National events

Shanghai Yangshan VS Zhejiang Beilun, whether it is a regional economy or an integrated economy, the battle for the first port in China in the Yangtze River Delta has become a fact. On November 2, 2019, the International Shipping (China) Annual Conference was held in Shanghai. More than ten domestic and foreign shipping giants such as Maersk, Hutchison Whampoa and COSCO gathered at the conference to pay attention to the upcoming Shanghai Yangshan Deepwater Port. port.

In early November, Yangshan Port conducted a series of final security and fire prevention drills. Shanghai Port Group has also adjusted all European routes from Waigaoqiao to Yangshan Port.

At this time, just dozens of nautical miles away, Ningbo Port, which currently ranks second in the country in terms of throughput, is also proceeding with the expansion of Beilun Port Area in an orderly manner. The Hangzhou Bay Bridge between Cixi and Jiaxing City is also under intense construction. The top two ports in the country in terms of throughput are engaged in a coastline competition to become the super ports of China and the world.

Beilun is advantageous at the right time and place

The right time and place are most needed to build a port. In this aspect, Zhejiang Beilun Port obviously has more advantages than Shanghai Yangshan Port built on Xiaoyangshan Island. . Residents near Luchao Port in Shanghai told reporters that they are affected by typhoons for a long time every year. A staff member from the Yangshan Office of the Shanghai Port Authority also said that every year Yangshan Port will be unable to operate for more than ten days due to typhoons. Because Ningbo Beilun Port Area is surrounded by Zhoushan Islands, it will be much less affected by typhoons.

Jiang Tao, deputy general manager of Ningbo Port Beilun Second Container Co., Ltd., said that the maximum operating time of Yangshan Port is only about 280 days per year, which is much less than that of Beilun Port. And for scheduled container flights, the flight delay rate is a factor that must be considered. In addition, the draft of Beilun Port is also deeper than that of Yangshan Port. Although Yangshan Port is a deep-water port, its draft is only 15 meters, while Beilun Port has a draft of 17 meters.

The first phase of Yangshan Port Terminal is built on Xiaoyangshan Island in the Shengsi Islands. Transportation with Shanghai is achieved through the 32.5-kilometer-long East China Sea Bridge. The cost of the five deep-water berths of the first phase of the Yangshan Island project alone plus the East China Sea Bridge exceeds 14.2 billion yuan, while the budget cost of the entire Yangshan Port project is said to exceed 100 billion yuan. In comparison, Beilun Port is built on land, and its construction cost is much less than that of Yangshan Port.

In the competition between the two major ports, Zhoushan’s position is the most mysterious. Both Yangshan Port and Beilun Port must "borrow islands" from Zhoushan. Xiaoyangshan Island, where the first phase of the Yangshan Port terminal is located, is itself located in the Shengsi Islands of Zhoushan City. Zhejiang Province is also planning to create a unified brand of "Ningbo Zhoushan Port". At this stage, it is developing Jintang Island and Jintang Island with relatively rich coastline resources. Liuheng Island.

At present, the state has approved the establishment of Yangshan Port Area. The port administration, navigation administration and port management rights of Yangshan Port are completely owned by Shanghai, and the administration belongs to Zhejiang. Such a division will inevitably cause Yangshan Port to face many "wrangling" problems in its future construction. It is easier to cooperate with Ningbo and Zhoushan in Zhejiang Province. The leader of the Zhejiang Provincial Port and Shipping Bureau revealed: "According to the provincial government's goal, Ningbo Zhoushan Port will become the largest port in the country within three years."

< p>The capital competition is close

According to figures released by the World Maritime Annual Conference, China has become the center of attention of the world's maritime industry in the past two years, accounting for more than 60% of the world's maritime trade growth. Although China still only accounts for 10% of the world's seaborne imports and 5% of the world's seaborne exports, it has a significant impact on the world's shipping industry due to its rapid growth.

Compared with the growth rate of China’s shipping, China’s funding gap for port construction is quite huge. Against this background, foreign investment in terminals has increased year by year, and Yangshan Port Terminal has attracted more than ten international shipping giants to queue up to pay. Recently, the second phase of Shanghai Yangshan Port project finally came to an end. The consortium composed of Hutchison Whampoa, COSCO Group and Maersk received the approval of the Shanghai government and the two parties also initialed an agreement.

