The Port of Yantai in Shandong province has become a new growth point for the Belt and Road Initiative

The Port of Yantai in Shandong province has become a new growth point for the Belt and Road Initiative

Since the beginning of this year, The Port of Yantai in Shandong province has completed a total of 52 china-Africa liner shipments.

The number of sino-African liner shipments in The First three quarters of this year increased 74.4% from the same period last year, becoming a new growth point in the Belt and Road Initiative, according to sources from The Port of Yantai in Shandong On Monday.

Recently, the ship “Welli Mission” loaded with 14,000 cubic meters of equipment and materials for Export to Guinea left Yantai port and sailed across the Indian and Atlantic Oceans to the African continent. This is the 239th cargo export liner to Africa from Yantai Port since the operation of “Yantai – Guinea” cargo cargo liner.

It is reported, “WeiLi mission” during the port operations, port and the overseas development of shandong port group, shandong luhai international logistics group close together, fully open the domestic shipping and receiving overseas docking channel, in 1.5 a day and efficient complete 394 pieces of equipment, vehicles and building materials shipment, again to polish china-africa liner – sea express “brand.

According to statistics, Since the beginning of this year, Yantai Port of Shandong province has completed a total of 52 shipments by liner between China and Africa, including 43 shipments to Guinea and 9 shipments to social cargo sources, and its business has reached 18 ports along the coast of West Africa.

Yantai Port in Shandong province is one of the 15 coastal ports under the Belt and Road Initiative. Port power construction logistics channel in recent years, built a guinea from Africa bauxite mine to domestic end users end-to-end logistics chain, and accurate docking guinea local project requirements, using the carrier return shorts for Africa transportation engineering machinery, equipment, materials, etc., positive for the china-africa economic and trade exchange potential energy storage.

Foreign trade export encountered logistics obstruction crack a box is difficult to find more expensive than the goods

