapid development, and the charges of container trailer service fees at the terminals, commonly known as gate fees, were not prominent. The problem is not prominent. However, in the past two years, with the slowdown in port throughput growth, especially after the financial crisis, Shenzhen port container throughput overall decline, including liners, terminals, shipping agency, freight forwarding, trailers, warehousing yards, and other enterprises, the entire maritime logistics supply chain pressure, a variety of destabilizing factors gradually appeared, "gate fee" problem with the The problem of "gate fee" has come to the fore.
In 2008, Shenzhen has appeared in the port container outside the yard gate price wind storm, for this reason, the government departments after four times to coordinate the "gate fee" issue finally reached "to maintain the original price is unchanged, shall not be increased" of the views of the contradiction is temporarily resolved. The conflict was temporarily resolved. However, the Shenzhen Container Trailer Transportation Association did not give up and continued to reflect the "gate fee" issue to the relevant state departments. on October 20, 2009, the General Office of the National Development and Reform Commission (NDRC) issued the "Reply to Issues Relating to the Collection of Gate Fee by Sino-foreign Joint Venture Ports", which made it clear that the port terminal enterprises and yards outside the ports were not allowed to collect the "gate fee". "On December 29, 2009 and January 9 and 30, 2010, there were consecutive incidents, including trailers blocking the wharves, shutting down the outer yards or charging "operation service fees". The destabilizing incidents including trailers blocking terminals, shutting down or charging "operation service fee" at external yards and vandalism at external yards reflected that the suspension of "gate fee" at ports and external yards had broken the original balance of interests, and that all relevant stakeholders in the port logistics chain had reflected their demands through abnormal channels. The industry pointed out that in the global financial crisis led to a serious landslide in the port and shipping industry, business conditions have not fundamentally improved the situation, the Shenzhen port related business subjects to non-market means of gaming will lead to deepening the contradictions between the parties, such as not resolved in a timely manner, is likely to impede the Shenzhen port and shipping industry comprehensive resuscitation, coordinated development, and impact on social stability.
A, "gate fee" the origin of the problem
"Gate fee" for the "trailer terminal service fee" commonly known as the Shenzhen port terminals and container yard operators since 1995 (the first year). Since 1995 (Yantian port area from 2000), the operating enterprises of Shenzhen port terminals and container yards, container trailers in and out of the terminals or container yards, a one-time charge of 20 yuan per trailer in and out of the gate (some charge 25 yuan, 30 yuan). The "gate fee" is collected by port enterprises mainly to cover the huge expenses incurred in the construction of port infrastructure and ancillary facilities at the ports, including the daily maintenance and other necessary expenses after the construction of these facilities; whereas the "gate fee" collected by enterprises at outlying yards is mainly based on the fees charged to the shippers. The "gate fee" is mainly based on the objective fact that shippers are provided with gate services and costs are incurred, including gate pickup of empty containers, document production, vehicle guidance, traffic maintenance, gate management, and gate inspection and a series of services to ensure that containers are fit for cargo, seaworthiness, transportation and loading and unloading. Relying on the market-based fee system, Shenzhen Port, including cargo owners, liners, terminals, shipping agents, freight forwarders, customs brokers, freight forwarders, tugboats, trailers, warehousing yards and other enterprises, the logistics supply chain of various industries through the price conduction mechanism, the formation of a more stable balance of interests pattern. "Gate fee" actually solves the problem of foreign investment in the state and local previous lack of funds, and ultimately improve the access to the port services and facilities conditions, objectively promote the development of Shenzhen ports.
But the "gate fee", which has existed for 10 years and has not been a prominent conflict, has suddenly become the focus of a series of destabilizing incidents in recent years. The reason for this is mainly due to the global financial crisis environment of the logistics industry as a whole pressure to enhance the trailer industry because of its poor bargaining power and vicious competition, appeared in an overly aggressive way to put forward the interests of the claim, hoping to other industries to transfer the operating pressure. In Shenzhen Container Trailer Transportation Association's long years of appeal, in October 2009, the General Office of the National Development and Reform Commission issued the "About the Sino-foreign joint venture to build ports to collect the gate fee on the issue of the reply letter", clearly required port terminal enterprises and the port outside the yard shall not be to the container trailer transport operators to collect "gate fee". Subsequently, the Shenzhen Municipal Government determined that from January 15, 2010 onwards, all port terminal enterprises and off-port yards stopped collecting "gate fees".