Yangshan Port has attracted international giants, and Beilun Port has not fallen behind. According to a report from Merrill Lynch, the first and third phases of Beilun Port are currently fully state-owned; the second phase is a joint venture between Hong Kong’s largest terminal operator and Hutchison Ningbo Port Authority at a ratio of 49%:51%; the fourth phase is owned by Ningbo It is a joint venture between the Port Authority, Mediterranean Shipping Company, Italian Mail Line and Evergreen Taiwan; the fifth phase of Daxie Island Terminal is a joint venture between China Merchants Group, Ningbo Port Group and Daxie Island Development Bureau. Huang Weiping, director of the Container Development Department of Ningbo Port Group Co., Ltd., believes that Ningbo Port is very confident in cooperation with foreign capital, and the introduction of more competitors is a trend in the future development of Ningbo Port.

Shanghai takes the lead in the battle for the hinterland

According to statistics from the Ministry of Transport, the container throughput of Shanghai Port in 2004 was 14.55 million TEUs, and the throughput of Ningbo Port in 2004 was 4 million. standard box. According to the plan, by 2010, the throughput of Shanghai Port will reach 25 million TEUs, that of Ningbo Port will reach 10 million TEUs, and the combined volume of the two will reach 35 million TEUs.

From insufficient transport capacity to overcapacity is a problem that both Shanghai Port and Ningbo Port must face. In the view of Ningbo Port Group, the hinterland is also Shanghai’s greatest advantage. As the leader of the Yangtze River Delta economic region, Shanghai's radiation effect is extremely obvious, and it can even penetrate into central areas such as Wuhan and Changsha through the Yangtze River.

At the beginning of the expansion of Beilun Port, the relevant parties of Ningbo Port had always hoped that Jiangxi and Anhui, which are close to Zhejiang, would become their hinterland, but in the end things backfired.

On June 18, 2004, Shanghai International Port Group and its subsidiary Shanghai Port Container Co., Ltd. each contributed 201.6 million yuan and 168 million yuan in cash to hold the restructured Wugang respectively. The group holds 30% and 25% equity, and ultimately controls Wuhan Port. Before the opening of Yangshan Deepwater Port, Shanghai Port Group had already taken the initiative to develop container sources in the Yangtze River Basin, and stabilizing container sources means stabilizing and enhancing the status of Shanghai Port.

Since SIPG was listed in July 2000, it has achieved rapid development: in 2004, the company’s main business income reached 4.043 billion yuan. In comparison, Ningbo Shipping, a listed company relying on Ningbo Port, It is far less impressive than SIPG in the capital market. Its main business income was only 810 million yuan in 2004.

The opening of Yangshan Port not only caused huge pressure on Ningbo Port, but also affected some ports in South Korea and Japan. The Korean Consulate in Shanghai recently submitted a report analyzing the impact of the completion of Yangshan Port to the Korean government and the Presidential Office. It pointed out that Yangshan Port's sudden exit had an impact on South Korea's plan to use Busan Port to establish a Northeast Asia logistics center. After the completion of the world's largest Yangshan Port, the cargo throughput of Busan Port will be reduced by 30%.

Traffic Competition: Two Bridges Compete

In the long run, the problem faced by Yangshan Port and Beilun Port is overcapacity, but today, the problem they face is still insufficient capacity. . No matter from the perspective of Shanghai Port Group or Ningbo Port Group, competition certainly exists, but cooperation is also the theme that should be included.

Many scholars believe that Ningbo Beilun Port and Shanghai Yangshan Port are, in a sense, a duplication of construction. However, another voice believes that the Yangtze River Delta port dispute triggered by Yangshan Port is a fair competition under market economy conditions. In this competition, both sides unanimously chose the "entry port" as the trump card of PK.

Currently, 60%-70% of the containers handled by the world's top two ports, Singapore Port and Hong Kong Port, are re-exports. However, the main source of goods at Shanghai Port still comes from the inland economic hinterland, and the proportion of re-exports is Less than 3%. Lu Haihu, chairman of Shanghai International Port (Group) Co., Ltd., said: "To build an international shipping center, it is not enough to rely solely on the supply of goods in the hinterland. Shanghai Port needs to increase its transshipment volume in order to fully exert its function as an international hub port."

At present, Yangshan Port Area is the only bonded port in the country, and it will enjoy the tax and foreign exchange management policies related to bonded zones, export processing zones and bonded logistics parks. The Ningbo Free Trade Zone located in Beilun has also received approval from the State Council to achieve zone-port linkage.