Data showed that From January to July, China's foreign trade continued to maintain a momentum of rapid growth. However, the situation of foreign trade enterprises is a little sad. Recently, shipping prices continue to rise, some popular lines container freight has exceeded $20,000 per teU, reflecting the spot market price of Shanghai export container freight index has been new highs. Export container "a box is difficult to obtain", some enterprises even fall into the "box is more expensive than the goods", "there is a single dare not meet, export is not profitable" predicament. Why is it difficult to "ship" by sea? How to rescue foreign trade enterprises? The reporter conducted the investigation in guangdong province, a major foreign trade province.          Large quayside bridge equipment at the front of the wharf keeps lifting and transporting containers, trailers in the yard shuttle back and forth constantly... The busy scene on the ports of Dongguan Port Group is a microcosm of the flourishing export of "Made in Guangdong". According to the statistics of Guangdong Branch of Customs, up to July, Guangdong's foreign trade import and export has been growing for 9 consecutive months; In the first seven months of this year, Guangdong's container exports increased 4.6 times.      However, strong international demand combined with the impact of the COVID-19 epidemic overseas has continued to "obstruct" shipping logistics, with freight rates rising.      "Since the fourth quarter of last year, there has been a shortage of containers and a shortage of space in south China as exports have boomed. In the first half of this year, due to the Suez Canal congestion and other factors, the European and American route hub ports continued to be closed, and the international container shipping market is more obvious." Zhuang Zhiyong, deputy general manager of South China CoSCO Container Shipping Co., LTD. (South China Container Shipping) Dongguan Branch, analyzed that the contradiction between supply and demand is on the one hand due to the epidemic, European and American consumers have increased demand for "Made in Guangdong" furniture, electrical appliances and other products, and cross-border e-commerce sales have surged; On the other hand, the spread of the epidemic has significantly reduced the efficiency of many ports, yards and trailers around the world, resulting in port congestion and impeded container turnover.      The reporter learned from several foreign trade enterprises that the "obstruction" transmitted from overseas and the occasional outbreak of the epidemic in China have caused problems in many ports in the Guangdong-Hong Kong-Macao Greater Bay Area in the past few months, such as cargo pressure, ship jumping port, difficult to pick up and return containers, and small and medium-sized enterprises are suffering from "shipping difficulties" and high costs.      Most affected are processing trade companies, which rely heavily on seaborne exports. "A headache! Orders received by the overseas headquarters keep coming, 1/3 of our printers and copiers can not be shipped out, and we have accumulated more than 100 containers in the past two months." Yuan Xiji, head of customs affairs of Kyocera Office Equipment Technology (Dongguan) Co., LTD., told reporters that because the dock yards in Yantian and Shekou of Shenzhen have long been filled with containers, there are also long queues outside the dock. It used to take only a week for goods to leave the factory and ship, but now it takes nearly a month. After arriving at European and American ports, customers used to wait three or four days to pick up goods. Now they have to wait weeks.      Facing the backlog of goods, the dilemma of processing trade enterprises lies in that they can only produce according to the order when they receive orders from overseas headquarters. "If we are marketing ourselves, we can temporarily stop or reduce production, but we have to do it when we receive orders. We can't stop." To cope, Mr. Yuan said, the company had to choose the more expensive China-Europe freight train, which is also difficult to book and can only handle one-tenth of the original sea freight volume. For a few urgent customer needs, expensive air freight has to be used instead. "Shipping costs are the customer's burden, but it will eventually affect sales."      Electrical and mechanical products account for nearly 70 percent of Guangdong's exports, and manufacturers' overseas orders are booming, but their profits are being eroded by high freight costs. "The cost of shipping logistics has soared." Liu Qizhen, a customs manager at Dongguan Chuang Electromechanical Products co., said 70% of the company's exported power tools go to the U.S. and orders rose 30% in the first half. However, due to the lack of containers, only 80% of the products can enter the dock now. Those who cannot enter the dock have to spend one or two million yuan to rent a warehouse to wait for the containers every month. When goods go to Yantian Wharf in Shenzhen, the cost of land transportation has increased by 30% or 40%. Shipping has risen even more. A 40-foot container shipped to the United States used to cost just over $2,000, but now it costs more than $10,000. We bear the bulk of the freight, fortunately, the product added value is high, not to "more expensive than the goods" situation.      Small and medium-sized companies are feeling the chill of life and death. Shipping industry insiders told reporters that in the "one cabin is hard to find" environment, large enterprises have resources from shipping companies to get relatively more space, there are funds to withstand the rise in freight rates, and small and medium-sized enterprises often give shipping agents, or can not get space, or have to bear higher freight rates. South China Transport recently survey small and medium-sized enterprises found that some enterprises because of the backlog of warehouses, delivery delays, funds can not be withdrawn, has faced the risk of production.      In order to alleviate the difficulties of enterprises, guangdong customs, port, shipping and other departments and enterprises have worked together since this year to take precise measures against the blocking points in all links of the whole maritime transportation chain, flexibly innovate models, open up green channels, and try their best to ease the adverse impact of the international maritime logistics difficulties on enterprises' export.      Overstocking is an imminent problem for foreign trade enterprises, so the Customs department launched the "factory warehouse" business for processing trade enterprises.      "In recent years, the phenomenon of 'bursting' and 'dumping' of shipping exports has occurred from time to time, and the waiting time has been significantly prolonged, while the inventory capacity of enterprises is limited, and many processing trade enterprises can not meet the demand of the original customs records. At this time, they can apply for 'factory external warehouses', adding external warehouses to store goods. As long as the application is submitted online, the customs will immediately approve it." Huangpu Customs belongs to dongguan Customs comprehensive business three section chief Yue Xinyan said. "Thanks to dongguan Customs, kyocera set up several off-factory warehouses for us, storing more than 100 teUs of goods, which greatly relieved the inventory pressure." Yuan Xiji told reporters.      The difficulty in booking cargo space for exports is the biggest headache. Ports and customs departments have joined hands to support the "sea-going" chartering of cargo vessels in the Greater Bay Area.      Recently, Dongguan port officially opened a charter route between Europe and America, opening the channel for dongguan foreign trade enterprises to fly directly to Europe and America. "With the support of Shatin Customs under Huangpu Customs, we have introduced charter routes to Europe and America, which can deliver nearly 10,000 TEUs of goods every month." Dongguan Port group related business director Sun Cheng introduced. Compared with the enterprise feeding the goods to the surrounding hub ports through Dongguan port, the European and American charter routes can save us $3000 / box of shipping costs, and alleviate the shortage of shipping space. "Shatian Customs provides round-the-clock customs clearance service for us, and deals with ship customs clearance, health quarantine and other procedures in the first time, saving nearly a week and 1,500 DOLLARS per container." Guangzhou city shipping agent company dongguan branch manager Zeng Junhai said.      Port congestion, but also export enterprises into the trailer to carry cabinets difficult, land freight soaring predicament. Since June, Dongguan Port, Nansha Port of Guangzhou, Shekou Port of Shenzhen and Yantian Port have jointly launched the barge express service. Barges are used to replace the original trailer to pick up and return containers, so as to reduce logistics costs and ensure that containers can catch up with larger ships. At present, the service has effectively guaranteed the normal operation of the supply chain of Huawei, TCL, VTECH and many other foreign trade enterprises.      For smes in urgent need of timely help, CoSCO shipping Group and its subordinate South China Container Shipping Co., Ltd. play the role of central enterprises and take precise measures for small and medium-sized customer groups. "The company has developed a space supply scheme for international container lines, making plans in advance for small and medium-sized customers and locking space. We have successively launched 'us line small and medium customer service line', 'Europe line small and medium customer special class', 'Australia and New Zealand quality Express special class' and other 'one-stop' trailer and shipping services, and created a new small and medium customer e-commerce special line. Zhuang Zhiyong introduced.      It is still difficult to predict when international shipping will return to normal, and foreign trade enterprises are still struggling to find good solutions to the challenges.      In this regard, South China Container Shipping suggested that enterprises should strengthen the overall planning of production and logistics, pay attention to the real-time dynamics of the maritime market, adjust the production rhythm according to the shipping space situation, and reduce the inventory backlog as much as possible. At the same time, keep close communication with shipping company, timely solve the problems encountered in shipping.      Industry insiders suggested that traditional foreign trade enterprises should timely consider making new plans for future development, as shipping cost pressure will not be eased in the short term. For example, a considerable part of the sea transportation belongs to processing enterprises, no pricing power, logistics power, can not control the production and delivery cycle. At present, traditional offline supply chain logistics is relatively depressed. If we can try to create our own brand and set up shop on Amazon and other cross-border e-commerce platforms, we can control supply chain logistics more flexibly.      Foreign trade enterprises with independent brands and channels show obvious advantages compared with traditional processing trade enterprises. It has a number of its own brands, a small number of OEM dongguan chuangji felt deeply. "OEM for overseas brands can only get a little processing fee, under the pressure of cost, can only manage to maintain production, after all, a loss of 1 yuan is better than a loss of 10 yuan. But private label has more profit margin, make some money, at least not lose money." Liu said.      Since the outbreak of the epidemic last year, more and more foreign trade enterprises have actively tried to transform. With their efforts to enhance independent development capacity and expand living space, Guangdong's foreign trade risk resistance and resilience are gradually improving. In 2020, general trade accounted for more than half of guangdong's total import and export value for the first time, occupying the dominant position; Processing trade fell to 28.2 per cent. In the first seven months of this year, Guangdong's general trade has accounted for 52.5% of its total import and export value, further optimizing its foreign trade structure.      Industry experts believe that the current vigorous development of new forms of foreign trade represented by cross-border e-commerce provides new opportunities for foreign trade enterprises. The majority of foreign trade enterprises should seize the opportunity, practice "internal skills", through actively expanding brand and sales channels, enhancing research and development ability, enhance the level of automation and other measures, reduce costs, improve the added value of products, enhance the ability to withstand the international market storm.

