Global shipping main routes list

Pacific route
(1) Far East – North America West Coast Route
The route includes trade routes from China, North Korea, the Soviet Union’s Far East Seaport to Canada, the United States, Mexico and other ports on the west coast of North America. Starting from the ports of China’s coastal areas, the southward passage of the Dagu Strait out of the East China Sea; the northward passage of the Ma Straits through the Sea of ​​Japan, or through the Qingjin Strait into the Pacific Ocean, or through the Zonggu Strait, through the Sea of ​​Okhotsk North Pacific Ocean.
(2) Far East–Caribbean, North American East Coast Route
The route is usually reached after the Hawaiian Islands go north and south to the Panama Canal. Most of the vessels departing from the coastal ports in the north of China are in the East China Sea through the Dagu Channel or through the Ryukyu Islands.
(3) Far East–South America West Coast Route
Ships departing from the ports along the northern coast of China have been smashed by the Ryukyu Islands. The Sulphur Islands, Wake Island, and the Ryan Islands to the south of the Hawaiian Islands cross the equator into the South Pacific to ports on the west coast of South America.
(4) Far East-Southeast Asia route
The route is to China, the DPRK, the Japanese cargo ship to the ports of Southeast Asia, and the main routes to the Indian Ocean and the ports along the Atlantic Ocean via the Straits of Malacca. The East China Sea, the Taiwan Strait, the Bus Straits, and the South China Sea are the only routes for the routes of the route. The routes are busy.
(5) Far East – Australia, New Zealand route
There are two routes from the Far East to the southeast coast of Australia. In the northern coastal ports of China, the vessels on the east coast of Australia and the ports of New Zealand need to take the ball to Kumejima Island, the Yap Island of the Caroline Islands to enter the Solomon Sea, the Coral Lake; the container ship between China and Australia needs to be loaded in Hong Kong. Or after the transshipment, through the South China Sea, the Sulawesi Sea, the Banda Sea, the Aravara Sea, and then enter the Coral Sea through the Torres Strait. In the middle of the day, I went to the west coast of Australia to go to the Douro Straits in the Philippines, the Makassar Strait and the Lombok Strait into the Indian Ocean.
(6) Australia-New Zealand–North American East-West Coast Route
From Australia to New Zealand to the North American coast, Suva, Honolulu and other important stations in the Pacific Ocean. To the east coast of North America, take the Papeete in the Society Islands and cross the Panama Canal.
Atlantic route
(1)North West Europe–North American East Coast Route
The route is the transportation line of raw fuel and product exchange between the two most industrialized regions in the world in Western Europe and North America. The two sides have important ports of the World Cup/5, and the transportation is extremely busy. Most of the ships are on the northbound route. The navigation area has large wind and waves in winter, and there are thick fogs and icebergs, which pose a threat to navigation safety.
(2) Northwest Europe, North America East Coast – Caribbean Route
The North West Europe-Caribbean route crosses the North Atlantic after more than half of the English Channel. It, along with ships departing from ports on the east coast of North America, generally enters the Caribbean Sea through Mona. In addition to the ports along the Caribbean coast, the Panama Canal can also be reached via the Panama Canal.
(3) Northwest Europe, East Coast of North America – Mediterranean Sea, Suez Canal – Asia Pacific Route
North West Europe, North America East-Mediterranean–Suuss route is the world’s busiest segment, it is a shortcut for trade between North America, North West Europe and the Asia-Pacific Gulf region. The route generally passes through the terminal at the Azores, Madeira Islands.
(4) Northwest Europe, Mediterranean Sea – South American East Coast Route
The route generally passes through the Atlantic islands of West Africa, the terminal on the Cape Verde Islands.
(5)North West Europe, North East Asia Sea – Cape of Good Hope, Far East Route
This route is generally an oil route for giant tankers. The Cape Verde Islands, the Canary Islands, are the main terminals for past ships.
(6) South East Asia Sea – Cape of Good Hope – Far East Route
This is a transportation line dominated by oil and ore. The route is in the west wind drifting waters, and the wind and waves are large. Generally, the West Airlines is northbound and the Eastern Airlines is southbound.
Indian Ocean route
The Indian Ocean route is dominated by oil transportation lines, and many of them are transit goods for bulk cargo.
(1) Persian Gulf – Good Hope – Western Europe, North America route
The route is mainly operated by supertankers and is the world’s most important offshore oil transportation line.
(2) Persian Gulf–Southeast Asia-Japan route
The route runs east through the Straits of Malacca (a ship with a capacity of less than 200,000 tons) or Lombok, and the Makassar Strait (a supertanker above 200,000 DWT) is available to Japan.
(3) Persian Gulf–Suez Canal–Mediterranean-Western Europe, North American Transportation Line
The route is currently available for the loading of a 300,000-ton supertanker.
In addition to the above three oil transportation lines, there are other routes in the Indian Ocean: Far East – Southeast Asia – East Africa route; Far East – Southeast Asia, Mediterranean – Northwest Europe route; Far East – Southeast Asia – Cape of Good Hope – West Africa, South America route; New-Mediterranean-Northwestern route; Northern Indian Ocean-European route.
World container shipping trunk
Far East-North America route;
North America – Europe, Mediterranean routes;
Europe, Mediterranean – Far East route;
Far East-Australian route;
Australia, new – North America route;