In view of the shortage of hinterland resources, Ningbo Port Group has long proposed to change the positioning of the port. Efforts should be made to attract transshipment cargo ships. From the perspective of Ningbo Port, with the continuous development of the port, Ningbo Port will increase the opportunities for transshipment in addition to import and export. Moreover, in order to solve the problem of insufficient hinterland in Ningbo, Zhejiang started building the Hangzhou Bay Bridge in 2003.

Zhejiang’s Hangzhou Bay Bridge will connect Jiaxing and Cixi in the north of Ningbo, reducing the drive from Ningbo to Shanghai by about two hours. At present, the investment in the Hangzhou Bay Bridge has been increased to 10.8 billion. After the completion of the Hangzhou Bay Bridge, the distance from economically developed southern Jiangsu to Shanghai Yangshan Port and Ningbo Beilun Port will be basically the same.

In the view of Ningbo Port Authority, there is no doubt that Shanghai Port is the big brother. But after the completion of the Hangzhou Bay Bridge, for cities in southern Jiangsu like Suzhou, the logistics costs to Yangshan Port and Beilun Port are basically the same. To win the recognition of these urban enterprises, we must make great efforts in service.

The person in charge of the Publicity Department of Ningbo Port Group told reporters: "Zhejiang people have always done more and talked less. We have never said that we want to be the largest port in China. But we also believe that as long as we do our own things If you do it well, everything will come naturally." As the saying goes, people who don't talk about PK are not afraid of PK.

Author: Dangdang717 Reply Date: 2005-12-12 00:03:41

MD, Yangshan Port originally belonged to Zhejiang.

Author: lonelyRun Reply date: 2005-12-12 00:12:03

MD, Shengsi was born in Shanghai 30 years ago

A man who prepared for war and prepared for famine It was moved to Zhejiang and became a border area for young people and poor people

Now that the port has opened, people in Yangshan are happy, but people in Zhejiang seem to have been bullied in Yangshan

Author: Zhutou No. 1 Reply Date ：2005-12-12 0:12:10

Poor Ningbo Port. Shanghai’s actions are all national actions. I haven’t heard the big reports on Dragon TV. Is Shanghai Yangshan Port a national strategy? As for national strategy, Zhejiang is just a blood-draining machine for the country. There will be no national strategy. Therefore, Ningbo Port, which can only be invested mainly by local investment from Zhejiang Province, cannot compete with Shanghai Port, which is prone to large-scale investment. Unless Shanghai Port takes the lead in becoming the number one port in the world, it is still possible for Ningbo Port to become the second in the world and number one in China.

The goal of Yangshan Port is to drive the entire Yangtze River Delta, and then stimulate the construction of the Yangtze River Basin inland. Although it can be done from Ningbo at the beginning, but the rice is cooked in this field, Ningbo should consider how to integrate as soon as possible Well, lest like Zhejiang in the early days, it failed to integrate with Shanghai and suffered a big loss.

It’s not that we take regional interests too seriously, but we think that cities should compete as fairly as possible. Even within the same country, objects that are cultivated blindly without competition may not necessarily produce children on their own. In terms of competitiveness, after all, the ultimate goal is to go abroad and compete with foreigners. As for Shanghai, the financial center that was mentioned all the time in the early days is no longer mentioned much. If the real estate bubble bursts and foreign capital sneaks away, what else will happen? As for the port, I think trouble will come later, but we won’t know it then. For example, as I said before, the Donghai Bridge leading to the deep-water port has only been connected to heavy vehicles for 15 years, and then it was used to connect small vehicles, but then It’s not a place for tourism. What’s the purpose of heavy trucks if the 10-billion-dollar bridge doesn’t carry it? It is said that a bridge will be built later, another one worth tens of billions? There is so much money, and I am really worried that there are more political achievements than practical significance. Moreover, that port area is a small island rented from Zhoushan. The deep water area is not to mention small, and it is not too deep. The original poster said that 15 meters is not clear, but I always remember it is 14 meters. The wind protection conditions are naturally not as circular as those of Ningbo Port. Well protected. Some scholars say that redundant construction is normal, and they are not just starting to discuss it now. However, within the basic framework of the national strategy, it would be a political mistake to say more, so the voice is very quiet now.

I just hope that Shanghai can really have the appearance and ability to lead, and don't take away other people's jobs and fail to lead, and finally bring down the brothers.