The issue of gate fees has put greater pressure on the Shenzhen government. Trailers believe that the port terminal operators to collect "gate fee" no contractual and legal basis, and is a duplication of charges for monopoly behavior, and constantly to the relevant government departments and higher authorities to reflect the demand for the abolition of the relevant authorities; port terminals and outside the yard enterprises believe that the collection of "gate fee On the other hand, port terminals and outbound yard enterprises argued that the "gate fee" was collected mainly to compensate for the huge expenses on port infrastructure, supporting facilities and maintenance of ports, as well as based on the objective fact that gate services were provided to shippers and costs were incurred. Trailer enterprises and port terminals, outside the yard enterprises on both sides of the "gate fee" due to the different views led to disputes, and many times on the stability of the industry impact, although after repeated coordination, reflect, but the problem has not been resolved.
Second, "gate fee" suspension of the Shenzhen port navigation logistics chain
Because of the Shenzhen Municipal Government's direct intervention in the event of "gate fee", Shenzhen Port in early 2010 to formally suspend the collection of "gate fee". The gate fee was officially suspended in early 2010. "The suspension of the gate fee due to non-market intervention objectively breaks the original balance of interests between the various business entities in the port and shipping logistics chain, and leads to many problems.
(A) on the terminal and the impact of the outside yard
1. "Gate fee" stop collecting objectively cause the industry's confidence is reduced, the direct interests of the damage. According to the Shenzhen port outside the yard enterprises reflect, stop collecting "gate fee" after the container yard enterprise total income decreased by nearly one-third, the enterprise cash flow dried up, facing severe business difficulties, seriously affecting the survival and development of the Shenzhen yard industry. According to the Shenzhen port outside the yard enterprise survey statistics, only half a month from January 15 to 31 this year, the vast majority of the yard enterprise in accordance with the actual volume of containers out of the actual reduction in income of about 15-20 million yuan. Estimated annual loss of a single yard will reach an average of 3-4.8 million yuan. Especially in the shipping industry because of the serious downturn has led to 90% of the yard in 2009 losses or serious losses, but also in the case of high fixed costs remain unchanged, Shenzhen yard industry and enterprises have faced serious difficulties. Shenzhen port outside the yard business people said, if you can not solve this problem, is bound to appear in the yard industry can not be Viking, which will bring serious industry and even social instability, but also will seriously affect the healthy development of the Shenzhen port and navigation industry.
2. Port, outside the yard enterprise number is small, large-scale capital investment and fixed business premises, so that it is easy to become part of the lawless elements "leakage" of the target, and then metamorphosed into the government's "stability" in the "vulnerable". "Vulnerable groups". Since the Shenzhen yard industry enterprises since January 15, 2010 to stop charging "gate fee", fell into a certain degree of operational difficulties, and because of the yard industry on January 30 decided to change to charge "yard operation fee", once triggered the yard and trailer transportation industry Serious conflicts occurred, some of the yard enterprises were subjected to serious violence, employees were beaten and suffered serious damage to property, while leading to the paralysis of traffic on some of the important port roads and local social unrest.
(2) the impact on the trailer enterprises
1. Due to the price transmission mechanism, the trailer enterprises are difficult to benefit from the suspension of the "gate fee". The Shenzhen Port Association believes that trailers are an indispensable part of import and export transportation of goods, and that more than 75% of the containerized goods handled by Shenzhen Port need to be transported by trailers. However, the trailer industry is committed to stop paying for many years according to the market-oriented operation of the "gate fee", hoping to make the Shenzhen port, yard enterprises and other industries part of the interests of the trailer industry, in fact, the total cost of the logistics industry did not value-added, but also because of its disadvantaged position and does not have the bargaining power, the interests of the part will still be transferred, the ultimate beneficiary is a foreign buyer! The ultimate beneficiary is the foreign buyer.