Data showed that From January to July, China’s foreign trade continued to maintain a momentum of rapid growth. However, the situation of foreign trade enterprises is a little sad. Recently, shipping prices continue to rise, some popular lines container freight has exceeded $20,000 per teU, reflecting the spot market price of Shanghai export container freight index has been new highs. Export container “a box is difficult to obtain”, some enterprises even fall into the “box is more expensive than the goods”, “there is a single dare not meet, export is not profitable” predicament. Why is it difficult to “ship” by sea? How to rescue foreign trade enterprises? The reporter conducted the investigation in guangdong province, a major foreign trade province.

Large quayside bridge equipment at the front of the wharf keeps lifting and transporting containers, trailers in the yard shuttle back and forth constantly… The busy scene on the ports of Dongguan Port Group is a microcosm of the flourishing export of “Made in Guangdong”. According to the statistics of Guangdong Branch of Customs, up to July, Guangdong’s foreign trade import and export has been growing for 9 consecutive months; In the first seven months of this year, Guangdong’s container exports increased 4.6 times.

However, strong international demand combined with the impact of the COVID-19 epidemic overseas has continued to “obstruct” shipping logistics, with freight rates rising.

“Since the fourth quarter of last year, there has been a shortage of containers and a shortage of space in south China as exports have boomed. In the first half of this year, due to the Suez Canal congestion and other factors, the European and American route hub ports continued to be closed, and the international container shipping market is more obvious.” Zhuang Zhiyong, deputy general manager of South China CoSCO Container Shipping Co., LTD. (South China Container Shipping) Dongguan Branch, analyzed that the contradiction between supply and demand is on the one hand due to the epidemic, European and American consumers have increased demand for “Made in Guangdong” furniture, electrical appliances and other products, and cross-border e-commerce sales have surged; On the other hand, the spread of the epidemic has significantly reduced the efficiency of many ports, yards and trailers around the world, resulting in port congestion and impeded container turnover.

The reporter learned from several foreign trade enterprises that the “obstruction” transmitted from overseas and the occasional outbreak of the epidemic in China have caused problems in many ports in the Guangdong-Hong Kong-Macao Greater Bay Area in the past few months, such as cargo pressure, ship jumping port, difficult to pick up and return containers, and small and medium-sized enterprises are suffering from “shipping difficulties” and high costs.

Most affected are processing trade companies, which rely heavily on seaborne exports. “A headache! Orders received by the overseas headquarters keep coming, 1/3 of our printers and copiers can not be shipped out, and we have accumulated more than 100 containers in the past two months.” Yuan Xiji, head of customs affairs of Kyocera Office Equipment Technology (Dongguan) Co., LTD., told reporters that because the dock yards in Yantian and Shekou of Shenzhen have long been filled with containers, there are also long queues outside the dock. It used to take only a week for goods to leave the factory and ship, but now it takes nearly a month. After arriving at European and American ports, customers used to wait three or four days to pick up goods. Now they have to wait weeks.

Facing the backlog of goods, the dilemma of processing trade enterprises lies in that they can only produce according to the order when they receive orders from overseas headquarters. “If we are marketing ourselves, we can temporarily stop or reduce production, but we have to do it when we receive orders. We can’t stop.” To cope, Mr. Yuan said, the company had to choose the more expensive China-Europe freight train, which is also difficult to book and can only handle one-tenth of the original sea freight volume. For a few urgent customer needs, expensive air freight has to be used instead. “Shipping costs are the customer’s burden, but it will eventually affect sales.”

Electrical and mechanical products account for nearly 70 percent of Guangdong’s exports, and manufacturers’ overseas orders are booming, but their profits are being eroded by high freight costs. “The cost of shipping logistics has soared.” Liu Qizhen, a customs manager at Dongguan Chuang Electromechanical Products co., said 70% of the company’s exported power tools go to the U.S. and orders rose 30% in the first half. However, due to the lack of containers, only 80% of the products can enter the dock now. Those who cannot enter the dock have to spend one or two million yuan to rent a warehouse to wait for the containers every month. When goods go to Yantian Wharf in Shenzhen, the cost of land transportation has increased by 30% or 40%. Shipping has risen even more. A 40-foot container shipped to the United States used to cost just over $2,000, but now it costs more than $10,000. We bear the bulk of the freight, fortunately, the product added value is high, not to “more expensive than the goods” situation.

Small and medium-sized companies are feeling the chill of life and death. Shipping industry insiders told reporters that in the “one cabin is hard to find” environment, large enterprises have resources from shipping companies to get relatively more space, there are funds to withstand the rise in freight rates, and small and medium-sized enterprises often give shipping agents, or can not get space, or have to bear higher freight rates. South China Transport recently survey small and medium-sized enterprises found that some enterprises because of the backlog of warehouses, delivery delays, funds can not be withdrawn, has faced the risk of production.

