In the six years of the longest downturn in the history of shipping, there has been a tide of big ships all over the world. In order to compete for the main hub port of large ship berthing and liner alliance, whether it is the upgrading of traditional large ports and the rise of new ports in Asia Europe routes, or the accelerated widening project of the US West Port Group alliance and the Panama Canal, the competition of new round ports is becoming white hot.

According to the statistics of relevant international organizations, of the 379 liner ships operating on the first day of May this year, 179 ships with 10000 TEUs or above, nearly 2.4 million TEUs, accounting for 60% of the total capacity of the Asia Europe route. A few years later, the unprecedented large-scale ship ordering fever has not stopped. Ten thousand cases of large ships are frequently launched, prolonging the peak period of centralized delivery. When the world’s largest and latest ten thousand cases of large ships are often first put into the Asia Europe route, the world’s longest east-west trunk line has become a big “show” field for more than ten thousand cases of ships. With the gradual shift of transport capacity, the Middle East Route and Asia US west route have also frequently seen 10000 cases of large ships.

On the one hand, the choice of hub ports with large logistics concentration, high operation efficiency and convenient and efficient services to form trunk routes with high flight density is the consensus and requirement of liner alliance to achieve less berthing ports, more concentrated cargo flow and shorter berthing time It means the status and reputation of the port in the global trunk nodes; on the other hand, the port not only upgrades the hardware such as channel level, water depth conditions, berthing facilities and crane capacity to meet the requirements of ten thousand containers and above, but also faces the challenges of operation efficiency, collection and distribution environment and port informatization.