2. There is no causal relationship between the suspension of the "gate fee" and the survival and development of the trailer industry. Shenzhen Port Association believes that the trailer industry is facing the global financial crisis caused by the decline in business volume and the industry's rapid growth in capacity resulting in fierce competition double pressure, but its struggling situation has not been changed from the "gate fee" suspension. Trailer industry development of the key issues is the industry scattered, chaotic, small and other characteristics of the decision of its bargaining power is poor, prone to the phenomenon of vicious competition at low prices. Shenzhen Container Trailer Transportation Association of the road container industry guide tariffs, for example, since 2004 to date, tariffs that are constantly reduced. See the following table:
Shenzhen Port Association, therefore, the existence of more than 10 years "gate fee" has become the industry practice, should not become the trailer industry, "declining income", "survival difficulties "The main reason for the decline in revenue and the difficulties in survival of the trailer industry is that it has become an industry practice for more than 10 years.
Three, the "gate fee" after the suspension of the port and navigation logistics chain of claims
(a) terminal enterprises
Shenzhen port terminal enterprises to collect the "gate fee", it is also to the cargo owners and trailers to provide relevant services, and many of the services are not for the national "port fee", and the "gate fee" is not for the "port fee", and many of the services are not for the national "port fee". And many of these services are not summarized in the national "port fee collection rules". For example, it partially undertakes the supervisory functions of the port unit; continuously invests in improving the external transportation conditions of the terminal; increases transportation facilities and provides parking lots; and assists in maintaining traffic order and coordinating the handling of traffic accidents. After the abolition of the "gate fee", the capital chain for the construction of port ancillary facilities will be broken, and a reasonable source of funding for the subsequent maintenance and construction of new facilities will be cut off. More importantly, enterprises will have more doubts about government intervention, the expectation of the market-oriented development mode of Shenzhen ports will be lowered, the willingness to invest will be weakened and the short-term behaviors of enterprises will be increased, which will ultimately weaken the competitiveness of Shenzhen ports. Terminal enterprises hope that the government will account for the investment of terminal enterprises in infrastructure and subsidize them accordingly to support their long-term stable development.
(2) outside the yard
The yard industry along with the terminal industry, the development and growth of its industry is also the result of the operation of the full market. Shenzhen container yard as an international maritime transport auxiliary industry, as well as terminals, are based on the principle of marketization, self-setting fee structure and rate standards, charging "gate fee" is to rely on the results of market pricing. However, the development of the yard industry has always been a low threshold, most of the land is temporary leased land, the development of so far there is no clear management department and industry management regulations. These have constrained the development of the industry. "The gate fee" stops to highlight the survival of the yard business predicament.
(3) trailer
As analyzed by the Shenzhen Port Association, it is difficult for trailer enterprises to benefit from the suspension of the "gate fee", and there is no causal relationship between the suspension of the "gate fee" and the survival and development of the trailer industry. Because the trailer industry operating difficulties in the root of the problem in the face of the global financial crisis led to a decline in business and the industry's rapid growth in capacity led to intense competition, the industry's "scattered, chaotic, small" and other characteristics of the decision of its risk-resistant ability is not strong. Its bargaining power is poor, the industry is not standardized, prone to the phenomenon of vicious competition at low prices. Moreover, the trailer industry dependence, set of licenses, fake licenses and other serious phenomena, exacerbating the degree of chaos in the industry's business order, the urgent need for government supervision and industry associations to resolve the dilemma of self-management of the double synergy.
Four, multi-pronged take strong measures to solve the "gate fee" problem
Shenzhen port from the beginning of the port that is the implementation of the separation of government and enterprises, the port and navigation logistics industry has a high degree of market-oriented operational characteristics. Therefore, in the "gate fee" problem solving and processing, Shenzhen should continue to adhere to the principle of market-oriented development of the port and navigation industry, the prudent use of administrative means of intervention, the government's management of the industry to serve the industry's development, to maintain the order of market-oriented competition is the main emphasis on the market economy and the interests of all parties to the game on the supervision, service, coordination functions. In strengthening the industry management and system construction at the same time, attention should be paid to differentiate between the maintenance of stability in the port area of the incident, in accordance with the law to investigate and deal with excessive means of reflecting demands, affecting the normal order of production in the port and the legitimate interests of the operator's behavior.