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The mandatory weighing regulations for containers are about to take effect, and how is it implemented in China?

The Maritime Safety Committee of the International Maritime Organization adopted the amendment to Article VI/2 of the International Convention for the Safety of Life at Sea, 1974 (hereinafter referred to as the “Safety Convention”) at its 94th Session in 2015 (MSC, 380 (94) Resolution). The amendment requires that the cargo container should be verified for its weight before being delivered to the ship and will be enforced from July 1, 2016. My country is a party to the Convention on Security, which is binding on our country. In order to fulfill the performance of the amendment, the relevant matters are hereby notified as follows:
First, the main content of the amendment

(1) Shipping container weight verification regulations
(1) Shipping container weight verification regulations
The amendment requires that the actual weight of the cargo container should be verified before it is delivered to the ship. The shipper of the cargo container should verify its gross weight and ensure that the verified gross weight is provided to the master or his representative as soon as possible in the form of a transport document. The terminal operator is used for the preparation of the ship stowage plan. If the shipper does not provide the verified gross weight information of the cargo container, the master has the right to refuse the container shipment unless the master and the terminal have obtained their verified gross weight information by other means.
(2) Method for verifying the weight of cargo containers
The amendment allows shippers to confirm the total weight of goods and containers in two ways:
1. Overall weighing method: the weighing of the cargo container is carried out by the weighing instrument after passing the verification;
2. Accumulative calculation method: Weigh the weight of all packages and goods in the container by the weighing method approved by the competent authority of the country where the packing is carried out, and carry out the weight of the chassis, liner, other securing materials and the container itself in the container. Accumulate the total weight of the cargo container.
(3) Scope of application for weight verification of cargo containers
The amendment stipulates that the bulk container weight verification requirements apply to all cargo containers that are applicable to the 1972 International Convention for Safe Containers and that are loaded on ships applicable to Chapter VI of the Safety Convention.
Second, the requirements for the carrier of the cargo container
(1) The shipper of the foreign trade cargo container to be delivered to the ship that intends to leave the port of China after July 1, 2016 shall verify the gross weight of the checked cargo container before delivery to the ship. International transshipment containers that were shipped overseas before July 1 and stopped at the ports of China after July 1 are not subject to this restriction.
(2) The above shipper may choose the overall weighing method or the cumulative calculation method to verify the weight of the cargo container. Where the whole weighing method is used, the cargo container shall be weighed as a whole by itself or by a third party using a weighing instrument certified and verified by the metrological technical institution after completion of the container packing and sealing. In the case of the cumulative calculation method, the overall weight of the cargo container shall be calculated cumulatively in accordance with the procedures established in accordance with the Guidelines for the Weight Verification of the Cargo Container Accumulation Calculation Method (see annex).
(3) The above-mentioned shipper shall provide the master or his representative with the gross weight information of the cargo container verification as soon as possible in the form of a transport document, which may be part of the instructions to be submitted to the carrier for loading, or may be a separate Proof material and should include at least the following:
1. The method by which the shipper verifies the gross weight of the cargo container.
2. The shipper’s cargo container weight verification statement.
Where the overall weighing method is used, the statement reads: “This shipper declares that the weight of the cargo container contained in the document is in accordance with the methods described in Articles VI/2, 4 and 1 of the International Convention for the Safety of Life at Sea, 1974. The obtained weighing instrument has obtained the metrological verification certificate issued by the metrology technical organization, and the date of obtaining the weight is within the validity period of the certificate.”.