In order to alleviate the difficulties of enterprises, guangdong customs, port, shipping and other departments and enterprises have worked together since this year to take precise measures against the blocking points in all links of the whole maritime transportation chain, flexibly innovate models, open up green channels, and try their best to ease the adverse impact of the international maritime logistics difficulties on enterprises’ export.

Overstocking is an imminent problem for foreign trade enterprises, so the Customs department launched the “factory warehouse” business for processing trade enterprises.

“In recent years, the phenomenon of ‘bursting’ and ‘dumping’ of shipping exports has occurred from time to time, and the waiting time has been significantly prolonged, while the inventory capacity of enterprises is limited, and many processing trade enterprises can not meet the demand of the original customs records. At this time, they can apply for ‘factory external warehouses’, adding external warehouses to store goods. As long as the application is submitted online, the customs will immediately approve it.” Huangpu Customs belongs to dongguan Customs comprehensive business three section chief Yue Xinyan said. “Thanks to dongguan Customs, kyocera set up several off-factory warehouses for us, storing more than 100 teUs of goods, which greatly relieved the inventory pressure.” Yuan Xiji told reporters.

The difficulty in booking cargo space for exports is the biggest headache. Ports and customs departments have joined hands to support the “sea-going” chartering of cargo vessels in the Greater Bay Area.

Recently, Dongguan port officially opened a charter route between Europe and America, opening the channel for dongguan foreign trade enterprises to fly directly to Europe and America. “With the support of Shatin Customs under Huangpu Customs, we have introduced charter routes to Europe and America, which can deliver nearly 10,000 TEUs of goods every month.” Dongguan Port group related business director Sun Cheng introduced. Compared with the enterprise feeding the goods to the surrounding hub ports through Dongguan port, the European and American charter routes can save us $3000 / box of shipping costs, and alleviate the shortage of shipping space. “Shatian Customs provides round-the-clock customs clearance service for us, and deals with ship customs clearance, health quarantine and other procedures in the first time, saving nearly a week and 1,500 DOLLARS per container.” Guangzhou city shipping agent company dongguan branch manager Zeng Junhai said.

Port congestion, but also export enterprises into the trailer to carry cabinets difficult, land freight soaring predicament. Since June, Dongguan Port, Nansha Port of Guangzhou, Shekou Port of Shenzhen and Yantian Port have jointly launched the barge express service. Barges are used to replace the original trailer to pick up and return containers, so as to reduce logistics costs and ensure that containers can catch up with larger ships. At present, the service has effectively guaranteed the normal operation of the supply chain of Huawei, TCL, VTECH and many other foreign trade enterprises.

For smes in urgent need of timely help, CoSCO shipping Group and its subordinate South China Container Shipping Co., Ltd. play the role of central enterprises and take precise measures for small and medium-sized customer groups. “The company has developed a space supply scheme for international container lines, making plans in advance for small and medium-sized customers and locking space. We have successively launched ‘us line small and medium customer service line’, ‘Europe line small and medium customer special class’, ‘Australia and New Zealand quality Express special class’ and other ‘one-stop’ trailer and shipping services, and created a new small and medium customer e-commerce special line. Zhuang Zhiyong introduced.

It is still difficult to predict when international shipping will return to normal, and foreign trade enterprises are still struggling to find good solutions to the challenges.

In this regard, South China Container Shipping suggested that enterprises should strengthen the overall planning of production and logistics, pay attention to the real-time dynamics of the maritime market, adjust the production rhythm according to the shipping space situation, and reduce the inventory backlog as much as possible. At the same time, keep close communication with shipping company, timely solve the problems encountered in shipping.

Industry insiders suggested that traditional foreign trade enterprises should timely consider making new plans for future development, as shipping cost pressure will not be eased in the short term. For example, a considerable part of the sea transportation belongs to processing enterprises, no pricing power, logistics power, can not control the production and delivery cycle. At present, traditional offline supply chain logistics is relatively depressed. If we can try to create our own brand and set up shop on Amazon and other cross-border e-commerce platforms, we can control supply chain logistics more flexibly.

Foreign trade enterprises with independent brands and channels show obvious advantages compared with traditional processing trade enterprises. It has a number of its own brands, a small number of OEM dongguan chuangji felt deeply. “OEM for overseas brands can only get a little processing fee, under the pressure of cost, can only manage to maintain production, after all, a loss of 1 yuan is better than a loss of 10 yuan. But private label has more profit margin, make some money, at least not lose money.” Liu said.

Since the outbreak of the epidemic last year, more and more foreign trade enterprises have actively tried to transform. With their efforts to enhance independent development capacity and expand living space, Guangdong’s foreign trade risk resistance and resilience are gradually improving. In 2020, general trade accounted for more than half of guangdong’s total import and export value for the first time, occupying the dominant position; Processing trade fell to 28.2 per cent. In the first seven months of this year, Guangdong’s general trade has accounted for 52.5% of its total import and export value, further optimizing its foreign trade structure.

Industry experts believe that the current vigorous development of new forms of foreign trade represented by cross-border e-commerce provides new opportunities for foreign trade enterprises. The majority of foreign trade enterprises should seize the opportunity, practice “internal skills”, through actively expanding brand and sales channels, enhancing research and development ability, enhance the level of automation and other measures, reduce costs, improve the added value of products, enhance the ability to withstand the international market storm.

