User:Arrorro/Port of Haikou

Haikou Port
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Location
Country	People's Republic of China
Location	Haikou
Coordinates	20.030840°N 110.285213°E / 20.030840; 110.285213
UN/LOCODE	CNHIG
Details
Opened	1925
Operated by	Hainan Port and Shipping Holdings Co., Ltd.
Owned by	Public
Type of harbour	Deepwater Port
Statistics
Annual cargo tonnage	101 million tonnes
Annual container volume	1.633 million TEU (2015)

Xiuying Port Area

The Port of Haikou is located in Haikou City , Hainan Province, and is one of the major ports in China and the largest port in Hainan Province. It currently has three port areas, and its container throughput reached 1.633 million TEUs in 2017.

==History== 

Early History

Haikou Customs House Site

During the

http://www.hkwb.net/nrpd/content/2011-07/28/content_366270_2.htm

“北枕海安、南近交趾、东连七洲、西通合浦”的海口自古就是海陆交通要道，在民国《琼山县志》里的地图中，海口北面海岸线上依次分布众多大小港口，这些港口如今有的已不复存在，有的名字虽在，却早已换了模样，让人不得不感慨世事的变迁。Haikou, which is "near Haian in the north, Jiaozhi in the south, Qizhou in the east, and Hepu in the west" has been an important sea and land transportation route since ancient times. According to the map in the "Qiongshan County Chronicle" of the Republic of China, there are many large and small ports scattered along the northern coastline of Haikou. These ports Nowadays, some of them no longer exist, and although some of their names are still there, their appearance has long been changed, which makes people lament the changes in the world.

港口推动城市发展,又因城市而改变。图为海口秀英港。李幸璜 摄Ports promote urban development and are changed by cities. The picture shows Haikou Xiuying Port. Photo by Li Xinghuang

　　港口，是滨海城市的发祥地。港口推动城市发展，城市的发展又促进了港口的发展。沧海桑田，海口曾经的古港驿站已成为远逝的风景。“白沙津”、“海口浦”、“新港”、“秀英港”、“马村港”……这一个个港口名字，或已成为记忆，或即将成为历史，但它们却如海边的珍珠一般，点缀这片海域，见证了海口的巨大变化和辉煌发展历程。The port is the birthplace of coastal cities. The port promotes the development of the city, and the development of the city promotes the development of the port. Over the years, Haikou's former ancient port station has become a distant landscape. "Baishajin", "Haikoupo", "Xingang", "Xiuying Port", "Machun Port"...these port names have either become memories or will soon become history, but they are like pearls on the seashore. Generally speaking, the sea area dotted here has witnessed the great changes and glorious development of Haikou.

　　2011年6月24日，傍晚。

　　海口海甸溪岸边停靠了大大小小的渔船，渔民正在渔船上忙着各自的活。河岸边，一些居民来这里或散着步，或聚在一起悠闲聊着天，隔离着城市的喧嚣，享受着海口这座现代都市里的惬意和慢调生活。Fishing boats of all sizes are parked on the shore of Haidian River in Haikou, and fishermen are busy with their work on the fishing boats. Along the river bank, some residents come here to take a walk or gather together to chat leisurely, isolating themselves from the hustle and bustle of the city and enjoying the comfort and slow-paced life in Haikou, a modern city.

　　但谁又知道，这片城市宁静的角落，曾是“帆樯林立”的热闹港口，而随着城市的发展，渐渐消失变迁，留下来的只是老人们星星点点的记忆。But who would have known that this quiet corner of the city was once a lively port with "many sails and rafts", but with the development of the city, it gradually disappeared and changed, leaving only a few memories of the old people.

　　从白沙津到海口浦，从海口浦到新港，从新港到秀英港，再到马村港……随着海口城市东拓西进，港口也循着由东向西的轨迹逐渐变迁。From Baishajin to Haikou Pu, from Haikou Pu to Xingang, from Xingang to Xiuying Port, and then to Macun Port... As Haikou city expands eastward and westward, the port also gradually changes from east to west.

　从白沙津到海口浦

　　南渡江是海南第一大河，在它的入海口，大量泥沙冲击沉淀而逐渐堆积成滩。到了唐朝，白沙门和海田村（海甸）两个长条型的岛屿出现。而在北宋，在南渡江入海口处，便形成了海口最早的港口———白沙津，也叫“神应港”。he Nandu River is the largest river in Hainan. At its mouth, a large amount of sediment is impacted and sedimented, gradually accumulating into a beach. By the Tang Dynasty, two long islands, Baishamen and Haidian Village (Haidian), appeared. In the Northern Song Dynasty, the earliest port in Haikou - Baishajin, also called "Shenying Port", was formed at the mouth of Nandu River.

