Bohai Rim region is located on the northern coast of China, and has the largest inland sea in China-Bohai Sea. Liaodong Peninsula, Shandong Peninsula and North China Plain are surrounded by 77,000 square kilometers of Bohai Sea. There are more than 40 harbors and more than 20 cities along the 5700 km coastline, which accounts for nearly one third of the country. On the C-shaped coastline, large, medium and small ports are densely distributed, forming a unique modern port group. The economic hinterland of ports around Bohai Sea covers almost half of China, and it is an important seaport in parts of Northeast China, North China, Northwest China and East China. In recent years, the port container transportation in this area has developed rapidly, showing the competitive situation of Dalian, Tianjin and Qingdao.
First, the analysis of the present situation of container ports around Bohai Sea
There are 12 ports around Bohai Sea, namely Dalian, Yingkou, Jinzhou and Dandong in Liaoning Province. Qingdao, Yantai, Weihai, Rizhao and Longkou in Shandong Province; There are Qinhuangdao, Jingtang Port and Tianjin Port in Hebei Province. In recent two years, the container throughput of ports: 1999, the container throughput of ports around Bohai Sea totaled 3.89 million TEUs, accounting for 25% of the national container throughput, of which the container throughput of four ports in Liaoning Province totaled 854,000 TEUs, accounting for 22%, and that of five ports in Shandong Province totaled1710.7 million TEUs, accounting for 44%. The above container ports can be basically divided into two levels: one is the large container ports in China, namely Dalian, Qingdao and Tianjin; One is small and medium-sized container ports, namely Yantai, Yingkou and other nine ports. Judging from the development speed of port container transportation, except Yingkou Port, the container throughput has decreased compared with the previous year, and the other ten ports have maintained a high growth rate. From the perspective of development prospects, container transportation in ports around Bohai Sea has great potential and broad prospects.
Secondly, the competitive situation analysis of container ports around Bohai Sea.
The competition of container transportation in ports around Bohai Sea is mainly reflected in Dalian, Tianjin and Qingdao. The following are the software and hardware conditions of container transportation in three ports and their competitive situation analysis:
1. Put forward the slogan of building a northern container hub port.
It can be clearly said that the scale of container transportation is the main index to judge whether a port city has the status of shipping center, and the container throughput of a port is the main index to measure whether a port is a hub port. At present, the municipal governments of Dalian, Tianjin and Qingdao have clearly proposed to build the northern shipping center of China in their future development plans. However, according to the development experience at home and abroad, it is impossible to have three regional shipping centers in northern China at the same time, so competition is objective and inevitable.
2. Software and hardware comparison of three container ports.
(1) Comparison between natural conditions and wharf infrastructure
Dalian Port is located at the southern tip of Liaodong Peninsula, the center of economic factors in Northeast Asia, and the gateway to other countries in Northeast China. The natural conditions of the port are superior, and the traffic between the port and the hinterland is developed, which is easy to gather and alienate. Railways, highways and oil pipelines are directly connected with ports. Dalian Port takes Northeast Economic Zone as its direct hinterland, including three northeastern provinces and eastern Inner Mongolia. The hinterland is vast, rich in resources and developed in transportation. The regional population, land area and GDP account for 95%, 12.9% and 12% respectively. Dalian Port takes the development of container transportation as a key task, and proposes to speed up the development of container joint venture terminals, continue to build large container terminals, build a logistics network system in the hinterland at home and abroad, develop a "door-to-door" multimodal transport system for continental bridge transportation, and open more international trunk flights. At present, the total length of the coastline of Dalian Port Container Terminal is113m, and there are four special berths for containers with a water depth of-12- 14m. There are 9 shore cranes and 25 yard cranes, which can meet the operation requirements of the fifth and sixth generation containers, with throughput. 1999 The newly established Dalian Dagang Zhonghai Container Terminal Co., Ltd. (DDCT CS, engaged in domestic transportation) has three berths, with a total coastline of 500m, two quayside bridges and two yard bridges, with an annual throughput of 200,000 TEU. The total number of monthly flights between the two companies exceeds 160, including 4 trunk lines. It is worth mentioning that Dalian Port Container Terminal Co., Ltd. won the "Digging Container Terminal" award in the first shipping industry appraisal held by Asian Shipping. This is the third time that Dalian Port has won the Excellent Shipping Industry Award after winning the "Best Container Terminal in Asia" and "Best Container Port in Operation Efficiency", which proves that Dalian Port has the strength comparable to Qingdao and Tianjin in container transportation hardware.
As the largest artificial port in China, Tianjin Port has developed into an important international trade port in China. Since 1990s, with the rapid growth of container and bulk cargo handling capacity in Tianjin Port, the number of ships entering the port is increasing. In order to adapt to the development of the situation and strengthen the position of container hub port, Tianjin Port has started large-scale waterway regulation, main waterway deepening project and waterway widening project since 1996 with the approval of Tianjin Municipal Government. By April 1998, the main channel of Tianjin Port had reached -65438. The hinterland of Tianjin Port is very vast, with a total area of 2 million square kilometers and sufficient supply. And there is a continental bridge connecting Erlian, Alashankou and Manzhouli ports. Tianjin Port * * * has two container terminal companies (TCT and Dongfang Hailu Container Terminal Company), with 8 berths, a total coastline of 2,446 meters, 0/4 quayside bridges and 30 yard bridges, with an annual throughput of1.8000 t2u. There are 828 outlets for refrigerated containers, and the number of flights per month is about 190, including 8 trunk lines. Compared with Dalian Port, Tianjin Port has the advantages of developed hinterland economy and more trunk liners. The disadvantage is that the water depth and width of the waterway are not enough, and it needs to be dredged continuously, which increases the operating cost of the port. The development goal of Tianjin Port containers is to reach 6.5438+500,000 TEUs in 2000 and 5.6 million TEUs in 2065.438+00.
