Chapter 143 Kuta Port

The Port of Kuta is located at the southern end of the Lombok Strait and has always been a high-quality port for maritime trade. However, in the past, because sea ships basically passed through the Malacca Strait to the west, the shipping industry here was not very developed.

In recent years, with the increasing silt of the Strait of Malacca and its navigation capacity has been greatly weakened, and the status of the Lombok Strait has gradually emerged. Since the Hanyuíén Group leased the Kuta area, it has been investing heavily in the construction of the port. As the port facilities of the Kuta Port become more and more complete, the shipping here is becoming more and more busy, and it is a trend to replace the Malacca Strait.

However, this was Zeng Lingfeng's first time here after the completion of Port Kuta.

Just the day after Zeng Lingfeng arrived in Kuta, the chief executive of the Kuta Special Zone in Indonesia, the Chinese Ba Guofeng, took Zeng Lingfeng and his party to inspect Kuta Port in a helicopter. After all, Zeng Lingfeng is a big boss and cannot be neglected.

Zeng Lingfeng was still very satisfied with the current situation of Kuta Port. After all, Zeng Lingfeng chose to rent here to build a port, so he had fully considered the terrain factors. Kuta, in the entire Bali, is a deep-water port with development.

Simply put, ports with a water level below fifteen meters can be called deep-water ports. The sixth-generation container ship and 10,000-box ship can have a draft of at least fourteen meters. If you want to enter the port to moor, of course, the water depth of the waterway and the water depth at the front of the dock are required to be below fifteen meters above sea level.

If container transportation is to be developed in a port, there must be deep water channels and deep water berths. Especially when planning to become a hub port for container transportation, deep water channels and deep water berths are needed. Now, the sixth generation or super-large container ships can carry 7,000-8,000 TEUs one by one. In 2004, the Denmark Maqiji Sea Land Shipping Company alone had 24 container ships with 8,000 TEUs. During 2004, 107 L7,000 TEUs will be built around the world, including 8,000 TEUs, and 87 giant ships with 8,000 TEUs. In 2006, it was built by the Canadian Sespan Company, and the container ships with 9,600 TEUs leased by China Maritime Transportation Corporation will be on a small existing ocean route. Therefore, it is very important to build a deep water port.

As we all know, oil tankers, bulk carriers, self-dumping grocery ships, etc. cannot enter the port because of their large tonnage and deep draft. They can unload and transport the ships on the sea outside the port. Large tonnage container ships can only enter the port and rely on the dock to carry out loading and unloading operations. Therefore, container freighters need a fixed dock as a yard and need a loading and unloading bridge fixed on the dock to load and unload containers. It is impossible to load and unload containers on the sea outside the port and are not allowed. If containers are loaded and unloaded at sea, it is easy to cause the ship to capsize or the container falls into the sea.

The sixth-generation container ship and 10,000-box ship have a draft of at least 14 meters. If you want to enter the port to moor, of course, it is required that the water depth of the channel and the water depth at the front of the dock are below 15 meters above sea level. If a modern large port does not have deep water channels and deep water berths, it cannot accept large container ships. It can only be a branch port and a supply port, and can only provide supporting services for large deep water ports.

Before the construction of Natuna Port and Kuta Port began, there were 19 deep-water ports in the world below 15 meters below sea level, such as Busan Port and Kwangyang Port in South Korea, Kaohsiung Port in Taiwan, Hong Kong, Singapore, Tokyo Port in Japan, Yokohama Port, Kobe Port, Nagoya Port and Battalion Port, etc., and six other under construction were still under construction.

In short, there are indeed not many ports that can provide such services, and this dominant position ensures that the port's dominant position and stable income in international shipping will not be affected.

The jātong industry has a conventional view that the incoming waterway cannot reach the level of 300,000 tons, and no matter how large the port is, it is difficult to dominate the national team.

It is precisely because of this understanding that before the construction of the two ports began, Zeng Lingfeng positioned Natuna Port and Kuta Port as the position of building them into a super port of 300,000 tons. Although these two places did not meet such conditions in the original conditions, Zeng Lingfeng made a strong stand and suppressed all oppositions.

In Zeng Lingfeng's view, if the innate deficiencies are intrinsic, then the day after day is supplemented. Natural conditions are of course very important, but if we only think about relying on natural conditions in our work, many things will not be able to be done. Although the water level of Natuna Port and Kuta Port are lacking, they can be transformed and the investment will not be large. After all, there are large bays in both places, so it is not too difficult to expand the depth. So what he meant is to develop at a scale of more than 300,000 tons, expand the seabed depth, and artificially create a high-quality modern deep-water port.