　　据称，“白沙”因洁白无瑕、质地细腻的沙滩而得名，“神应”则与一个神话传说有关。明万历《琼州府志》记载，神应港“旧名白沙津。宋元帅王光祖曾开，未就。淳祐戊申忽飓风作，自冲成港，人以为神应，故名。”It is said that "White Sand" is named after its flawless white sand and fine texture, while "Shenying" is related to a myth and legend. "Qiongzhou Prefecture Chronicles" written by Wanli of the Ming Dynasty records that Shenying Port "formerly named Baishajin. Marshal Wang Guangzu of the Song Dynasty once opened it, but it was not completed. Chunyou Wushen suddenly had a hurricane, and it rushed into the port. People thought it was Shenying, hence the name."

　　宋朝开辟了海上“丝绸之路”，许多中国的瓷器、丝绸、香料等经海上运到马来西亚、印尼等地，而拥有丰富物产的海南岛既是海上“丝绸之路”中淡水、食品的补给站，又是“香料贸易”中非常重要的原料产地。The Song Dynasty opened up the Maritime "Silk Road". Many Chinese porcelain, silk, spices, etc. were transported by sea to Malaysia, Indonesia and other places. Hainan Island, rich in products, was a supply station for fresh water and food along the Maritime "Silk Road". , and is a very important source of raw materials in the "spice trade".

　　顺理成章地，白沙津成为当时海南岛对外贸易的主要港口，各种船只停靠港口，在这里进行交易，成为岛内外商品集散地。海上贸易兴盛，有力促进了当时海口经济的发展。Naturally, Baishajin became the main port for Hainan Island's foreign trade at that time. Various ships docked at the port to conduct transactions, and it became a distribution center for goods both inside and outside the island. The prosperity of maritime trade greatly promoted the economic development of Haikou at that time.

　　此外，白沙津也是岛上居民出海谋生的主要口岸，又是历代王朝驻扎水军的海防要塞。宋中期的琼州渔民将捕获的鱼、螃蟹、虾、刺参、牡蛎、生蚝、海参、海胆、海螺等海产制成干货，以及海带和紫菜等海藻类，还有最受欢迎的沉香，全都经由白沙津的商人们装船运往大陆。In addition, Baishajin is also the main port for island residents to go to sea to make a living, and it is also a coastal defense fortress where naval forces have been stationed by successive dynasties. Qiongzhou fishermen in the mid-Song Dynasty made dried fish, crabs, shrimps, sea cucumbers, oysters, oysters, sea cucumbers, sea urchins, conches and other seafood, as well as seaweeds such as kelp and seaweed, as well as the most popular agarwood, all through Merchants from Baishajin shipped the goods to the mainland.

　　到了南宋淳熙年间，白沙津开始办理对外贸易与外籍船舶进出港口业务。据南宋王象之《舆地纪胜》记载：“琼州白沙津，蕃舶所聚之地。其港自海岸屈曲，不通大舟，而大舟泊海岸，又多风涛之虞。王帅光祖欲直开一港，以便商旅；已开而沙复合，人亦难之。忽飓风作，自冲一港，尤径于所开者。”uring the Chunxi period of the Southern Song Dynasty, Baishajin began to handle foreign trade and foreign ships entering and exiting the port. According to the records of Wang Xiangzhi of the Southern Song Dynasty in "Yu Di Ji Sheng": "Baishajin, Qiongzhou, is a place where foreign ships gather. Its harbor is bent from the coast and cannot be accessed by large ships. However, when large ships are anchored on the coast, there is the risk of wind and waves. Wang Shuai Guangzu wanted to be straight. A port is opened to facilitate business travel; once the sand is opened, it is difficult for people to escape. Suddenly a hurricane comes and rushes into the port, especially when it is opened. "

　　可见，当年白沙津常有外籍船舶进出港，贸易繁盛，推动了港口的繁荣。随着白沙津的繁盛，与之相邻的海口浦（即海田）也逐渐发展起来，岛内货物运输和仕商往来十分频繁，散落于大街小巷，而此时靠港的商铺林立，出现了“商贾络绎、烟火稠密”的兴盛局面。于是，白沙津便成为当时海南最大最繁忙的码头。It can be seen that at that time, foreign ships often entered and exited Baishajin port, and trade was prosperous, which promoted the prosperity of the port. With the prosperity of Baishajin, the neighboring Haikou Pu (Haitian) also gradually developed. The transportation of goods and businessmen on the island were very frequent, scattered in the streets and alleys. At this time, there were many shops near the port, and there were It created a prosperous situation with "a steady flow of merchants and dense fireworks". As a result, Baishajin became the largest and busiest terminal in Hainan at that time.