The yard industry is an integral part of the port logistics industry. "Gate fee" problem, is the entire maritime logistics supply chain in a link in one of the problems, and ultimately rationalize the liner, ports, cargo owners, freight forwarders, trailers, outside the yard and other enterprises between the price transmission mechanism and the chain of interests, is to promote the resolution of the wharf and outside the yard charges, the industry from the disorderly to the key to the orderly development. Therefore, the author suggests:
(a) the government of the terminal enterprises in the port infrastructure investment to be appropriate compensation
Port enterprises invested a large amount of money in the early port infrastructure and supporting facilities construction, there are still most of the investment has not been recovered. It is suggested that the port management department of the Shenzhen Municipal Government should account for the difference between the investment of the terminal enterprises in the infrastructure and ancillary facilities and the recovery, and according to this as the basis for a one-time subsidy to the terminal enterprises. And appropriately increase the "port construction fee" in the port enterprise's share of the proportion and scope of use, to solve the lack of port facilities construction cost sources.
(2) The government regulates the development of the external yard industry
1. Appropriately reduce the land use rent, and at the same time, it is recommended to lower the land use tax levy level of the yard, so as to solve the problem of land cost of the external yard enterprises, reduce the operating pressure of the yard enterprises, and improve the logistics environment of the port area.
2. Planning for a number of supporting land for external yards to alleviate the situation of short lease term and high rental cost of land for yard use in the port area, and planning for the construction of trailer service areas as soon as possible.
3. Clarify the management department of the outside yard and formulate corresponding management methods, and set up industry associations. And the development of the outside yard management regulations, strict application conditions for container yards, and gradually improve the existing container outside the yard's operating and management standards.
(3) The government to strengthen the supervision of the trailer industry
To develop the threshold of access to the trailer industry, in order to strengthen the supervision of the trailer and the trailer enterprises by the industry norms. In particular, the trailers and other situations to be cleaned up and crack down on illegal operation/impersonation of the trailer. At the same time, as far as possible to attract more trailer enterprises to join the trailer industry association, advocate the association as a representative, reasonable reflect the demands of the industry, on behalf of the industry and other associations and organizations to start consultations, negotiations.
(4) The government should strengthen the communication and information exchange among all parties in the port and shipping logistics chain, such as ports, trailers, yards, liners and other industries
As the port supply chain involves a large number of industries and enterprises, it is difficult for a single industry or enterprise to set up a suitable communication platform without the strong support of the government. Therefore, the government should actively convene all parties to promote the problems of all parties in the port operation chain and coordinate and solve them in a rational way. Through communication and coordination, to solve the problem of broken chains in the transmission mechanism of the various segments of the port logistics industry, the formation of a relatively balanced pattern of interests of all parties **** win, so as to promote the healthy and stable development of the entire industrial chain.
Shenzhen-Suizhou port container situation analysis in 2009
Before the international financial crisis, the Pearl River Delta region's rapid development of export-oriented economy makes the region's container generation is huge, in the Pearl River Delta, Shenzhen, Guangzhou and Hong Kong's three major ports benefited from the increase in the source of goods, the port throughput continued to grow. 2008, the fall of the international financial crisis has terminated the previous few years of rapid growth momentum, 2009, the international financial crisis has been the first time in the world. The international financial crisis started in the fall of 2008, but terminated the high-speed growth momentum of the previous years. In 2009, Hong Kong, which is far away from the source of cargo and high freight rates, was the most seriously affected by the financial crisis, with a decrease of 3.33 million TEUs; Shenzhen was the second largest port, with a decrease of 3.17 million TEUs; Guangzhou, due to the low proportion of foreign trade containers and the dominant role of domestic transportation, was the least affected by the impact, with a decrease of only 410,000 TEUs. But the pattern of mutual competition among the three places has not changed, because Shenzhen, Guangzhou and Hong Kong ports in the same waters, the distance between the average of only 50 nautical miles, the port spacing is too dense, cargo hinterland and a high degree of overlap, the means of service, object, content is highly similar, the three ports of competition has always been exceptionally fierce, in the financial crisis period of the competition is even more seemingly white-hot. This paper intends to Shenzhen, Guangzhou and Hong Kong in 2009, the three ports container transportation situation for a brief analysis and comparison.
