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Multimodal transport: freight volume will rise sharply

  • Author:Chelsea
  • Source:Seabay
  • Release Date:2019-12-26
In recent years, a series of breakthrough policies and measures have promoted the rapid development of multimodal transport with unprecedented strength. China's intermodal freight volume will rise sharply in the next three years

Multimodal transport: freight volume will rise sharply


In recent years, the international economic situation has been severe, but its impact on China's multimodal transport has not been significant. The development of the economic situation affects demand, but the supply side needs to take the initiative. Therefore, the growth of container freight volume is closely related to supply-side reforms and indirectly related to the international economic situation. In recent years, a series of breakthrough policies and measures have promoted the rapid development of multimodal transport with unprecedented strength.


The market has room for growth
After three years of rapid growth, the multimodal transport market still has a lot of room for growth (see picture), and sea-rail transport and international rail transport are expected to maintain strong double-digit growth.


With the application of the "integration of transport and trade" and "integration of warehouse and trade" models, the logistics service model is continuously innovated, and the multimodal transport service is extended more widely. Based on the stock market, the effect of multimodal transport will increase incremental demand. Began to appear.

According to the requirements of the "Notice on Further Encouraging Multimodal Transport Work" and other documents, the volume of multimodal transport freight will exceed 3 billion tons in 2020, and the volume of transport will account for about 6% of the total freight volume of the whole society. According to relevant forecasts, the scale of the multimodal transport market will reach 300 billion to 400 billion yuan by 2020.

With the guidance of "transit railway", adjustment of transportation structure, environmental protection and other policies, bulk cargo "distribution and reorganization" and "suitable and suitable iron" goods will be further transferred from road transport to rail transport. In 2019, in accordance with the railway's goal of achieving an increase of 250 million tons, the China Railway Corporation has refined the transportation organization plan by line, region, and category, and multimodal transport guarantees an increase of 20 million tons.

Improved port iron-water combined transport

In recent years, the connection between ports and railways has been gradually improved. The construction of railways for sparse ports in coastal ports such as Shanghai Port, Ningbo Zhoushan Port, and Guangzhou Port has been accelerated. A convenient and efficient multimodal transport system for ports in the Yangtze River Economic Belt is about to be completed. The pace of construction of connecting lines at major ports has gradually accelerated.

Relevant data from the "China Container and Multimodal Transport Development Report (2018)" shows that in 2018, China's ports above the designated size completed 4.5 million TEUs of combined iron and steel freight transport, a year-on-year increase of 29.4%, accounting for 1.8% of the container throughput of the ports above the designated size. The average annual growth rate in the past five years is 27.8%, which exceeds the target of an average annual increase of more than 10% in the volume of containerized hot metal transport in the relevant policies such as the "Three-year Action Plan for Promoting the Adjustment of Transport Structure (2018-2020)". However, the utilization rate of port iron-water intermodal stations is generally not high, and none of them has reached a relative saturation of 80%.

Judging from the freight volume of a single port combined by iron and water, in 2018, Qingdao Port reached 1.154 million TEUs, becoming China's first port with over 1 million TEUs of iron and steel combined transport; Ningbo Zhoushan Port, Qingdao Port, and Tianjin Port grew more than 40%; Xiamen Port Completed 31,600 TEUs, a year-on-year increase of 33.43%; Beibu Gulf Port completed 54,900 TEUs.

In terms of the proportion of port iron-water combined transport, in 2018, the volume of containerized iron-water combined transport in major coastal ports accounted for about 4% of the port container throughput, an increase of 0.7 percentage point from 2017. The volume of container freight of Yingkou MTR-Water combined transport accounted for 13% of port container throughput, continuing to rank first in the country.

Break through the three major development shortcomings

What are the main shortcomings that plague container multimodal transport at this stage? On December 3rd, at the "2020 Container Multimodal Transport Asia Expo Global Media Conference", Huang Tianhua, president of the China Container Industry Association, said in response to a reporter's question that it can be summarized into three keywords: system, facilities and rules. Breakthroughs can be made from these three aspects.

First, the institutional aspect. Multimodal transport involves a transport chain. To integrate into a global economy, a country must have an efficient supply chain. Time and cost are two equally important economic indicators. Not only low-cost transportation, but also high-efficiency transportation, and high-efficiency transportation can solve low cost. Throughout the supply chain, the transportation logistics chain is the basis of the supply chain, and the transportation chain is the basis of the logistics chain. In the transportation chain, there are still some obstacles and constraints in the system. At present, policies such as "decentralization of services", supply-side reforms, and optimization of the business environment have been implemented.

Second, infrastructure. The shortcoming of the current infrastructure lies in the imbalanced development. Not only does the two transport modes need to be seamlessly connected in infrastructure, but more importantly, the modernization level of ports and railways is different, and the degree of equipment automation is also different. Railway: The volume of container freight currently only accounts for more than 15% of the national railways, but 90% of the ports have been containerized. There are many automated equipment for container operations in ports. However, in the railway loading and unloading operations, the original methods such as "carrying by shoulders" are used. The level of automation is low, which creates unequal imbalances in facilities. Secondly, in terms of the connection of the hubs, due to the gap in the infrastructure level, especially the scattered facilities, there are fewer large-scale hubs. This may take a long time to make up for shortcomings.

Third, the rules. The rules involve contracts, documents, claims or items, etc. During the transportation of goods, these links are very consumption-intensive transportation services. Therefore, the "last mile" and the "middle mile" of the two transportation modes consume a lot of costs, waste a lot of resources, and make the transportation chain less smooth. This may be a problem that multimodal transport public relations need to focus on.

The volume of multimodal transport will increase significantly in the next three years. In recent years, promoting coordinated regional development has been an important task of economic and institutional reform in the new era. The overall development of the western development, the comprehensive revitalization of the northeast, the rise of the central region and other strategies, and the accelerated implementation of regional development strategies such as the coordinated development of the Beijing-Tianjin-Hebei region, the development of the Yangtze River Economic Belt, the construction of the Guangdong-Hong Kong-Macao Greater Bay Area, and the integrated development of the Yangtze River Delta will all lead to In recent years, the overall density of infrastructure construction and the degree of networking have been improved. The development mode of interconnecting transportation channels and logistics channels, and innovating in a coordinated zone will facilitate the rapid aggregation of multimodal transport elements, the scale effect of the logistics industry clusters will begin to emerge, and the "point-axis" cross-regional multimodal transport network will begin to take shape.

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