Why is the port industry suffering from "ice and fire"?

Shipping companies suspended a large number of ships to control their transport capacity, the trans Pacific freight rate soared, and the cargo owners were suffering. This series of twists and turns has been staged in the shipping market for several months, and finally it seems to come to an end under the intervention of governments. However, port enterprises can't just "watch the fire from the other side". No, the butterfly effect brought by the suspension of shipping companies has spread to the port. As a grasshopper on the same ship, the days of port enterprises are also "ice and fire".

According to deluli data, during the epidemic period, the capacity management of super large ships of container shipping companies is affecting berths and small ports with limited draught.

Marcura group consultants, a shipping digital solutions company, said the shipping companies have consolidated their networks by making the most of the larger vessels possible, but the massive suspension and jumping of ports have had an impact on port and terminal operators. The number of ships at the ports of call decreases, but the number of boxes to be handled by each ship increases, which means that the ports with deeper draught, higher productivity, and conditions to accept and unload super large container ships will be in a more advantageous position in the competition, and the terminal operators with limited berth capacity and draught will be more and more marginalized. However, ports with superior geographical location but limited by water depth can only do their best to dredge and even go to the open sea to "borrow land to build ports". Nowadays, the tide of large-scale ships and the changes of route layout brought by the epidemic are rapidly changing the whole industry. The feeder ports, which are "congenitally deficient" in water depth and location conditions, can only "suffer losses"?

As a matter of fact, the higher concentration of the ports where the routes are attached also brings pressure on the transshipment of large hub ports. The more goods there are in the port, the wider the hinterland to digest the goods. Shanghai port, Ningbo Zhoushan port and Yantian port, the "overlord of South China", vied to expand their influence in the Yangtze River port; Overseas, DP World has also extended its reach to make multi-point layout in Asia's feeder ports. For branch ports, it is a wise choice to strengthen cooperation with large ports, actively undertake transshipment services of hub ports, and firmly hold the "thigh" of large ports.

If we want to save the country by the curve, multimodal transport is a good way. For the goods with strong regional directivity, the "last kilometer" from some feeder ports to cargo owners is much shorter than that from hub ports. Regional ports can be good "landlords", deeply cultivate multimodal transport services in their own regions, and make a breakthrough in the whole process logistics.

Of course, the port should also increase investment in intelligence, accelerate the upgrading of port machinery and equipment, and strive to keep up with the ever-changing demand for large-scale loading and unloading of ships. Sticking to the established rules will only be further and further abandoned by the times. With "diamond", it will be better to "take the porcelain life".

No matter whether the prediction of the future of the port and shipping industry is positive or pessimistic, what remains unchanged is the change itself. Under the influence of epidemic situation, economic recession, globalization, shipping alliance and other multiple factors, no matter hub port or branch port, what port enterprises must do is to find the correct position and keep moving forward in the rapidly changing environment.  报错 笔记