China is the largest producer of clean electricity

China is the largest producer of clean electricity

China is not only the world’s largest producer of electricity, but also the world’s largest producer of clean electricity. Not so-called clean electricity, refers to consumption through oxygen release carbon dioxide produced by the way of generating electricity, and utilization of hydropower, wind, solar, nuclear, geothermal energy and so on of the electric belong to clean energy, and fossil fuels such as coal and oil are need to consume oxygen release carbon dioxide to generate electricity, and too much carbon dioxide is considered to be polluting the atmosphere and cause global warming, So electricity from coal and oil is not clean electricity.

According to the concept of news “and other media reported on September 4, has built the world’s largest clean power generation system in our country, said an official with the ecological environment, by the end of July, the national non-fossil energy installed capacity of 1.03 billion kilowatts, up 18.0% from a year earlier, accounts for the total installed capacity of (02) end of the year has more than 2.2 billion kilowatts of 45.5%, The world’s largest clean power generation system has been established in China, and the trend is also in a state of rapid growth, so the scale of this system will continue to expand in the future.

What about 1.03 gigawatts of installed capacity? It is equivalent to the installed capacity of at least 45.7 Three Gorges DAMS. In fact, it is larger than the total installed capacity of any country in the world except China and the United States. The top five are China, the United States, India, Russia and Japan, but China accounts for nearly 30 percent of the world’s electricity generation. So China’s 1.03 gigawatts of installed clean electricity capacity is almost larger than India, Russia and Japan combined, and even compared with the US, it is about 85 per cent of its total installed power generation capacity.

Under the goal of reducing carbon emissions and achieving carbon neutrality, China is accelerating the process of clean and low-carbon power generation. A number of indicators such as hydropower, wind power, photovoltaic and nuclear power installed capacity under construction have been ranked first in the world for many years.

By the end of July this year, China’s installed hydropower capacity reached 380 million kilowatts, up 4.9 percent year on year. China is already the world’s largest hydropower country, but there are still several large hydropower stations under construction. The installed nuclear power capacity was 53.26 million kw, up 9.2% year on year and also in a state of rapid growth. Installed wind power capacity was 290 gw, up 34.4% year on year, which can be said to be rapid growth; The installed solar power capacity was about 270 million kW, up 23.6% year on year, and the growth rate was also quite fast. The installed capacity of biomass power generation is 34.09 million kW, up 31.2% year on year, with rapid growth but relatively small capacity, so there is room for further development. In contrast, the proportion of installed thermal power capacity in the total installed capacity is decreasing, but the installed capacity is still more than 60%.

According to the national energy bureau relevant responsible person, the future will quicken the steps of reducing coal in the energy production in China, the control of coal project, at the same time to speed up the development of wind power, solar power, nuclear power, non-fossil energy sources such as geothermal power, increase green low carbon energy supply of share, make our country agriculture is clean electricity.

China is the largest producer of clean electricity

The advantages and disadvantages of international air transport, sea transport and land transport

For the same distance, its transportation speed determines its price, so the price of sea transportation is less than that of land transportation and less than that of air transportation.

The advantages and disadvantages of each channel are as follows:

International Shipping:

The advantages and disadvantages of international air transport, sea transport and land transport

Advantages: the volume of ocean transportation is large, the cost of ocean transportation is low, the waterway is accessible in all directions, which is its advantage.

Disadvantages: but the speed is slow, the sailing risk is big, the sailing date is not easy to be accurate, is its inadequacy.

International land transport:

The advantages and disadvantages of international air transport, sea transport and land transport

Disadvantages: the speed is slower than air freight, the risk is high, the situation in the road is not easy to grasp, the cost is higher than sea freight.

Advantages: transportation of goods with small limitations, almost all kinds of goods can be transported. The operation is relatively simple.

International air freight:

The advantages and disadvantages of international air transport, sea transport and land transport

Disadvantages: high price, small amount of goods transported, packaging should not be too big, the type of goods limited

Advantages: fast speed, easy to pick up goods

Suitable for high value, small volume, less quantity, high speed requirements of goods.

 

The layout of the whole hydrogen energy industry chain will help achieve the goal of dual carbon

On August 26, tianjin port bonded area management committee and China petrochemical sales co., LTD., tianjin branch, light path (Shanghai) Internet science and technology co., LTD. Signed a cooperation agreement, the airport investment service center to form hydrogen energy (tianjin) co., LTD., sinopec play to all parties in the industry, resource, scene and policy aspects of the comprehensive advantages, combination, We will further promote the development and application of hydrogen energy, and help achieve the goal of “carbon peak and carbon neutral”.

Hydrogen energy, as an important solution for decarbonization, plays an important role in helping to achieve the goal of “carbon peak and carbon neutral”. Tianjin Port Free Trade Zone is a cluster area where Tianjin focuses on the layout and development of hydrogen energy industry. In the past two years, the bonded zone has accelerated the layout of hydrogen production and hydrogenation infrastructure, registered a number of core component projects, made breakthroughs in the application of hydrogen fuel cell forklifts and heavy trucks, and initially formed a hydrogen energy industry chain. Recently, the beijing-Tianjin-Hebei National Fuel cell vehicle demonstration city cluster declared by the bonded area on behalf of Binhai New Area was officially approved, which creates favorable policy conditions for the accelerated development of regional hydrogen energy industry.

Sinopec is one of the world’s top 500 enterprises. Aiming to become the world’s leading clean energy enterprise, the group carries out the layout of the whole industry chain in hydrogen energy. Sinopec Tianjin Petroleum Company is the largest refueling and filling station operator in Tianjin. The comprehensive energy station of oil, gas, hydrogen, electricity and service led by the company will be started in the near future, and will become the first commercial hydrogenation station in Tianjin after completion.