　　“但是白沙津过于频繁的交易，渐渐地，这里的航道屡遭浮沙及淤泥淤塞而变浅，大型船舶只能逐渐停泊在白沙口之外，等待潮涨而进。” 海口市地方史志办副主任王海云说。However, due to too frequent transactions in Baishajin, the waterway here has gradually been blocked by floating sand and silt and has become shallower. Large ships can only gradually anchor outside Baishakou and wait for the tide to come in." Local History of Haikou City Wang Haiyun, deputy director of the office, said.

　　因而，到了元初，“迁津建浦，港口码头移到海田的通津村”，因为距离府城仅十里，又靠近雷州半岛，于是海口浦逐渐代替白沙律的交通地位，成为全岛地物产出入的基地以及仕商往来的中心。Therefore, in the early Yuan Dynasty, "Jinjin was moved to Pu, and the port and wharf were moved to Tongjin Village in Haitian." Because it was only ten miles away from Fucheng and close to Leizhou Peninsula, Haikou Pu gradually replaced Baishalu's transportation status and became the island's real estate output. The base and the center for business exchanges.

从海口浦到新港

　　在海口的市志里，说起海口的得名是因为宋开宝五年(972年)，在海田村建浦，由于当时的海田村位于南渡江的出海口处，“海口浦”由此而来。史书记载，“迁(白沙)津建(海口)浦，自浦渡海称‘海口港’。”In the city annals of Haikou, it is said that Haikou got its name because in the fifth year of Kaibao's reign in the Song Dynasty (972), a Pu Pu was built in Haitian Village. Since Haitian Village at that time was located at the mouth of the Nandu River, "Haikou Pu" came from this. Historical records record that "it moved to (Baisha) Jin and built (Haikou) Pu, and then crossed the sea from Pu and called it 'Haikou Port'."

　　宋代的“海口浦”指的是“海田村一带”，其繁忙的码头就在这一带。海口得名源于此，迄今已有1000多年历史。"Haikou Pu" in the Song Dynasty refers to the "Haitian Village area", and its busy wharf is located in this area. Haikou is named after this and has a history of more than 1,000 years.

　　由于地增人多，海口浦不断扩大，港口码头由东自西逐渐移到通津，而此时北门外的水巷口建成了官渡，成为琼州府的官渡与商埠码头。元至治初，文宗潜邸时，自此登岸。ue to the increasing number of people in the land, Haikou Pu continued to expand, and the port terminal was gradually moved from east to west to Tongjin. At this time, Guandu was built at the water lane outside the north gate, becoming the Guandu and commercial port terminal of Qiongzhou Prefecture. At the beginning of the Yuan Dynasty, when Wenzong was hiding in his residence, he landed here.

　　于是，北门外至府城出现了海口市内最早的南北往来大道。而因为水巷口成为官渡和商埠，当时这里已是相当热闹和繁华。As a result, the earliest north-south thoroughfare in Haikou City appeared from outside the north gate to Fucheng. Because Shuixiangkou became Guandu and a commercial port, it was already quite lively and prosperous at that time.

　　据史料记载，宋元时期的海口浦是海口政治、经济、军事、文化中心，也是贸易中心，故有古海口市之称。海口浦港口，成为海口古城的发祥地According to historical records, Haikou Pu during the Song and Yuan Dynasties was the political, economic, military, cultural and trade center of Haikou, so it was called ancient Haikou City. Haikou Pu Port has become the birthplace of Haikou Ancient City.。

　　清代，海口浦对外交往和贸易日益频繁，当时许多海南人也从这里踏上了远赴南洋谋生之路。据记载，清道光年间，由海口至越南、新加坡、泰国等国的帆船每年不少于百艘，出洋的大都是三桅帆船，因为对外贸易和对外交往频繁，会馆、商埠、沿海街道相继兴建。During the Qing Dynasty, Haikou Pu's foreign exchanges and trade became increasingly frequent. At that time, many Hainanese also embarked on the journey to Southeast Asia to make a living. According to records, during the Daoguang period of the Qing Dynasty, there were no less than a hundred sailing ships from Haikou to Vietnam, Singapore, Thailand and other countries every year. Most of the sailing ships going overseas were three-masted sailing ships. Due to frequent foreign trade and foreign exchanges, guild halls, commercial ports, and coastal streets were built one after another. .