Author: Zhutou No. 1 Reply Date: 2005-12-12 0:14:34

Alas, the tens of billions of bridges with a lifespan of one hundred years only lasted for the first fifteen years. Working, the more I think about it, the more baffling I feel.

Author: Zhutou No. 1 Reply Date: 2005-12-12 0:17:24

In fact, most people may not even have seen the planning sample drawings, they will know it at a glance Which port is more suitable for long-term construction? The deep water surface of Ningbo Port is a large area, and Yangshan Port is as small as an earthworm, sandwiched between two islands.

Author: visitor Reply date: 2005-12-12 00:21:31

The article is actually too optimistic, as if Shanghai and Ningbo will definitely become the center if they conquer the other. In fact, There is still a long way to go

The current throughput of both ports is not small, but it is expected that in the future the main sources of goods will come from the hinterland, and the proportion of international re-exports will be very low. In the future, under the trend of the Matthew Effect, it will be possible Shanghai Port, which has soft and hard conditions, is also at a disadvantage in the competition with Busan and Kobe. It is difficult to say who will win in the future.

Author: visitor Reply date: 2005-12-12 00:38:59

The people upstairs actually only know one but not the other

The natural conditions of the port are only a small part of the reason why the port has become a big port. Nowadays, many shipping companies are trending towards larger ships. Many ports with excellent natural conditions have become regional hub ports. The reason why the country chose Yangshan is to take advantage of Shanghai’s advantages in other aspects. The advantage is to compete with Busan and Kobe. If the function of international transshipment is expanded in the future, the three ports of Shanghai, Ningbo and Zhoushan will be integrated into one in the future. Many people only see reports that China’s port throughput is growing rapidly every year. They don’t know that in fact all major ports in mainland China are just regional hub ports, relying on their own hinterland. The international hub port in Northeast Asia is still firmly in Busan. in hand.

If you look at professional shipping articles, you will know that neither Yangshan nor Ningbo currently have enough shipping capacity to meet their own supply of goods. There has been no direct competition for a long time. The biggest direct threat to Yangshan is Busan. Recently I saw several Korean conference articles discussing this issue. What Ningbo should do now is to work with Yangshan to seize the international transshipment hub. The benefits of this are obvious to Zhejiang. If you look at the map, you will know that now because of the Yangshan Port and the Donghai Bridge (in fact, the entire Zhoushan Islands in the plan There are plans to connect Yangshan and Yangshan). Jiaxing, Ningbo, and Shaoxing, the original marginal areas of the Yangtze River Delta, have now become the geographical core areas of the Yangtze River Delta.

Zhejiang people should not give up the watermelon for sesame seeds for their own small abacus, just like the Shanghai-Hangzhou Expressway was blocked and did not build, allowing Suzhou and Kunshan on the other side to develop.

Author: Why do you want me to die? Reply date: 2005-12-12 0:46:25

In addition to relying on the sea to transport goods, Yangshan Port mainly relies on the dual-purpose river and sea " punt".

The second cross-sea bridge can pass railways and construction will start in 2015. It turns out that it was calculated that the current bridge can only carry heavy-duty vehicles for 15 years.

In my opinion, Shanghai’s goal is not only Yangshan, but Shengsi and Qushan, which are deep-water ports with a water depth of 20 meters.

There will definitely be a cross-sea bridge in the future, from Shanghai - Yangshan - Qushan - Zhoushan Island - Ningbo, forming the world's largest port area.

The Koreans themselves predict that the completion of Yangshan Port will reduce Busan’s business by 30%.

As for Kobe, it no longer has the ability to compete with Busan, Yangshan, and Kaohsiung.

Author: Why do you want me to die? Reply date: 2005-12-12 1:00:33

The visitor seems to be an expert. I am very curious about this section "East China Sea Bridge (in fact, the entire Zhoushan Islands has a plan to connect with Yangshan)".

Can you tell us specifically what kind of plan it is?

Author: playhockey Reply date: 2005-12-12 09:18:21

Hong Kong's Paul Hua Dexiang supports the construction of Nantong Yangkou Port with HK$4.6 billion to speed up the construction of Nantong Yangkou Port

< p>2005-07-25 10:21

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Liu Gaoyuan, vice chairman of Southern Net News Baohua Dexiang (0498.HK), said yesterday that the company will invest HK$5.8 billion in mainland port construction in the next three years, of which HK$4.6 billion will be used to develop Yangkou in Nantong, Jiangsu. Port project, and another HK$1.2 billion will be used to acquire inland terminal business in the Yangtze River Basin to coordinate the development of Yangkou Port Area into a logistics center for bulk cargo transshipment.