One, Shenzhen port container throughput declined significantly
Shenzhen 15 consecutive years of foreign trade exports ranked first in China, promoting the rapid development of Shenzhen port for more than a decade. Therefore, when the financial crisis struck, foreign trade exports face severe challenges, the degree of trauma to the port of Shenzhen is much higher than other domestic ports. Last year, the container throughput of Shenzhen port was 18.25 million TEUs, down 14.8% year-on-year, a decrease of 3.17 million TEUs.
Container throughput at Shenzhen Port grew by -14.8% in 2009, the first negative growth in the port's history. Shenzhen port container throughput growth in 2002 reached a record high of 50.1%, since then, with the throughput base becomes larger and neighboring ports of the competition intensified, the growth rate declined year by year. 2009 by the financial crisis, industrial transfer, neighboring ports of the competition and other factors, for the first time to decline and hit a record low. A financial crisis, so that the Shenzhen port container throughput back to the level of 2006.
Due to the different cargo sources, route composition and development focus, the development of Shenzhen port in 2009, the major port areas are not balanced. The western port area of Chiwan harbor navigation decline is the most serious, the annual only 4.766 million TEUs, a year-on-year growth of -19.4%, for Shenzhen's four major container port terminals the largest decline; followed by China Merchants Shekou (including Shekou Container Terminal, China Merchants Harbor and Starfish Harbor) 4.663 million TEUs, an increase of -18.1%; Yantian International 8.579 million TEUs, an increase of -11.4%. Da Chan Bay Terminal is the only port area in Shenzhen Port to achieve growth, 232,000 TEUs, an increase of 170%, mainly due to Da Chan Bay is a new port area, the base is relatively low, and last year, 10 new routes, a total of **** reached 13, an increase of significant.
The decrease in cargo volume is also reflected in the routes, Shenzhen Port currently has a total of 186 international liner routes, including 39 North American routes, 10 South American routes, 47 European routes, 8 African routes, 6 Australian routes, 76 Asian routes. Europe and the United States routes decreased the most last year, of which North America decreased by 4, Europe decreased by 10, Europe and the United States routes from 57.4% in 2008 to 52.6% in 2009. On the other hand, Asian routes increased against the trend, with an increase of 8 routes from 2008, and the proportion increased from 34.8% in 2008 to 40.9%, fully reflecting the diversification of routes and benefiting from the frequent economic exchanges in Asia, especially in the Middle East, and the launch of the China-ASEAN Free Trade Area and other positive factors.
Shenzhen Port*** opened 43 regular barge routes, of which the barge feeder network in the western port area extended to 46 terminals in 30 cities and regions, increasing the number of regular routes to 36, and the coverage rate of the Pearl River Delta (PRD) points jumped from 85% to 95%. The volume of barge containers in the western port area amounted to 1.18 million TEUs, a year-on-year decrease of 8.5%. To cope with the Pearl River Delta industrial restructuring of cargo sources to inland migration, sea-rail intermodal business continues to expand inland, Shenzhen Port has opened a continuous sea-rail intermodal trains in Changping, Dongguan, Shaoguan, but also extends the tentacles to farther away from Ganzhou, Jiangxi, Hunan and Changsha, Hunan Zhuzhou and Kunming, Yunnan and other inland provinces and regions. By the end of last year, sea-rail intermodal transportation has been opened to Huangpu, Kunming, Liling, Ganzhou, Shaoguan, Changping, Longnan, Nanchang, Changsha and Zhuzhou, combined **** 10 intermodal lines. Last year, the sea-rail intermodal container 93,170 TEUs, a substantial increase of 31%, mainly for the growth of heavy boxes.
Last year, Shenzhen port international transit container volume of 2.666 million TEUs, a larger decline, down 27.3% year-on-year, accounting for 14.6% of the port's total throughput, the proportion of 2008, a decrease of 2.5%. Among them, the most important transshipment port Chiwan Container Terminal international transshipment box last year for 1.774 million TEUs, down 21.7%.
Domestic trade containers 1.031 million TEUs, an increase of 5.8%, accounting for 5.6% of the proportion of the territory, relative to the previous year 975,000 TEUs of small growth.