During the Qing Dynasty, Haikou Pu's foreign exchanges and trade became increasingly frequent. At that time, many Hainanese also embarked on the journey to Southeast Asia to make a living. According to records, during the Daoguang period of the Qing Dynasty, there were no less than a hundred sailing ships from Haikou to Vietnam, Singapore, Thailand and other countries every year. Most of the sailing ships going overseas were three-masted sailing ships. Due to frequent foreign trade and foreign exchanges, guild halls, commercial ports, and coastal streets were built one after another. .　　清代，海口浦对外交往和贸易日益频繁，当时许多海南人也从这里踏上了远赴南洋谋生之路。据记载，清道光年间，由海口至越南、新加坡、泰国等国的帆船每年不少于百艘，出洋的大都是三桅帆船，因为对外贸易和对外交往频繁，会馆、商埠、沿海街道相继兴建。

　　民国以后，往返于海口至南洋的国内外轮船就有十多艘，从这里出洋的海南人逐渐增多。随着城市发展，港口两边建筑逐渐增多，再加上港口使用频繁，淤泥日渐增多淤塞，海口浦港狭水浅，轮船上下旅客和货物仍需要由帆船转运。After the Republic of China, there were more than ten domestic and foreign ships plying from Haikou to Nanyang, and the number of Hainanese going overseas from here gradually increased. With the development of the city, the number of buildings on both sides of the port has gradually increased. Coupled with the frequent use of the port, the silt has increased and become clogged. Haikou Pu Port is narrow and shallow, and passengers and cargo on board ships still need to be transferred by sailing ships.

　　昔日的海口浦港口，随着城市的发展已渐渐远去，如今的海甸溪，已是现代都市里一条温柔的小河，“帆樯之聚，森如立竹”港口繁华景象已成为历史。港口的繁盛使当时的海甸溪两岸成为海口商业和城市中心，从得胜沙、中山路、解放路一带商业的繁盛印迹，可见当年这里的繁华景象。The former Haikou Pu Port has gradually faded away with the development of the city. Today, the Haidian River is a gentle river in the modern city. The prosperous scene of the port, "gathered with sails and rafters, is as dense as standing bamboo" has become history. The prosperity of the port made both sides of Haidian Creek become the commercial and urban center of Haikou at that time. From the prosperous commerce in Deshengsha, Zhongshan Road and Jiefang Road, we can see the prosperous scene here at that time.

　　城市发展需要港口，也依赖港口，尽管旧港口渐渐消失，但是新港口则会随之出现。1939年日寇侵琼，为便于掠夺海南物资，日军在书场码头栈桥东海湾增建一座栈桥码头和一条防波堤，并改称秀英码头，但大都作为军用，商旅出洋仍要在长堤西路堤岸转运。解放后，秀英码头成为了海南的出入门户。Urban development requires and relies on ports. Although old ports gradually disappear, new ports will appear. In 1939, the Japanese invaded Qiong. In order to facilitate the plunder of supplies in Hainan, the Japanese army built a trestle pier and a breakwater in the east bay of the Shuchang Pier Pier and renamed it Xiuying Pier. However, most of them were used for military purposes. Business travelers still had to use the Changdi West Road embankment when going overseas. transport. After liberation, Xiuying Pier became the gateway to Hainan.

　　1962年经国务院批准海口港为对外开放口岸，海口港成为海南和外界联系的主要桥梁。1973年，广东省投资在海口门(原海口内港入海处)兴建“海口新港”。In 1962, Haikou Port was approved by the State Council as a port open to the outside world, and Haikou Port became the main bridge connecting Hainan with the outside world. In 1973, Guangdong Province invested in the construction of "Haikou New Port" at Haikou Gate (formerly where Haikou Inner Harbor enters the sea).

从新港到马村港

　　海口新港位于市区南渡江支流海甸溪出海口，距秀英港7公里，曾是海南物资主要集散地，也是旅客出入海南岛的主要港口。Haikou New Port is located at the mouth of Haidian Creek, a tributary of Nandu River in the urban area, 7 kilometers away from Xiuying Port. It was once the main distribution center for Hainan materials and the main port for tourists entering and leaving Hainan Island.

　　从2005年起，海南省就开始推进海口秀英港、新港和马村港“三港合一”，新港从此陆续将客运业务进行转移。Since 2005, Hainan Province has begun to promote the "three-port integration" of Haikou Xiuying Port, Xingang Port and Macun Port. Since then, Xingang Port has gradually transferred its passenger transportation business.

　　同时，随着海口城市的不断发展，尤其是大货车中心城区限行政策的实施，对新港码头的作业产生了巨大影响，新港加快了对客滚船调整的速度。2008年，新港港区的化肥、粮食、饮料等货物装卸转移到秀英港，而从新港发班的海口至北海的客滚船航班也转到秀英港发班。At the same time, with the continuous development of Haikou city, especially the implementation of the traffic restriction policy for large trucks in the central urban area, it has had a huge impact on the operation of Xingang Terminal, and Xingang has accelerated the adjustment of ro-ro passenger ships. In 2008, the loading and unloading of fertilizers, grains, beverages and other cargo in Xingang Port Area was transferred to Xiuying Port, and the ro-ro passenger ship flights from Haikou to Beihai from Xingang Port were also transferred to Xiuying Port.