LSC (Shanghai) Internet of Things Technology Co., Ltd. is a company committed to providing hydrogen energy application solutions and integrating resources to build hydrogen energy industry ecological chain. LSC is currently the largest commercial hydrogen fuel cell vehicle operator in China. Previously, it has carried out extensive cooperation with Sinopec in Shanghai, Beijing and other places on the demonstration application and promotion of hydrogen fuel cell vehicles.

It is understood that this contract project subject – sinopec hydrogen energy (tianjin) co., LTD., will be the key to develop hydrogen fuel-cell vehicle demonstration operation, filling station construction operations, to create “car – standing – scene” linkage operation mode, through to end customers with competitive hydrogen vehicles service capacity, drive the continued healthy development of the whole industrial chain. Based on Sinopec Hydrogen Energy (Tianjin) Co., LTD., the BONDED zone will further deepen cooperation with Sinopec in the field of hydrogen energy and new energy, gather high-quality project resources, further promote the aggregation of “1+3+4” industrial elements, provide effective support for the national strategy of coordinated development of Beijing-Tianjin-Hebei region, and make contributions to the implementation of the “dual carbon” goal.

According to the 14th Five-year Plan of Tianjin Scientific and Technological Innovation, we should make great efforts to develop hydrogen energy around the goal of “carbon peak and carbon neutral”. Hydrogen industry is one of the four future industrial clusters that will be cultivated and developed by independent innovation during the “14th Five-year Plan” of Tianjin Port Bonded Area. The bonded area will adhere to government guidance, market operation, scientific layout and coordinated development, firmly grasp the opportunity of hydrogen technology development and energy structure reform, and guide and support by policy. Further strengthen filling stations and other involved hydrogen infrastructure development, expand the hydrogen fuel cell demonstration application scenarios, and to fuel cell research and development, key components manufacturing and vehicle integration as the core, to speed up the industrial layout, form the industry cluster competitive hydrogen, promote the development of the hydrogen industry with high quality, building the leading domestic, the hydrogen industry highlands with international influence.

The zero tariff policy of the Hainan Free Trade Port has resulted in tax reduction of 462 million yuan for enterprises

The zero tariff policy of the Hainan Free Trade Port has resulted in tax reduction of 462 million yuan for enterprises

Over the past year since the “General Plan for the Construction of Hainan Free Trade Port” was published, the “zero-tariff” list of raw materials, transportation vehicles, yachts and self-use production equipment has been implemented. According to haikou Customs statistics, by the end of July, the value of imported goods under the “zero tariff” policy reached 2.69 billion yuan, and the tax exemption for enterprises reached 462 million yuan. The products enjoyed include ships, yachts, automobiles, airplanes, production materials and production equipment.

 

In order to promote the free trade and investment facilitation of Hainan free trade port, Hainan implements the tax system of “zero tariff” as the basic feature of goods trade, and exempts import duties, import value-added tax and consumption tax for goods and articles under the list management. Enterprises in line with the preferential treatment conditions through China (Hainan) international trade “single window” Hainan feature application “zero tariff” special area for the qualification audit of the preferential treatment subjects, and then through the information system to complete the multi-department joint audit. The goods that pass the scope of enterprise import list can enjoy “zero tariff” goods import.

More than 3,000 china-Europe freight trains have made their way through the Eastern Corridor

More than 3,000 china-Europe freight trains have made their way through the Eastern Corridor

As of August 25, a total of 3,037 trains and 291,186 teUs (teUs) of goods have passed through Manzhouli and Suifenhe ports, the eastern passage of China-Europe freight trains, up 35.5% and 44.6% year on year respectively, China Railway Harbin Bureau Group Co., LTD announced Monday.

Since 2013, the first China-Europe freight train service through Manzhouli port has shown a trend of sustained and rapid growth, and has now exceeded the 10,000-train mark. Since the beginning of this year, Manzhouli Station has operated more than 300 China-Europe freight trains every month for five consecutive months, breaking the 2,000 train mark 45 days earlier than the same period last year.

Suifenhe port, the largest port to Russia in Heilongjiang Province, set a record of 61 china-Europe freight trains in a single month in July this year, achieving double-digit year-on-year growth for 15 consecutive months and exceeding 300 trains for the first time this year.

It is worth noting that since the beginning of this year, 58 China-Europe freight trains have started from Heilongjiang Province, up 61% year on year. Goods exported to Russia, Poland, Germany, Czech Republic, Belgium and other countries accounted for 50.5% of local goods, with a value of 188 million US dollars, up 66.2% year on year.

Since the beginning of this year, 100 percent of china-Europe freight trains have returned via the Manzhouli and Suifenhe railway ports, and 52 inbound and outbound china-Europe freight trains have reached 13 European countries, mainly in the southeastern coastal areas of China, and covering 60 cities including Tianjin, Changsha, Guangzhou and Suzhou.

Sheet metal, kraft paper and candy from Russia and hardware and auto parts from Poland have been operated in a row, driving the rapid development of the return train. In addition to traditional goods such as raw materials and agricultural products, more and more food, consumer goods and cross-border e-commerce goods are transported by return train.

Data showed that the China-Europe freight trains entering and leaving China through Manzhouli Station ran 2,714 trains and sent 262,010 teUs of goods, up 27% and 36.3% year-on-year respectively. The China-Europe freight trains entering and leaving Suifenhe Station ran 323 trains and delivered 29,176 teUs of goods, up 207.6% and 218.7% year on year respectively.

The number of freight trains in operation has reached a new record high, showing a trend of sustained and rapid growth, and actively serving as a bridge for mutual benefit of countries along the belt and Road.