Construction giants seize port business opportunities

“Optimistic about the huge profits from the port and the huge business opportunities for the development of mainland ports, Baohua Dexiang plans to focus on the port’s infrastructure business in the future and invest in Yangkou Port The development project has allowed Baohua Dexiang to see future development opportunities, which will also help the group expand its market." Yang, the vice chairman of the board of directors of Hong Kong Chuanghua Co., Ltd., a subsidiary of Baohua Dexiang, is specifically responsible for the Yangkou Port project. Yan told reporters.

Yangkou Port is located on the north wing of the Yangtze River Estuary, in the waters of Rudong County, Nantong City, Jiangsu Province. It has the natural conditions to build a deep-water port with a capacity of 100,000 to 200,000 tons. We can rely on Yangkou Port's deep water advantages, convenient collection and distribution conditions, and flexible intermodal transportation system to build various container berths, bulk cargo berths, crude oil import berths, ore transfer berths, and LNG-specific berths. The total investment in the development of this project is approximately RMB 4.6 billion. It is jointly invested by Baohua Dexiang and the local government, of which Baohua Dexiang holds 54% of the equity.

“The peak investment periods for the Yangkou Port development plan were in 2007 and 2008 (end of March) respectively, and the capital expenditures involved were approximately RMB 800 million and RMB 1 billion respectively. This year and next The total investment is about 600 million yuan. Half of the funds invested in Yangshan Port will be raised for project financing in the mainland, and the remaining part will be through different forms, including debt financing by Baohua Dexiang, or through the sale of land within the project company. In order to earn profits, we are currently not negotiating to introduce strategic partners for this project," Liu Gaoyuan said.

It is understood that Baohua Dexiang is the largest multinational construction (market forum) construction group in Hong Kong, with assets of HK$20 billion, mainly engaged in construction and real estate, and has 13 listed companies. . In November 2003, this company obtained the status of an investor in the overall development of Yangkou Port in the form of equity transfer. The company focuses on expanding overseas markets and its business covers the Asia-Pacific region.

The construction of Yangkou Port has entered a substantial stage

“Due to the existence of barrier sand in the Yangtze River Estuary and the rapid sedimentation rate, the ships berthed at the ports along the river in Jiangsu Province can undertake offshore transportation , ocean transportation must be transferred through Shanghai Port and Ningbo Beilun Port, Jiangsu Province's export-oriented economy is severely restricted. Therefore, building Yangkou Port into an international deep-water port is an inevitable choice for Jiangsu's economic internationalization." Academician of the Chinese Academy of Sciences, International Marine Research. Professor Wang Ying, chairman of the committee's "World Silt Coast Research Group" and dean of the School of Geology of Nanjing University, told reporters.

It is understood that there is no seaport on the more than 1,000 kilometers of coastline from Lianyungang to Shanghai Port. This area has become a blank space among China's coastal ports. If Yangkou Port is completed, it will correspond to Ningbo Port on the southern wing of the Yangtze River Delta and the Dayangshan Port and Xiaoyangshan Port under construction, forming a Yangtze River Delta deep-water port group centered on Shanghai. This port group is expected to develop into the largest hub in the East Asian economic circle.

A leader in Nantong City revealed that the port development project of Yangkou Port has been approved by many international companies such as Singapore Golden Eagle Group, France's Delta, Anglo-Dutch Shell, Global Shipping Agency, and American Energy Transportation Group. Large companies and consortiums have paid close attention to the project and come to negotiate and implement a number of large-scale projects.

“The development and construction of Yangkou Port has entered a substantial stage,” said Shan Xiaoming, director of the Jiangsu Yangkou Port Economic Development Zone Management Committee. “External supporting projects have been fully launched, connecting Yangkou Port’s External transportation infrastructure such as roads, railways, and waterways have moved from the planning stage to the preparatory stage before implementation. The Yangkou Port dredging railway, inland waterways, etc. have also begun program design and comparison; the Yangkou Port mainland island. The channel and artificial island projects will start in September this year and January next year respectively. The investment in these two projects is 2.1 billion yuan.

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