If the cumulative calculation method is used, the statement reads: “This shipper declares that the weight information of the cargo container contained in the document is obtained in accordance with the methods described in Articles VI/2, 4 and 2 of the International Convention for the Safety of Life at Sea, 1974. The method complies with the requirements of the “Guidelines for the Weight Verification of the Carrying-Up Containers Calculation Method” formulated and published by the competent authority.”
3. The shipper’s official licensor signs and confirms that the signature may be an electronic signature.
3. Requirements for ships, carriers and terminal operators
(1) The ship and carrier carrying the cargo container and its agent and terminal operator shall obtain the verification information of the weight of the cargo container provided by the shipper before loading the cargo container. For cargo containers that do not have weight verification information, the carrier and the carrier and their agents shall not accept the loading of the cargo container, and the terminal operator shall not arrange for the loading of the cargo container.
(2) The above-mentioned carrier, carrier and its agent shall inform the terminal operator whether the cargo container has been verified by weight and specific weight information before loading the cargo container.
(3) The above-mentioned carrier, carrier and its agent and the terminal operator shall establish an effective means of information transmission to ensure that the weight verification information of the cargo container is effectively transmitted in accordance with the shipper-carrier-terminal process.
Fourth, other matters
(1) The shipper shall bear the responsibility and obligation of the cargo container to verify its actual weight before delivery to the ship.
(2) The maritime administrative agencies at all levels shall conduct random inspections on the verification of the weight of the cargo containers carried by the ship. For the cargo containers that have not obtained the weight verification information, the maritime management agency shall require the carrier to correct the goods and correct them before they can sail. If the maritime management agency receives a report or has reason to suspect that the weight verification information of the cargo container is inconsistent with the actual situation, the shipper of the cargo container may be required to re-verify, and the shipper, the carrier and its agent, the carrier vessel and the terminal operator shall Cooperate.
(3) The port administrative departments at all levels shall supervise and urge the port operators to perform the duties required by this notice, and establish and improve effective means of information transmission with the carriers, carriers and their agents.
(4) Weighing devices that use the overall weighing method to verify the packing of cargo containers shall meet the accuracy standards and requirements of the current effective relevant measurement technical regulations in China. The business unit of the weighing device shall be published in an appropriate manner so that the parties can use the information.
(5) The error between the verified weight provided by the shipper of the cargo container and the verified weight of the container obtained by the maritime administration, the carrier, the carrier or the terminal operator shall not exceed ± 5% or 1 ton ( Both are small, and the weight does not exceed the maximum approved load of the container. If it is exceeded, the shipper should re-verify the weight of the cargo container and deliver the ship’s transportation after meeting the requirements.

transportation Department

May 29, 2016

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China’s foreign trade has entered a new normal state

On the afternoon of July 13, the State Council held a press conference on the import and export situation in 2016. According to Huang Yuping, a spokesperson for the General Administration of Customs, China’s imports and exports rebounded in the second quarter, and the total value of imports and exports in the first half of the year still showed negative growth. Under the downward pressure, foreign trade still presents many bright spots, and the performance of private enterprises is even more unique.