More than 3,000 china-Europe freight trains have made their way through the Eastern Corridor

Why does China Import a Large Number of Foreign Iron Ore, not Using Scrap Steel

Why does China Import a Large Number of Foreign Iron Ore, Instead of Using Scrap Steel

We used to joke that our country was an infrastructure freak, building railroads, Bridges, buildings, etc., all of which were built on steel, and high demand for steel meant high demand for iron ore. However, it is regrettable that China is not a country rich in iron ore reserves, although China’s iron ore reserves ranked fourth in the world, but because China has a large population, so the average number of iron ore per person is not much. In addition, China’s iron ore quality is relatively poor, and most of the 300, 400 meters deep underground, so that the mining cost is high. Because of this, China is heavily dependent on imported iron ore, which accounts for about 90% of its output, 69% of which is from Australia and 19.7% from Brazil. Due to rely heavily on iron ore, and rely heavily on Australian iron ore, lead to the way foreign break through for iron ore chock the lifeblood of our country iron and steel industry (of course, the abroad is also a kind of loss, after all, they couldn’t find another like internationally in countries with high demand for iron ore in China). In this case, why don’t we vigorously develop waste steel recycling, but to import iron ore from abroad?

Why not recycle old steel?

In fact, our country has always been recycling old steel, but our country began to vigorously develop infrastructure at the end of last century, so far only 20-30 years of history. Because of its short history, much of the steel is still in use and cannot be recycled. Secondly, China’s development speed is very fast, the demand for steel is also very large, and the waste steel is far from meeting our demand for steel, so we still need to make steel from iron ore. In addition, the supply of scrap steel is unstable, and the price fluctuates greatly in the short term, so that enterprises can not control the cost, so they prefer to import iron ore from abroad. More importantly, the quality of waste steel in the market is different. After recycling waste steel from the hands of residents, manual sorting and transportation are needed, which increases the operating cost, so that the selling price of waste steel has no advantage compared with iron ore.

Moreover, in order to ensure the efficiency of large steel plants, their machinery and equipment are made to adapt to the calcination process of iron ore. And the recycling of waste steel needs matching equipment, which increases the cost input of enterprises. From the above factors, enterprises are more inclined to use iron ore, rather than the use of scrap steel. But in order to protect the environment, there are also some enterprises will use recycled old steel, but the output of recycled old steel is not high.

Why import iron ore?

As we know, our country has vast territory and abundant resources, and many important mineral resources can be found in our country, so why do we need to import iron ore from abroad?

This is actually because of the high cost of iron ore in China. First of all, because most of the iron ore in China is lean ore, that is to say, the iron content in iron ore is not high, so it is difficult to extract iron. In addition, most of the iron ore in China is a composite ore with multiple elements, so that the quality of iron ore is not the same. However, Australia is not only rich in mining, but also mostly open-pit mining, with lower mining costs. Even if sold at a lower price, it can still earn profits, so it is more competitive in the international market. Moreover, it is difficult to form scale effect because of the small reserves of iron ore in China. However, the ore in Australia is not only of high quality, but also of large reserves, which is easy to form scale effect and further reduce the mining cost. In addition, China’s iron ore is mainly transported by railway and land, and the transportation cost is high. And in Australia, it’s mostly by sea, so shipping costs are low, so even importing iron ore is still much cheaper than mining it ourselves. However, it is precisely because China is heavily dependent on iron ore, which leads to a disadvantageous position in the negotiations with Australian iron ore. It is difficult to control the pricing power, so that China can only import at a high price.

The solutions are as follows: developing alternatives to iron ore; Improve the utilization efficiency of waste steel; Importing iron ore from more countries to spread the risk; Investment in foreign iron ore enterprises, but these methods can not be implemented for the time being, can only hope that we can find a better solution later.

Why does China Import a Large Number of Foreign Iron Ore, Instead of Using Scrap Steel
Conclusion

The reason why it is difficult to use waste steel in China is that:

Scrap steel production is small, difficult to meet the needs of enterprises.

Waste steel transportation, sorting and other links are too many, the cost is high, when the cost is not low.

Modern enterprise equipment is mostly built to adapt to iron ore, it is difficult to digest waste steel.

The reason why we need to import iron ore from abroad at a high price is really out of necessity. After all, China’s iron ore reserves are not high, and the quality is not high, so the cost of using domestic iron ore is high, so we can only import iron ore from abroad.

Sea and Air Transport are Limited, Southeast Asia Sross-border Road Freight Demand Surge

Sea and Air Transport are Limited, Southeast Asia Sross-border Road Freight Demand Surge

With much of Southeast Asia locked down and air and sea transport restricted, cross-border road freight demand in Southeast Asia is surging, while e-commerce sales are booming.

According to DHL Global Forwarding, road logistics is fast becoming a reliable alternative to air and sea freight affected by the outbreak.

“Road freight is now playing a more important role in Asia’s international long distance transportation solutions as it provides an economically efficient and sustainable option,” said Thomas Tieber, CEO of DHL Southeast Asia.

Indeed, the company has been a strong supporter of the region’s road freight potential. In December, the company noted that trucking companies had begun to shift more to overland intermodal transportation, including long-haul trucking to Europe, rather than just intra-Asian transportation.

Ceva and DSV Panalpina are also quick to recommend Silk Road freight to supplement the rapidly growing china-Europe rail traffic, and even a local company in Malaysia has deployed trucks along the route as they grow tired of the delays and capacity shortages plaguing container shipping.

DHL believes that the economic recovery in ASEAN countries will lead to a surge in demand for road logistics services, with an annual growth rate of 8 per cent until 2025.