　　2011年6月15日，海口新港码头营运的“海口—海安”客轮航线也转移至秀英港区营运。这意味着海口新港将正式告别客运历史，结束了它的港口使命。On June 15, 2011, the "Haikou-Hai'an" passenger ferry route operated by Haikou New Port Terminal was also transferred to Xiuying Port Area for operation. This means that Haikou New Port will officially bid farewell to the history of passenger transportation and end its port mission.

　　从古时的白沙津、海口浦，到新港，再到现在的秀英港，海口港口经历了自东向西的变迁，其实也符合了海口城市西进的发展轨迹，反映了海口城市的演变和发展，港口的发展史折射的正是海口的历史，见证了海口乃至海南的辉煌。From Baishajin and Haikou Pu in ancient times to Xingang and now Xiuying Port, Haikou Port has experienced changes from east to west. In fact, it is in line with the development trajectory of Haikou City's westward expansion and reflects the evolution of Haikou City. and development. The development history of the port reflects the history of Haikou and witnesses the glory of Haikou and even Hainan.

　　“不仅是新港，秀英港也将逐渐搬迁出市区，这样不仅能解决港口与城市发展日益突出的矛盾，同时也为今后城市发展腾出更大的空间。”海南港航控股有限公司总裁林毅说。"Not only the new port, Xiuying Port will also gradually be relocated out of the urban area. This will not only solve the increasingly prominent contradiction between the port and urban development, but also make more space for future urban development." President of Hainan Port and Shipping Holdings Co., Ltd. Lin Yi said.

　　目前，海口正在建设海口港马村中心港区，今后，马村港区建成后，秀英港区散杂货货运和集装箱运输将陆续迁至马村港区，只保留客运。而远期，秀英港的客货汽车滚装运输业务也将调整至新海港区。Currently, Haikou Port is constructing the Macun Central Port Area of ​​Haikou Port. In the future, after the completion of the Macun Port Area, bulk cargo and container transportation in the Xiuying Port Area will be gradually moved to the Macun Port Area, leaving only passenger traffic. In the long term, Xiuying Port’s passenger and cargo vehicle roll-off transportation business will also be adjusted to the new seaport area.

　　根据规划，未来，秀英港片区远期将建成豪华邮轮母港区、旅游观光与度假区、商业娱乐综合区、商务办公区、码头支持系统维修区、短途客运港区、旧港改造区以及居住和商住混合区。同时，秀英港将为豪华邮轮母港区建立配套的集邮轮码头、超星酒店、旅游购物、休闲广场、公园为一体的多功能区。而马村港则将发展成为以能源、集装箱、散杂货及危险品运输为主，设施先进、功能完善、文明环保的现代化综合性港区。According to the plan, in the future, the Xiuying Port area will be built into a luxury cruise home port area, a tourism and resort area, a commercial and entertainment complex, a business office area, a terminal support system maintenance area, a short-distance passenger transport port area, an old port reconstruction area, and residential and Mixed commercial and residential area. At the same time, Xiuying Port will build a supporting multi-functional area integrating cruise terminals, super star hotels, tourism shopping, leisure plazas and parks for the luxury cruise home port area. Macun Port will develop into a modern comprehensive port area focusing on the transportation of energy, containers, bulk cargo and dangerous goods, with advanced facilities, complete functions, civilization and environmental protection.

　　“白沙津”、“海口浦”、“新港”、“秀英港”、“马村港”……这一个个港口名字，或已成为记忆，或即将成为历史，但是它们却如海边的珍珠一般，点缀这片海域，见证了海口的巨大变化和辉煌发展历程。http://www.hkwb.net/nrpd/content/2011-07/28/content_366270_4.htm

中华人民共和国时期[编辑源代码]

1950年海口港分为长堤码头、秀英码头。

1952年底对秀英码头进行修复；原长堤岸的内港码头进行了航道和港池疏浚。

1956年海口港址迁至秀英，秀英码头改称为海口港，俗称秀英港；长堤港址称内港(后经扩建工程又称海口新港)。

1984年1月交通部海南港务管理局成立。海口港更名为海口港务公司，属交通部海南港务管理局领导。[3]

