Bao Feiyang said: "In an article, the Secretary-General gave a very insightful summary of the development history and characteristics of Pujiang Port. The article proposed that Pujiang Port is a hinterland port and can be connected to the hinterland through roads, railways and Tianjiang. This is the biggest advantage of Pujiang Port. So, has the Secretary-General ever thought that while maintaining the advantages of Pujiang Port, it is possible to become a transshipment port?"

"There is still a big difference between the transshipment port and the hinterland port!"

Guo Liguo smiled and said, "I know that Huixun District once proposed a plan to block sand at Xunchao Port in Tianjiangkou, build long embankments overseas, promote tourism construction land, build ports in the sea, and expand artificial islands in the Dajishan Sea. This plan is indeed very grand, but the construction cost is too high, and it is relatively affected by the offshore storm. In addition, it is nearly 100 kilometers away from the current Gaoqiao Port Area. In addition, the difference between offshore and inland transportation, the artificial island yard area is limited, which makes it more difficult to transfer. Compared to directly in Gaoqiao, the cost of transfer in Chunshan Port Area is higher. Therefore, from a realistic perspective, Xunchao plan is not expensive. The funds for building land and building artificial islands are used to dredge the Tianjiang Channel, which can also allow the Tianjiang Channel to have the conditions for a deep water channel of more than ten meters..."

The coastline conditions of Huixun District are even worse than those of Chundong New District. The coastline is affected by silt and sand alluvials, and there is a lack of good deep-water shoreline and deep-water channel, and there is no condition for building a deep-water port.

Bao Feiyang nodded. Huixun District has the largest fishing port in Pujiang, but it does lack deep water shoreline and cannot build a deep water port, so he considered using offshore islands to build a deep water port.

Guo Liguo said: "Pujiang Port Company has a plan to make the Tianjiangkou channel reach the -8.5-meter deep water channel requirement in 2000, the -10-meter requirement in 2003, and the -12.5-meter water depth requirement in 2005, which can meet the fourth-generation container ships entering and leaving Gaoqiao, Chunshan Port Area, and the sixth-generation container ships can also enter and exit the port area by tide all the time. By 2010, it will be feasible to dredge the Tianjiangkou channel to -15-meter water depth in about ten years. By then, the need for super-large container ships entering and leaving the whole time is fully met. Compared with the Xunchao plan, this plan is more economical, more mature, and faster to take effect, and should be the best."

Guo Liguo said: "Let's talk about the issue of international transit ports you just mentioned. The offshore deep-water port plan is for the purpose of building an international transit port. After all, the offshore port is closer to international routes and more convenient to transfer. However, there are great differences between Pujiang Port and Busan, Kobe and Xincheng Port. What type of international shipping center should a port become depends mainly on geographical location and economic hinterland. The existing international shipping centers such as Busan, Kobe, Xincheng Port and Kaohsiung within the Asia-Pacific shipping framework are mostly distributed on islands around the East Asian continent and close to the main routes of international shipping. Among them, Busan and Kobe are located on the trans-Pacific route, Xincheng Port and Kaohsiung are located on the routes between East Asia and the Middle East and Europe. Compared with this, Pujiang Port has no advantage."

"The reality is the same. There are very few containers and cargoes transferred through Pujiang Port. For a country like China with a vast territory and hinterland, because its import and export trade transportation is quite huge, in the process of developing an international shipping center, it is necessary to pay special attention to the import and export services of its own country. Therefore, whether in terms of geographical location or hinterland economic development, the primary task of Pujiang Port is to serve the import and export of my country's cargo, it is born to be a hinterland port, not a transshipment port!"

Bao Feiyang smiled. Guo Liguo's analysis made some sense. Compared with Busan, Kobe and Xinchenggang, Pujiang City has no advantage in terms of routes. Pujiang Port's throughput is mainly achieved by the hinterland, which includes not only the import and export of Pujiang City's own goods, but also the entire Tianjiang River Basin and Tianjiang Delta region.

However, international transshipment ports like Xincheng Port have different models from Pujiang Port.

The development trend of modern shipping and ocean freighters is that the tonnage is getting bigger and bigger. After all, giant freighters can load more cargo. Even if the increased construction cost and transportation cost are calculated, the transportation cost per unit of cargo can be reduced a lot.

Among ocean freighters, 10,000-ton cargo ships are already considered small tonnage, with more and more large freighters above 100,000 tons, and freighters above 200,000 tons are not uncommon. The load capacity of the fifth-generation container ship has exceeded 4,000 TEU, and the latest sixth-generation container ship can reach a maximum of 8,000 TEU, and will soon enter the era of 10,000 TEU.

A container ship carries thousands of containers of cargo. In addition to bulk cargo such as oil, natural gas, iron ore, most giant cargo ships carry cargoes with multiple cargo owners, and their final destinations are also different.