Compared with the above two ports, Qingdao Port has the fastest development of container transportation in recent years. International and global container routes have been opened to coastal ports in the western United States, Europe, the Persian Gulf and the Mediterranean Sea, making it the port with the largest number of container liner routes in the Bohai Rim region. The economic hinterland of Qingdao Port includes Shandong, southern Hebei and parts of Shanxi Province. There are highway passages in Jiaozhou Bay, Qing Ji and Yanqing, and container railway trains have been opened in the central and western regions. Qingdao Port Container Terminal Co., Ltd. is a container terminal company that has passed IxDo02 standard. It has five first-class deep-water container berths, with a total coastline of 1 189 meters, a quay bridge of 1D, 23 yard cranes, and an annual throughput of 1 10,000 tons of Ul refrigerator sockets of 65,438+. The advantage of Qingdao Port is its vast hinterland and many trunk flights, with the total number of flights exceeding Dalian Port and Tianjin Port. The disadvantage is that the economic hinterland intersects with Shanghai.
(2) Comparison of trunk flights.
The number of trunk ships directly affects the port's transit function and the delivery speed of export goods: 1998, there are only two trunk ships in Dalian Port: one is the American western line opened by COSCO, and the other is the European line that CM enters and exits. 5 199g two new trunk lines were launched; One is the China Shipping Europe Line and the other is the Middle East Line; There are 8 trunk liners in Tianjin Port: there are no three lines between the United States and the West, and between the United States and the Persian Gulf; At present, the Qingdao Port trunk liner 14 on the Middle East Line is jointly operated by Waiyuan and Hanjin, with one CM 8, one in the Mediterranean Sea and one in China Shipping, and one in Wanhai, among which four are COSCO (American-Western, European, Persian Gulf and Australian routes), and Sinotrans has opened European routes with Hanjin, CMA, Mediterranean, Major League, China Shipping, New World Alliance and Major League.
It can be seen that the gap in the number of container trunk liners among the three ports is gradually narrowing.
(3) Comparison of soft environment.
In the process of port informatization, Qingdao Port took the lead in realizing EDI transmission of international container transport documents. Tianjin Port has set up an active DI center, which has taken a big step in the process of port informatization. Dalian Port is also actively improving the port information network.
3. Consequences of container port competition
The excess throughput of container ports is the fundamental reason for its competition. The focus of container port competition in Bohai Rim region is to compete for hinterland and container supply, which is embodied in: scrambling to open international trunk liners, expanding dock berths, equipment and port facilities in advance. Take various measures to attract more shippers and shipping companies, attract goods by reducing port fees, and some even compete for goods by reducing rabbit fees or kickbacks, such as reducing port management fees and port storage fees, exempting transit box storage fees, and giving 5%-20% preferential treatment to shipping companies with annual capacity exceeding 50,000 TEU.
In the long run, the continuous competition of container ports around Bohai Sea will have a negative impact on the individual development of ports and the overall development of container ports around Bohai Sea, resulting in low utilization rate of container terminals and insufficient utilization of equipment, resulting in a huge waste of social resources and shoreline resources. At present, all container ports are developing independently, but the competitiveness of ports is limited after all. Compared with the container hub ports in neighboring countries, it will cause insufficient international competitiveness, and everyone will become a branch port and terminal port of foreign or overseas container ports. Therefore, ports should form some form of voluntary alliance, cooperate with each other, avoid killing each other and seek common development. Seeking cooperation between ports is not to completely avoid competition. All ports should tap the binding potential and carry out 3f competition in loading and unloading efficiency, service quality, personnel and simple procedures. However, the port handling fee should adopt a unified standard. In view of this, it is suggested that the coordination committee of container port yellow standard rate should be established as soon as possible in Bohai Rim region to coordinate and manage the container ports in this region, so as to facilitate the healthy development of all ports.
Third, the development trend analysis of container ports around Bohai Sea
Dalian, Tianjin and Qingdao all have their own vast economic hinterland. It may become a container hub port in the north of China, and in the long run, it is easy to replace each other.
There is still a certain gap between the container ports around Bohai Sea and the major international hub ports, but after a period of development, they may all become regional hub ports. From the perspective of the three ports, the development of Qingdao Port in recent years is particularly eye-catching, and the increase of its flight density and cherry coverage will put it in a favorable position when competing with Tianjin Port for the same limited container supply. Judging from the current development trend, Qingdao Port is most likely to take the lead.
In the future development, Dalian Port will be the biggest competitor of Qingdao Port. Compared with other ports, Dalian Port has obvious geographical advantages and superior port conditions. However, due to the late development of container business and the booming economic structure in the hinterland, it cannot pose a threat to Qingdao Port in a short time. Limited by natural water depth, Tianjin Port will gradually lag behind Dalian Port and Qingdao Port.
With the rapid economic growth of China, the ports around Bohai Sea will present a broader development prospect and play an important role in promoting the prosperity of the international market. The national authorities should further study the trend of container ports around Bohai Sea, strengthen macro-control from the aspects of route layout, inter-port relations, joint venture and cooperation, and actively guide the healthy and orderly development of the three major container ports in the north.