The first recorded port in the current location of Haikou was founded by the Southern Song Dynasty Southern Song Dynasty , Baishajin was formed into a port by the impact of hurricane waves, which was called "Shenying Port". Later, a beach was formed, which was called Haikou Port (also known as Huanhai Port). Since the Ming Dynasty , Haikou Port has become the center of Qiongzhou merchants and a distribution center for goods. The " Changguan General Administration" was established in the Qing Dynasty , and the port's foreign trade developed greatly during this period.早期历史[编辑源代码]

海口海关旧址

南宋时期白沙津由飓风海浪冲击自成一港，时称“神应港”。后又产生一片浦滩地，时称海口浦(亦称环海浦)。自明朝以来海口浦成为琼州客商往来的中心和货物集散地。清设“常关总局”，此时期港口对外贸易有较大发展。

In 1858, the Tianjin Treaty opened Qiongzhou as a trading port. In 1876, the Qiongzhou Customs (abbreviated as "Qiong Customs") was established in Haikou. At the same time, the Qiongzhou Customs Taxation Office was established, and a wharf was built at Changdi. In 1925, the city wall of Haikou was demolished, and the Changdi Wharf embankment was built, which was connected to today's Changdi Road. In 1926, Haikou was established as a city and was named Haikou City . Changdi Wharf became the wharf of Haikou Port. In 1934, merchants raised funds to build a shallow-water wharf on the west coast of Xiuying Bay . It was called Shuchang Wharf because it was close to Shuchang Village and was put into use in 1935. One year later, because the port was far from the city and land transportation was inconvenient, it was converted into a barge berthing wharf . Later ,it was destroyed by typhoon waves and abandoned. 1858年，天津条约辟琼州为通商口岸。1876年琼州海关(简称“琼海关”)在海口设立。同时成立琼海关税务公署，并在长堤建设码头。1925年海口所城城墙拆除，建长堤码头堤岸，连成今天的长堤路。1926年海口设市，始称海口市，长堤码头便因此成为海口港码头。1934年由商人集资在秀英湾西海滨兴建浅水码头1座，因其邻近书场村而称为书场码头，1935年投入使用。一年后，因港口离市区远，陆上交通不方便，改作驳船停泊码头，后因被台风海浪袭击毁坏而作废。

During the Japanese occupation of Hainan , the Japanese army built a 74.9-meter-long and 16-20- meter-wide Xiuying Pierin 1940 on the east side of the original Shuchang WharfIt was bombed by British and American aircraft in the late period of World War II . In addition, due to the Kuomintang - Communist Civil War and other reasons, the wharf could not be repaired and was almost abandoned.海南日占时期，日军于1940年在原书场码头东侧建1座长74.9米，宽16—20米的秀英栈桥码头，俗称秀英码头。在第二次世界大战后期遭到英美飞机轰炸。加之因国共内战等原因码头无法得到修复，几近荒废。

===People's Republic of China Period=== 

In 1950, Haikou Port was divided into Changdi Wharf and Xiuying Wharf. At

the end of 1952, Xiuying Wharf was repaired; the channel and harbor basin of the original inner harbor wharf of Changdi were dredged.

In 1956, the port of Haikou was relocated to Xiuying, and Xiuying Wharf was renamed Haikou Port, commonly known as Xiuying Port; the Changdi Port was called Inner Port (later called Haikou New Port after the expansion project). In

January 1984, the Ministry of Communications Hainan Port Authority was established. Haikou Port was renamed Haikou Port Company, which was under the leadership of the Hainan Port Authority of the Ministry of Communications.

New Port

is the Changdi Wharf of Haikou Port, formerly known as Haikou Inner Port. The expansion project of Haikou Inner Port started in 1973 and was completed in March 1976. After the expansion, the annual throughput can reach 400,000 tons. In August of the same year, the Guangdong Provincial Government renamed Haikou Inner Port as "Haikou New Port" and established the Haikou New Port Authority. In 1985, a ferry terminal was added. In 1996, the cargo throughput reached 4.1 million tons, the import and export passengers reached 3.27 million, and the car throughput reached 305,000 vehicles. It was no longer in use in 2011, and all functions were transferred to Xiuying Port.新港[编辑源代码]

为海口港长堤码头，前称海口内港，1973年海口内港扩建工程开工。1976年3月竣工，扩建后年吞吐量可达40万吨。同年8月广东省政府将海口内港更名为“海口新港”，并成立海口新港港务局。1985年增建轮渡码头。1996年货物吞吐量达410万吨，进出口旅客327万人次，汽车通过量30.5万辆次。2011年已停止使用，全部功能转移至秀英港。