According to customs statistics, in the first half of this year, the total import and export value of China’s goods trade was 11.13 trillion yuan, down 3.3% over the same period last year. Among them, exports were 6.4 trillion yuan, down 2.1%; imports were 4.73 trillion yuan, down 4.7%; trade surplus was 1.67 trillion yuan, up 5.9%.

In the quarter, the import, export, export and import values ​​fell by 6.9%, 5.7% and 8.4% respectively in the first quarter. Compared with the second quarter, the import and export and export value increased by 0.1% and 1.2% respectively, showing a positive growth; the import value decreased by 1.2%, and the decline was 7.2 percentage points lower than the first quarter.

Looking into the future, China’s import and export will face downward pressure for a long time or become one of the new normals of foreign trade. Huang Yuping also said that China’s exports will face greater downward pressure in the third quarter, and the trade in goods may improve in the second half of the year. However, some analysts believe that the negative growth of foreign trade in the future is a normal state.

From the import and export situation disclosed in the first half of the conference, we can see some new normals in China’s foreign trade: on the one hand, the new normal of the internal economy, and on the other hand, the new dynamics of the international environment.

Internally, on the one hand, China’s economy has entered a new normal of medium and high-speed growth, facing the downward pressure and the lack of aggregate demand, and the demand for imports is slightly weak; on the other hand, China’s economic transformation and upgrading, import demand The structure will inevitably be adjusted, and the requirements for imports are higher, and it is no longer the source. Therefore, in the past six months, the total value of China’s imports has shown sustained negative growth in the quarter. Moreover, the comprehensive cost of Chinese enterprises has risen rapidly, resulting in the gradual weakening of traditional competitive advantages. For example, the import and export of processing trade has dropped by 9.8%, which has dragged down the overall import and export of China by about 3 percentage points.

From the outside, there are also some notable new developments: insufficient external demand, especially the slow recovery of the European and American economies, which has made China’s exports to the traditional trading partners such as the EU, the US and ASEAN unsatisfactory. In the first half of this year, China’s exports to the EU increased by 1.3%, exports to the United States fell by 4.6%, and exports to ASEAN fell by 2.9%. According to a recent survey of more than 2,600 foreign trade companies by the General Administration of Customs, 67.6% of enterprises reflect insufficient demand in the international market, which is the main dilemma facing the current import and export of enterprises. On the other hand, with the international division of labor, the adjustment of international exchange rates, and changes in international trade rules and global governance rules, the environment facing China’s foreign trade is more complicated and full of uncertainty.

Fortunately, in addition to the pressure from the data, China’s foreign trade has shown several bright highlights: for example, the proportion of general trade import and export has increased; exports to some countries along the “Belt and Road”; iron ore Imports of bulk commodities such as crude oil and copper continued to grow, and the decline in prices of major imported commodities narrowed compared with the first quarter.

Under the overall weak foreign trade situation, the performance of private enterprises is very eye-catching, and it can be described as unique. Data show that in the first half of the year, China’s private enterprises import and export 4.31 trillion yuan, an increase of 5.1%, accounting for 38.7% of my total foreign trade. Among them, exports were 2.99 trillion yuan, an increase of 3.6%, accounting for 46.6% of the total export value, exceeding the proportion of foreign-invested enterprises and state-owned enterprises, and continued to maintain the export share; the import of private enterprises increased by 8.7%, continuing the fourth quarter of last year. Growth situation. In the same period, the import and export of foreign-invested enterprises and state-owned enterprises decreased by 6.5% and 13% respectively. In contrast, the contribution and advantages of private enterprises in the growth of foreign trade can be seen at a glance.

In short, whether it is from the internal or external environment, China’s imports and exports will still face a severe situation. To improve the current status of foreign trade, we must resolutely implement various policies and measures to stabilize foreign trade growth; China should actively participate in the global industrial division of labor, participate in global value chains in an all-round way, and continuously improve the status of China’s industries and enterprises in the value chain; In addition, we will stabilize the RMB exchange rate expectation and continue to promote the “Belt and Road” strategy to maintain the growth of imports and exports to countries along the route.

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