“The growth of e-commerce consumer spending and B2B e-commerce, which is expected to grow 70 percent by 2027, is also driving demand for door-to-door logistics solutions,” it added.

DHL also believes that the ASEAN Customs Transit System (ACTS) will enhance cross-border road freight. Launched last year, ACTS allows trucks to cross multiple ASEAN borders and offers a single guarantee of tariffs and taxes throughout. So far, 500 cars have been licensed to operate.

Kelvin Leung, CEO of DHL Asia Pacific, added: “This bodes well for ASEAN countries as they prepare to rebound strongly from the outbreak.”

However, The lockdown in Southeast Asia due to the outbreak poses additional challenges, Says Kelvin Leung. “We are following the containment measures that each country has put in place, and sometimes those containment measures can affect daily operations,” he said in an interview.

At the same time, DHL says a growing number of customers are also turning to road freight for short – and long-haul hauls to reduce carbon emissions.

Air transport from Jakarta to Bangkok via Singapore would not only cut carbon emissions in half, it said, but also save 35 per cent on costs compared with direct flights. Similarly, trucking from Singapore to China can reduce the carbon footprint by 83% compared with air freight.

Epidemic, Ship Blockade, Tropical Storm that Shut Down Ports, Hit America’s Supply Chain

According to Business Insider, ports in southeastern New England were closed by the US Coast Guard on August 22 as tropical Storm Henry brought strong winds and heavy rain to the region.     The Coast Guard said in a statement late Saturday that several ports, including Narragansett Bay and Mount Hope Bay, were under Hurricane Zulu alert, meaning they were closed to ships due to strong winds.     Previously, the port had been under "Yankee" status, meaning tropical or hurricane-force storms were expected to make landfall at the port within 24 hours.     Tropical storm Henri and the resulting port closures come amid a recent surge in shipping costs that has slowed and caused massive shortages of goods across the global supply chain, which was severely disrupted by last year's COVID-19 pandemic and made worse by the blockade of the Suez Canal earlier this year, the report noted.     Business Insider reports that major global shipping alliances have cut traffic between Asia and Europe by 22 percent over the spring of 2020, while operators have cut capacity between Asia and North America by about 20 percent.     In 2012, after Hurricane Sandy hit the East Coast, the U.S. Coast Guard reported $70 billion in damage to more than 180 ports in the region that would take months to recover.     Wildfires in the Western United States, flooding in China and Europe and drought in South America have disrupted supply chains for everything from wood to chocolate to rice for sushi, CNBC reported.     Christy Slay, senior director of science and research applications at the Sustainability Alliance, said: "Whether you're in the agriculture sector, the forestry sector or the technology sector, virtually no industry is immune to the effects of climate change".     CNBC notes that about a quarter of the wood consumed in the United States comes from Canada, which is experiencing severe droughts and wildfires. Brazil is suffering its worst drought in more than a century, partly as a result of a surge in coffee futures prices in July, which almost doubled from a year earlier. While the increase has not yet been passed on to consumers, experts say price increases will come soon. Even pearl rice, used in sushi, has been hit. Two-thirds of the crop consumed in the United States is grown in California, which faces water shortages due to drought and wildfires, and rice crop production requires a lot of water.     Extreme weather events can also disrupt supply chains because workers cannot find jobs. According to a recent report by the United Nations Development Programme, workplace disruptions caused by climate change could result in more than $2 trillion in lost productivity by 2030.

According to Business Insider, ports in southeastern New England were closed by the US Coast Guard on August 22 as tropical Storm Henry brought strong winds and heavy rain to the region.

The Coast Guard said in a statement late Saturday that several ports, including Narragansett Bay and Mount Hope Bay, were under Hurricane Zulu alert, meaning they were closed to ships due to strong winds.

Previously, the port had been under “Yankee” status, meaning tropical or hurricane-force storms were expected to make landfall at the port within 24 hours.

Tropical storm Henri and the resulting port closures come amid a recent surge in shipping costs that has slowed and caused massive shortages of goods across the global supply chain, which was severely disrupted by last year’s COVID-19 pandemic and made worse by the blockade of the Suez Canal earlier this year, the report noted.

Business Insider reports that major global shipping alliances have cut traffic between Asia and Europe by 22 percent over the spring of 2020, while operators have cut capacity between Asia and North America by about 20 percent.

In 2012, after Hurricane Sandy hit the East Coast, the U.S. Coast Guard reported $70 billion in damage to more than 180 ports in the region that would take months to recover.

Wildfires in the Western United States, flooding in China and Europe and drought in South America have disrupted supply chains for everything from wood to chocolate to rice for sushi, CNBC reported.

Christy Slay, senior director of science and research applications at the Sustainability Alliance, said: “Whether you’re in the agriculture sector, the forestry sector or the technology sector, virtually no industry is immune to the effects of climate change”.

CNBC notes that about a quarter of the wood consumed in the United States comes from Canada, which is experiencing severe droughts and wildfires. Brazil is suffering its worst drought in more than a century, partly as a result of a surge in coffee futures prices in July, which almost doubled from a year earlier. While the increase has not yet been passed on to consumers, experts say price increases will come soon. Even pearl rice, used in sushi, has been hit. Two-thirds of the crop consumed in the United States is grown in California, which faces water shortages due to drought and wildfires, and rice crop production requires a lot of water.

Extreme weather events can also disrupt supply chains because workers cannot find jobs. According to a recent report by the United Nations Development Programme, workplace disruptions caused by climate change could result in more than $2 trillion in lost productivity by 2030.