Xiuying Port

is the Xiuying Wharf of Haikou Port. In 1952, the Xiuying Wharf of Haikou Port started to be repaired. It was officially put into operation in 1954, with an annual designed throughput capacity of 150,000 tons. In 1974, it was expanded for the second time, and the annual designed throughput capacity after the expansion was 350,000 tons. In 1983, the construction of the passenger terminal, the east quay and the west quay started, and it was put into operation in 1985. In the 1990s, 10,000-ton berths and a new domestic ferry passenger terminal were built. In 1996, the cargo throughput reached 533.9 tons. The container terminal project was put into operation in 2009.秀英港[编辑源代码]

为海口港秀英码头，1952年海口港秀英码头动工修复。1954年正式投产，年设计通过能力15万吨。1974年进行二次扩建，扩建后年设计通过能力35万吨。1983年动工兴建客运码头、东驳岸、西驳岸工程，1985年投产。1990年代建设万吨级泊位和新的国内轮渡客运大楼。1996年货物吞吐量达533.9吨。集装箱码头工程于2009年投产。

Xinhai Port

, formerly known as "Lielou Port", is located in Xinhai Village, Xiuying District. During the Sui and Tang Dynasties, it was the main port for cargo transportation on the island. Later, due to its distance from the city, cargo transportation on the island and the inconvenience of businessmen, Lielou Port gradually declined. Later, it was used as a fishing port in Xinhai Township. In 2013, the first phase of the Xinhai Port Ferry Terminal started construction and was completed and put into operation at the end of 2015. The second phase started in 2016 and was completed and put into operation in 2017.新海港[编辑源代码]

古称“烈楼港”，位于今秀英区新海村，隋唐期间为岛内货物运输主要港口，后因距离府城较远，岛内货物运输和仕商往来不便，因此，烈楼港逐渐衰落。后作为新海乡渔港使用。2013年，新海港轮渡码头一期开工建设，并于2015年底建成投产。二期于2016年开工，2017年建成投产。

Macun Port

马村港[编辑源代码]

为解决海南岛内电力供应问题，1986年4月于马村兴建马村电厂，同时建马村港卸煤港口码头，1987年12月建成。1988年经国务院批准为临时进出外籍油轮的口岸。同年9月验收合格投产。1989年海南裕环厂和中国石化各在马村港建成一座专用码头。2007年兴建散杂货码头。

In order to solve the problem of power supply in Hainan Island, the Macun Power Plant was built in Macun in April 1986, and the Macun Port Coal Unloading Port Terminal was built at the same time, which was completed in December 1987. In 1988, it was approved by the State Council as a temporary port for foreign oil tankers to enter and exit. It was put into operation in September of the same year after passing the acceptance inspection. In 1989, Hainan Yuhuan Factory and Sinopec each built a dedicated terminal in Macun Port. In 2007, a bulk cargo terminal was built.

Port Area Distribution

Haikou Port currently has three port areas: Xiuying Port, Xinhai Port, and Macun Port. 

Xiuying Port Area:

Located on Binhai Avenue, Xiuying District, Haikou City, it mainly undertakes passenger and vehicle ferry business and container business in the Qiongzhou Strait. According to the plan, in the future, Xiuying Port Area will be transformed into a cruise terminal and retain the functions of short-distance passenger transport, maritime law enforcement, rescue, and logistics support.

Xinhai Port Area:

Located in Xinhai Village, Changliu Town , Xiuying District, Haikou City , it was completed in 2015 and mainly undertakes passenger and vehicle ferry business in Qiongzhou Strait and Beihai Route. In the future, all the automobile ro-ro transport business of Haikou Port will be transferred here. 

Macun Port Area:

Located in Macun , Laocheng Town, Chengmai , it currently undertakes the bulk cargo business of the original Xiuying Port Area, and has special terminals such as power plant terminal and tanker terminal. After the fourth phase container terminal is completed, it will undertake the container business of Xiuying Port Area.

Port Facilities

Xiuying Port

It is divided into three different functional terminals: container terminal, bulk cargo terminal and ferry terminal. There are nearly 30 production berths in total, which can berth up to 50,000-ton ships. It is equipped with 15 tower cranes, including 3 light tower cranes. There are 7 container cranes, including 1 light container crane. In terms of passenger transportation, it has 7 5,000-ton ferry berths and 5 3,000-ton ferry berths. There is a 5,000-square-meter passenger terminal building. It is also equipped with special docks for maritime police and logistics support. 

New Seaport

is a ferry terminal with a total of 16 ferry berths, including 14 5,000-ton berths and 2 10,000-ton berths. It has a temporary passenger terminal, and is also equipped with truck inspection stations, traffic tax collection and other facilities. The terminal comprehensive hub project is currently under construction and is scheduled to be completed in 2022. 