Although others were jealous of Zeng Lingfeng's thoughts, they still understood them.

Take Shanghai Port as an example. Since the late 19th century, Shanghai has relied on the convenience of connecting the Huangpu River and connecting the rivers to the sea, and its routes radiated to the Yangtze River, the East China Sea and even Southeast Asia. By the 1930s, the annual freight volume of Shanghai Port had reached 14 million tons. This number was ranked seventh in the world at that time and was the leader in Asia. With its developed shipping, the city of Shanghai became a very famous economic, trade and financial center in the Far East at that time.

The characteristic of Shanghai is that it is located in the north and south of China. The convergence of rivers and seas, the middle of the north and south is on China's coastline, and Shanghai is in the middle, and it can echo from north to south. In the outside world, its jān is also convenient. There is also the convergence of rivers and seas, which is the Yangtze River, which is a long river in China and a developed region with a river basin. This river meets the sea in Wuhongkou, Shanghai, so Shanghai is in such a favorable position.

After the reform and opening up, the opportunities brought by the Huangpu River made Shanghai's development dazzling. After decades of development, Shanghai Port has become a major port in China and one of the world's famous ports.

However, it is easy to make a living in the estuary, and the limit is also within the estuary. The depth of the Huangpu River is about seven meters deep, which is an insurmountable hurdle.

The water depth of the Huangpu River is always limited, so when there are few ships and the tonnage of the ship is relatively small, there is no problem with the coastline of the Huangpu River. When the tonnage of the ship is large, there will be problems. When it is low, it cannot enter the Huangpu River, and the water depth is not enough.

Since the 1990s, container transportation has become the mainstream of the international maritime industry development. Oceanwide transport ships are becoming increasingly large, and the mainstream models are already super-large container ships with drafts ranging from 13 to 15 meters.

In order to adapt to this change, Shanghai Port also added a container-specific wharf construction, but the Waigaoqiao wharf built still restricts the development of the port due to the water depth of the Yangtze River channel. Because it is only ten meters deep, but the large ships require a water depth of thirteen to fourteen meters, so we have to wait for the time of háxi to enter. Háxi comes every eight hours, and when the water rises, all the ships squeeze in. They are waiting for loading and unloading and then going out.

At the same time, some large ports in Northeast Asia have spent huge sums of money to build deep-water berths in container ports, Busan, South Korea proposed to build a 21st century Pacific Rim central port, and Kobe, Japan proposed to build an Asian home port. Although the terms vary, the focus is on competing for the only international container hub port in Northeast Asia. This puts huge pressure on Shanghai Port.

Whether Koreans or Japanese, they all hope that Shanghai Port will become their branch. Koreans regard Busan and Guangyang Port as the center of world shipping, and use China's Shanghai Port and Qingdao Port as their feed port or branch port.

Some large shipping companies mainly dock at hub ports. Whoever has the status of hub ports will occupy the commanding heights of the shipping center. More than 85% of the weight of goods in the middle of international trade is transported by sea, so if a shipping center dominated by sea cannot become a hub port, it means whether it can take the initiative in international competition.

Although Shanghai Port's throughput is about to become the world's number of berths, due to the limitations of hardware conditions such as the number of docks and water depth, the gap between Shanghai Port and the two major ports of Hong Kong and Singapore has not been significantly narrowed. All the docks in Shanghai are overloaded, with no increments or capacity at all, so it is impossible to grow again. This has a great impact on the entire Yangtze River Delta and the country's overall economic development, as well as international competitiveness. If the market is lost during the competition process and the market share is regained, it is very difficult.

The teacher who never forgets the past and the next thing. Zeng Lingfeng, who has such a memory, can make such a mistake again?

Moreover, it is inevitable to make these two places lastingly competitive, so why not get it in one step?

Since the boss is willing to do so, he must build according to good standards regardless of cost, and naturally the people below will not mess with him, and Zeng Lingfeng's opinions were finally approved.

It is precisely because of Zeng Lingfeng's insistence that the Port of Kuta and Natuna Port were built according to the plan of 300,000 tons of Paleonia Port, which made these two places gradually become the center of the route in the following time. All kinds of ships from West Asia, Africa, Europe and the United States to the west, all passed Kuta Port first, and then went north to Natuna Port, and arrived in China, Malaysia, the Philippines, South Korea and other places.

At this time, Zeng Lingfeng was flying over the Port of Kuta. He looked down from the port of the helicopter, and in the distance, steamers were gathering towards the port of Kuta.

Zeng Lingfeng saw such a grand occasion and felt a sense of accomplishment.
Chapter completed!