Serious Sinkiepoor Kenna Boiled like a Clueless Frog by Ah Tiongs!

[Pinkieslut]

Port of Singapore risks being disintermediated by China’s freight train to London
By The Independent - January 3, 2017 7244

The first freight train from China to London set off on new year’s day on an epic journey which will cover a staggering 7,456 miles, before returning to Yiwu afterwards. The return journey from London Barking Railway Station to Yiwu Railway Station takes 21 days.

According to American Journal of Transportation, the freight train is operated by Yiwu Timex Industrial Investment Co Ltd and has been running services to Madrid (Spain) via Duisburg (Germany) for over a year.

Brunel Project Cargo which is the UK partner of the new China rail service said that it believes this is going to change the way a lot of forwarders and shippers view their imports and exports for China – particularly with air freight.

Brunel operations chief Mike White said, “instead of 30 days from China, there is now a rail option of just 14 days. This is an excellent chance to provide your clients with a new China-UK railway transport solution.”

Other benefits include convenient customs clearance with both declarations and inspections completed together leading to quicker release of the cargo. Customs clearance services are also available 24 hours a day, seven days a week.

The rail-freight service to Britain is part of President Xi Jinping’s efforts to strengthen trade ties with Europe. With the freight train launch on 1 Jan, London became the 15th European city with direct trains from China following the unveiling of Xi’s modern-day Silk Road initiative of 2013.

The Belt-and-Road initiative put transport links at the center of efforts to create a modern Silk Road and boost commercial ties to markets across Asia, Africa, the Middle East and Europe.

Commenting on the launch of the freight train between Zhejiang and London, Singaporean’s First Party’s secretary-general Tan Jee Say said that prominent ports – including the port of Singapore – are being disintermediated by these trains from China.

He believes that Prime Minister Lee Hsien Loong tying the economic destiny of Singapore to countries like USA and Japan will be faced with fierce competition from the One Belt One Road initiative.

“If Singapore continues as a frog, we will be boiled alive by One Belt One Road,” he added.

 

[gingerlyn]

the person who wrote this article has no brain,

usually China container cargoes do not transhiped in Singapore. They are directly shipped from China ports such as Shanghai to London or Europe. therefore, china cargoes train direct service from China to London does not affect Singapore transhipment volume.

this is because Singapore transhipment volume is mainly contributed from south east asia, middle east, and australia and new zealand.

furthermore, one train can carry how many containers?
modern ships can carry 20,000 units of containers.

please use your brains.

 

[Pinkieslut]

To answer your doubts:

The Port of Singapore as a barometer of health of China’s economy and global trade

Shipping, rather than commodity prices, can often be a good barometer of the overall health of China’s manufacturing and of international trade, so it was quite a surprise to see a large number of empty container berths in the vast, sprawling container terminals of Singapore last week.

When driving in from Changi airport at night, the first indicator was the large number of container gantry cranes with their booms up, rather than down and working cargo.
It may have been dark, but each crane is lit, so as not to be a hazard to aviation, so they were clear to see.

As my taxi drew nearer to the Tanjong Pagar, Keppel and Brani terminals, my eyes were not deceiving me and it was crystal clear that there were few ships in port.
As we drove further west towards my final destination, near the new Pasir Panjang terminal, capable of handling the largest container ships in the fleet, the skyline was filled with upward pointing container crane booms.

Tanjong Pagar Terminal, Singapore, March 26, 2016

Just one ship occupied the easternmost berths of the Tanjong Pagar Terminal on the afternoon of March 26, 2016, with idle gantry cranes from the Keppel Terminal visible in the background. Photo by Anthony Poole.

Normally in Singapore, as soon as a ship comes off a berth, another is in place to quickly move alongside to take its place; but not so in the third week of March.
A large percentage of the container traffic in Singapore carries manufactured goods from China.

The big ships come in, discharge thousands of containers that are destined to be transshipped onto smaller vessels better suited for trading to the Indian subcontinent and parts of the Middle East. Singapore also handles a large volume of empty containers on their way back to China.

Nowadays, when the bigger ships do come in, it is clear they are carrying far fewer containers than usual.
Some say the high rates charged by the Port of Singapore are to blame, but several sources in the container business argue that Singapore has little competition as such a major transshipment point in southeast Asia and can, therefore, justify charging high rates compared with many other large, mainline container ports.

Tanjong Pagar Terminal, Singapore, May 27, 2013

A more typical view of the easternmost berths of Tanjong Pagar Terminal, Singapore, May 27, 2013, a year in which Singapore handled 32.58 million containers. Photo by Anthony Poole.
The statistics speak for themselves and confirm what the eye sees. In January, Singapore handled 2.49 million containers, down 10.4% from the 2.78 million that passed through the port in

January 2015, according to the port’s own data.

In February, Singapore handled 2.41 million containers, down 7.3% from 2.6 million a year earlier.

While Lunar New Year was in the first week of February, shipping is a 24/7 business, 365 days a year, and this year is a leap year, meaning that February had one more day compared with February 2015, yet the throughput still fell.

Given that we know China’s real slowdown began in late 2014 and gathered pace in 2015, it is not surprising that we see this reflected in the annual container throughput in Singapore in 2015 compared with 2014.

In 2015 Singapore handled a total of 30.92 million containers, down 8.7% from 33.87 million in 2014.

The 2014 total is clearly the high-water mark over the last 10 years and was up from 32.6 million mt in 2013.
Tanjong Pagar Terminal, Singapore, March 26, 2016

One ship on the easternmost line of berths of the Tanjong Pagar Terminal in Singapore on the afternoon of March 26, 2016, and several gantry cranes not in use in the Keppel terminal in the background. Photo by Anthony Poole.

With data in for just two months of 2016 so far, it is too early to tell whether this downward trend will continue. In the first two months of this year, throughput is down 8.85% year on year.
If the trend continues, total throughput could fall to around 28.1 million containers, making 2016 the slowest year since 2010, when Singapore handled 28.43 million containers.

Some analysts argue that China is transitioning from being a manufacturing economy to one based on services and consumerism.
If true, it implies the port throughput figures in Singapore could be in long-term decline, unless it becomes an import-dependent economy.

But it is highly unlikely China as a service economy will succeed in keeping hundreds of millions of people employed.
Only manufacturing can do that, which suggests that, at some point, Chinese manufacturing and exports will recover, and the container throughput in Singapore will also.

Given China’s demand for raw materials has such a significant bearing on the price of industrial commodities from crude oil to base metals, a visible recovery in international trade will be of interest to the broader commodities complex.

 

[ckmpd]

Many Singaporeans saw this coming.

The pap has done nothing to mitigate this threat. It's either the pap is blur or doasnt see this as a threat

 

[greedy and cunning]

Many Singaporeans saw this coming.

The pap has done nothing to mitigate this threat. It's either the pap is blur or doasnt see this as a threat

there is really nothing the garbermen , aka Pee And Pee , can do.

sillypootians have been giving too much credit to the scums , especially the dead creature.
dead creature managed to "improve" the life of the majority , developed the infrastructure
, boosted the GDP , etc ...
not due to its intelligence or great foresight , the success was mainly due to fact that
sillypoore started from ground zero.

either is the Pee And Pee blur.
blur sotongs would not be able to earn millions a year.