In response to the financial crisis, the Shenzhen Municipal Government has taken a series of measures to support the development of the port to the newly introduced "Shenzhen City on supporting logistics enterprises to cope with the financial crisis of the special funding measures," as an example, the support for the port industry is very strong: the export of heavy containers in the Shenzhen port of international freight forwarders, the new Asia-Pacific headquarters and South China regional headquarters, the new regional distribution centers and forwarders regional Headquarters, international liner route operators, coastal feeder operators, domestic trade liner route operators, new cross-strait direct liner routes in Shenzhen Port will be funded, the maximum funding amount of up to 5 million yuan. In addition, Shenzhen Port also actively carries out FOB promotion for Asia, South America and Africa, and develops new routes in the Middle East, Africa and South America. Internal actively to the majority of owners of enterprises, freight forwarding enterprises and shipping companies to promote sea-rail intermodal liner, expanding the cargo source coverage, while continuing to build the inland "waterless port", to enhance the competitiveness of Shenzhen Port.
In a series of measures to support, Shenzhen port actively expand new business, last year, Yantian International successfully carried out a car ro-ro ship business, were transported in two batches of 120, 92 BYD commercial vehicles to Tianjin, Yantian West Port Area has become the first Shenzhen port of the car ro-ro logistics dedicated terminal. Yantian International also opened Dongguan Dalingshan and Shunde outer yards to extend its services to the Pearl River Delta hinterland. A series of initiatives have strongly eased the trend of declining throughput.
Two, Guangzhou Port container throughput declined slightly
In 2009, when container throughput was generally declining, Guangzhou Port's container throughput reached 11.314 million TEUs, a slight decrease of 410,000 TEUs compared with 2008, a year-on-year decline of 3.5%, surpassing the Port of Dubai and ranking sixth in the world.
From the perspective of the development of container throughput in Guangzhou Port, it took 21 years from the start to 1 million TEUs, 3 years from 1 million TEUs to 2 million TEUs, 3 years from 2 million TEUs to 4 million TEUs, and only 3 years from 4 million TEUs to 10 million TEUs to realize a substantial increase in every 3 years, and the speed of development is remarkable. The speed of development is remarkable. However, under the influence of the international financial crisis and global economic slowdown, Guangzhou port ended the high-speed development in the previous years, and last year also showed negative growth for the first time. Among them, the foreign trade container 3,856,000 TEUs, 177,000 TEUs less than in 2008, a decline of only 4.4%, a very small range.
Guangzhou Port*** has 23 specialized container berths, berthing capacity of 35-100,000 tons, the annual design throughput capacity of 13 million TEUs. Last year, Guangzhou port Nansha port area added six new deep-water berths, has been put into production 10 50,000 tons of professional container berths, Nansha port berths accounted for 43.5% of the entire port of Guangzhou, the annual design capacity of 10 million TEUs, the annual loading and unloading capacity accounted for more than 78.5% of the entire port of Guangzhou. Nansha Port Area is located in the west bank of the Pearl River, the cargo source is mainly from the central and western regions of the Pearl River Delta, and the well-connected inland waterway network of the Pearl River Delta provides convenient water transportation conditions for its container collection and transportation, which is the most advanced and specialized container port area of Guangzhou Port at present.
At present, the oceanic trunk lines such as European line, American line and Red Sea line have become the main foreign trade routes of Guangzhou Port. At present, more than 20 foreign trade routes have been opened in Nansha harbor, including 15 ocean routes and 5 near-ocean routes.
And mention the port of Guangzhou, we have to mention its domestic container business. Guangzhou port in 2009 domestic trade containers 7.458 million TEUs, a year-on-year decrease of 233,900 TEUs, accounting for 65.92% of the proportion of the entire port of Guangzhou, and Shenzhen port in 2009 domestic trade containers 1.031 million TEUs, equivalent to only 13.8% of the port of Guangzhou. Guangzhou port has far surpassed Shenzhen in domestic trade container transportation and become the main hub port of domestic trade container transportation in the Pearl River Delta. The public **** barge express "shuttle buses" between Nansha Port and the major small and medium-sized terminals in the Pan-Pearl River Delta region are the lifeline of Guangzhou Port's domestic trade transportation. At present, 20 shuttle buses have been opened, an increase of 9 over 2008, covering the major medium and small terminals in the Pearl River Delta, with a very strong cargo collection capacity. With the continuous expansion of the scope of coverage of the shuttle buses, the partnership with the neighboring large, medium and small terminals has become more consolidated, and there is a steady flow of cargo, which has driven the rapid development of Nansha Port's container throughput. The rapid development of container throughput in Nansha port area.