However, for giant freighters, their destinations are generally large ports, such as goods transported to China. In the south, goods often dock in Xingang, Yangchenggang, and in the east and Tianjiang river basins, most of them dock in Pujiang Port, and in the north, most of them go to Qindao Port, Lianchenggang, and Jinchenggang, and then transfer at the port.

Strictly speaking, every port is a transshipment port, and the same is true for Pujiang Port. A large amount of goods are transported from all over the world to Pujiang Port, and then transferred to all parts of the country through roads, railways, Tianjiang, and even offshore cargo ships.

However, Pujiang Port, Xincheng Port, and Busan Port, are not very similar.

Generally speaking, if a cargo ship departs from Hamburg Port, Germany, if its destination is Pujiang Port, it is difficult to have so many cargoes from Hamburg to Pujiang at once.

Generally speaking, there are two ways to deal with it. One is that a large number of cargoes to Pujiang in the surrounding area are concentrated in Hamburg and then loaded from Hamburg together. Another method is that the giant cargo ship departing from Hamburg can load the destination of East Asia, but may be divided into cargoes from many different countries, and then arrive at the distribution center of Xinchenggang, and then combine the goods to different countries.

Generally speaking, the first method does not guarantee that large cargo ships are fully loaded with cargo to the same destination port, but cargo ships from Europe, Africa and the Middle East to Asia must pass through the Strait of Malacca, and Xincheng Port in the Strait of Malacca is enough to make up for cargo to different destination ports.

A large number of cargo ships from Europe, Africa, and the Middle East to Asia. The cargo on these cargo ships may be from Pujiang Port in Huaxia or from Busan Port in South Korea. One cargo ship may have cargo from multiple different countries. When they arrive at Xincheng Port, they will gather cargo from different countries and transfer them to different ships, load them on one cargo ship at Pujiang Port, and load them on another ship in Busan.

In this way, cargo ships departing from Hamburg Port can be loaded so there are more opportunities for full load of goods to Southeast Asia and East Asia. After arriving at Xincheng Port, they can transfer the goods on the ship to cargo ships to different countries. The cargo ships departing from Hamburg Port can gather all the goods to a certain Asian country or return to Europe. If they go to an Asian port, after unloading the goods, they can load goods through the Strait of Malacca at the port, to Europe, Africa, the Middle East, and South Asia, and then continue to transfer in Malacca...

This method of transport can fully utilize the capacity of giant freighters, avoiding empty loads, wasting capacity, and no need to run away.

It is precisely because of its unique geographical location and the unique Strait of Malacca that Xincheng Port has developed into a world-class shipping center and the world's largest transshipment port.

Compared with Xincheng Port, Pujiang City does not have such geographical advantages. Nowadays, most of the freighters from Europe, Africa and the Middle East to East Asia are transferred from Xincheng Port, and the freighters from Pujiang to other countries are very small.

Bao Feiyang smiled and said, "Secretary-General, can I understand this way? To a certain extent, the hinterland port is actually a transshipment port, but the destination of the transshipment is the hinterland area; the transshipment port can also be regarded as a hinterland port, but the hinterland covers a relatively large range..."

"If the hinterland of Pujiang Port is Huaxia, then the hinterland of Xincheng Port is Southeast Asia and East Asia..."

Guo Liguo nodded: "You can understand this way. The reason why Xinchenggang can use East Asia and Southeast Asia as their hinterland is because they have the geographical advantage of the Strait of Malacca. For Pujiang Port, it is also because it is located at the mouth of Tianjiang and is in the middle section of north and south China, so that China can become the hinterland..."

Bao Feiyang said: "To put it bluntly, is it because the hinterland they have is large enough. The most important point is that there are enough cargo and enough cargo ships in Xincheng Port."

"Compared with Xincheng Port, Pujiang Port also has an advantage, that is, the hinterland economy is strong, and the Pujiang River is close to Southeast Asia to Northeast Asia, which makes Pujiang Port also possible to become an international transshipment port."

"If China's economy can be as strong as the United States and there is enough cargo entering and leaving the port of Pujiang Port, then ocean freighters do not need to be transited at Xincheng Port, and the cost of direct transportation to Pujiang Port will definitely be lower."

Bao Feiyang said: "After all, it is also costly to transport goods in Xincheng Port. After these goods arrive at Pujiang Port, they have to be transported to the hinterland again. Of course, the cost of transporting directly to Pujiang Port is even lower!"

"In addition, freighters are transiting at Xincheng Port. It is not economical if they use small boats. If they use large boats, they must be transferred again. If they are transiting at Pujiang Port, the large boats can be transported directly to Pujiang Port and then directly transported by small boats. It is much more economical..."
Chapter completed!