Three, Hong Kong's container throughput shrinks sharply
Hong Kong port container throughput of 20.92 million TEUs last year, a year-on-year decline of 13.7%. In accordance with the announced 2009 global port container throughput, Singapore 25.9 million TEUs, down 13.5%, Shanghai 25 million TEUs, down 10.7%, Shenzhen port 18.25 million TEUs, down 14.8%, Hong Kong is still ranked third in the world's top ten container port, compared with 2008 remained unchanged. But with the performance of container throughput in 2009, Hong Kong port regressed to the 2003 level.
Under the impact of the financial crisis, the Hong Kong port suffered the most serious setback, Hong Kong's container throughput last year than in 2008, a decrease of 3.33 million TEUs, compared with the Shenzhen port to reduce 3.17 million TEUs as much as compared to the port of Guangzhou to reduce 410,000 TEUs, the decline is more pronounced.
Last year, Kwai Tsing port area 15.16 million TEUs, a decrease of 2.571 million TEUs, down 14.5%. Mid-stream operations, inland waterway terminals and public unloading areas 5.766 million TEUs, a decrease of 1.002 million TEUs, a year-on-year drop of 14.8%. The reason for this, in addition to the financial crisis has led to a serious shortage of orders from the manufacturing industry in the economic hinterland of the Pearl River Delta, the lack of sources of cargoes to Hong Kong, the market has slowed down significantly, another reason is that part of the intra-Asian feeder routes are shifted from Hong Kong to the Shenzhen port to call on the Shenzhen port, the withdrawal of the routes, the original reliance on the Hong Kong mid-stream operation, is a heavy blow, coupled with the competition from the Shenzhen port terminal in Dachanwan, competing with the shipping company's routes, have all caused a a massive loss of mid-stream operations last year.
Hong Kong's biggest disadvantage lies in the three major ports of Hong Kong, Shenzhen and Guangzhou, where more than 95% of cargoes come from within a radius of 200 kilometers, and the serious overlap of the port hinterland is the main cause of the problem. Compared with Shenzhen and Guangzhou, the cargo generation point is far away from the Hong Kong port, and there is no guaranteed source of cargo, so the volume and growth can be maintained when the economy is in an upturn. Once the economy is in recession and the cargo volume is insufficient, the throughput will certainly bear the brunt of the impact. Moreover, the Hong Kong port is not the only container port in the PRD region. When other ports are closer to the source of cargo, the diversion to the Hong Kong port depends to a large extent on the volume of cargo. Hong Kong often recorded an increase in container throughput before 2009, thanks to the fact that the PRD port group could not fully absorb the domestic export cargo, so that part of the cargo source was diverted to Hong Kong. However, with the successive commissioning of new berths in Shenzhen and Guangzhou ports, the handling capacity is higher than that of Hong Kong, and it is more difficult for Hong Kong to get a share of the source of cargo when the increase in the volume of domestic export trade decreases, which is a competitive disadvantage that is particularly obvious in 2009, when the financial crisis is spreading.
But Hong Kong has not been sitting on the sidelines. In order to prevent being marginalized, construction of the strategically important Hong Kong-Zhuhai-Macao Bridge (HZMB) has begun not long ago, and the nearly 50-kilometer-long $73 billion bridge is expected to be fully open to traffic in 2015-2016. The construction of the bridge is of great significance against the backdrop of the financial crisis. Hong Kong-Zhuhai-Macao Bridge connects Hong Kong, Macao and the western part of Guangdong Province, directly into the scope of the domestic highway network, the logistics of the west bank of the Pearl River may be used to bypass the Shenzhen direct access to Hong Kong, Shenzhen as the only channel connecting Hong Kong and the mainland will no longer exist. The construction of the Hong Kong-Zhuhai-Macao Bridge has greatly shortened the distance between Hong Kong and the Pearl River Delta and the western region of Guangdong, Hong Kong's radiation capacity will also be extended from the western part of Guangdong to Guangxi and even the vast areas of the Mainland, Hong Kong's port of the advantages of the source of goods and the competitiveness of the Hong Kong port will be greatly enhanced.
Four, after the financial crisis, Shenzhen, Hong Kong and Guangzhou ports development prospects
Hong Kong and Shenzhen ports in the Pearl River Delta cargo sources have been eroded, and the main competitor is the port of Guangzhou. Guangzhou port market share grew from 8% to 22%, while Hong Kong fell all the way from a historical high of 60% to only 41%, and the situation is similar in Shenzhen, which fell from a peak of 38% to 36%.
Because of the gap in scale and its deep riverine location, Guangzhou port is still difficult to fully compete with Shenzhen and Hong Kong ports in terms of port container transportation. But the extraordinary development of Guangzhou port Nansha port area so that it has the strength to Shenzhen and even Hong Kong called the strength of the financial crisis in 2009 just let Guangzhou slightly slowed down the pace of growth, the port performance for the first time down, but the impact is very small. Moreover, in this year's national "two sessions", adjusting the pattern of national income distribution, and gradually raise the income of the residents of the policy once implemented, a huge domestic demand market to start, possessing the innate advantages of domestic container transport Guangzhou port to get the policy to help will make a big difference, domestic and foreign trade container transportation capacity are equipped with the port of Guangzhou will be a formidable Competitors.
And in the post-financial crisis period, the development of foreign trade economy in the Pearl River Delta region with the national macro-control, industrial restructuring and transfer as well as environmental protection requirements and other factors, although the growth will continue to grow, but the rate of growth will gradually slow down. Competition in the hinterland has become the focus of port competition. Therefore, Hong Kong to build the Hong Kong-Zhuhai-Macao Bridge, Shenzhen should build the Shenzhen-Zhongshan Shenzhen-Zhongshan Bridge to cope with the marginalization of the implication is to compete for the Pearl River Delta and the western part of Guangdong and other vast inland areas of the source of goods. The competition for port hinterland has become the key to whether ports can realize sustainable development.
By the development of Nansha port area, Shenzhen port's coastal domestic container transportation has been a big impact, but the port of Shenzhen port by increasing the sea-railway intermodal transportation lines, increase barge outlets, the port of Shenzhen's domestic trade business is also constantly being developed. Shenzhen port is also tapping its potential, located in the western port area of Qianhaiwan bonded port area has been opened, Yantian comprehensive bonded area declaration program has also been reported to the State Council in February 2009, the east and west of the bonded port area, once completed, the competition for Hong Kong's cargo sources will be even more intense. Duty-free has always been the advantage of Hong Kong's freight forwarding industry. If the Shenzhen port becomes a bonded port, it is tantamount to having one more duty-free port, and the competition for cargo sources in the Pearl River Delta (PRD) will be even more intense, posing the most direct threat to Hong Kong. In the face of these challenges, Hong Kong must strive to expand its cargo source hinterland and enhance its competitive edge by upgrading its value chain, including the provision of tailor-made and efficient logistics services for shippers and integrated logistics solutions. Coupled with its unique free port status, efficient customs processes, sound laws and abundant human resources, Hong Kong's port will also have world-class competitive strengths and advantages.
In the face of the strong rise of the port of Guangzhou, Shenzhen must cooperate with Hong Kong, through the implementation of the "Outline of the Plan for the Reform and Development of the Pearl River Delta" to *** with the construction of international shipping center and logistics center. The recent hotly debated Shenzhen Qianhai area of Shenzhen-Hong Kong cooperation and development model is a favorable to both sides, **** win attempt. If successful, the combined forces of the ports of Shenzhen and Hong Kong will become the most important and competitive port group in the world.
Because each has core competitiveness that is difficult to replace, the ports of Hong Kong, Shenzhen and Guangzhou have their own space for development, and it is difficult to replace each other in the short term. Therefore, in the post-financial crisis era, the ports of Hong Kong, Shenzhen and Guangzhou should be staggered in accordance with their respective competitive advantages and characteristics, and in the long term, they should achieve a *** win-win situation to achieve the maximization of benefits through cooperation, which will be more beneficial to the sustainable development of the ports of the three places.
Source: /thread-55040-1-1.html
Hope to help you ~ hope to adopt Oh ~ thank you ~