Macun Port

is a bulk cargo terminal with a total of 2 production berths, both of which are 40,000-ton berths. There is also a 35,000-ton berth for the power plant dedicated terminal, equipped with a total of 14 tower cranes and 2 light tower cranes. 

References

{{ Haikou City }} {{ Ports of the People's Republic of China }}

your article name) is... (description)The new plan for Haikou Port is about to be released, and it is planned to increase the port's throughput by 115.5 million tons. Release

time: 2023-08-22 08:58 Clicks : 336 Source: Internet

Recently, the Hainan Provincial Department of Transportation is conducting the "Second Publicity of the Environmental Impact Assessment of the Haikou Port Master Plan (Revised)". The new plan plans to arrange a total of 92 productive berths in three port areas, and the port production land area is about 565 hectares (1,400 acres)

Maintaining the overall development pattern of "one port and three areas",

a total of 92 productive berths are arranged in the three port areas

. It is understood that the scope of this plan is the port coastline of Haikou City and Chengmai County and the waters and land areas of each port area. The base year of the plan is 2022, and the horizontal year is 2035. It is comprehensively predicted that the cargo throughput of Haikou Port will be 187 million tons in 2035, with an average annual growth rate of 4.1% from 2022 to 2035. The total length of the port coastline of Haikou Port in this plan is 22.96km, of which 17.68km has been developed, accounting for 77% of the planned port coastline.

The new planning of Haikou Port will maintain the overall development pattern of "one port and three districts", that is, Haikou Port will consist of three port areas: Xiuying, Xinhai and Macun. Xiuying Port Area: including part of the old dock of Xiuying Port and Nanhai Pearl Dock, focusing on the development of cruise tourism and port and shipping services, taking into account the functions of maritime affairs, salvage support and guarantee system base. As an auxiliary channel for cross-sea passenger and vehicle transportation, it retains the emergency peak-shaving function of passenger and vehicle transportation, and gradually transfers container and piece goods transportation to Macun Port Area.

Xinhai Port Area is the core port area of ​​Hainan Province's cross-strait transportation, including Xinhai Automobile Passenger and Cargo Ro-Ro Terminal, Yuehai Railway Train Ferry Terminal and the upcoming Zhanhai High-speed Railway Ferry Terminal. It mainly guarantees the cross-sea transportation of railways and roads in Hainan Province, and undertakes the functions of high-speed rail, ordinary railway ferry and automobile passenger and cargo Ro-Ro transportation.

Macun Port Area is the core cargo transportation port area of ​​Haikou Port, mainly serving the development of production and living materials and port-related industries, oil and gas development and service guarantee in Hainan Province. It mainly transports containers and bulk cargo, taking into account the functions of liquid bulk cargo and dangerous goods Ro-Ro transportation.

There are 92 productive berths in the three port areas, and the port production land area is about 5.65 million square meters. There are 7 waterways planned this time; 15 anchorages (including anchorages) are planned.

The port throughput has increased by 115.5 million tons compared with the previous round.

The efficiency of shoreline utilization has been further improved

. Compared with the previous round of planning, it is found that the port throughput in this round of planning has increased by 115.5 million tons compared with the previous round. The throughput of coal, metal ore and train ferries has been reduced. The forecast volume of roll-on/roll-off transport and the number of passengers has increased significantly, and the throughput of oil products, mining and construction, non-metallic ores and other goods has increased on a small scale. The scale of the port shoreline in this round has increased by 5.18km, 8 planned berths have been reduced, and the land area has been reduced by 354 hectares.

It is reported that the revision of the overall plan of Haikou Port has planned a total of 22.96km of port shoreline, of which 17.68km of developed shoreline has occupied 77% of the planned port shoreline. Compared with the previous round of planning, this plan has been optimized and adjusted in terms of port shoreline scale, land area, number of berths and reclamation area. Among them, the land area, number of berths and reclamation area have been greatly reduced, and the efficiency of shoreline utilization has been further improved, reflecting the concept of conservation and intensive use.

From the perspective of the degree of ecological and environmental impact, this plan does not directly occupy ecologically sensitive areas such as mangroves and important ecosystems, does not occupy the ecological protection red line, and involves reclamation of some ports. The reclamation, dredging and other engineering contents during the implementation of the plan will have a certain impact on the marine ecology, hydrodynamics and water environment. During the implementation of the plan, it is necessary to strengthen the implementation of environmental protection measures, carry out long-term tracking monitoring and evaluation of sensitive protection objects, carry out ecological protection and restoration work, and further strengthen the overall protection of the ecosystem and the construction of regional environmental emergency response capabilities.

The public can make suggestions or opinions based on whether the evaluation content of the "Environmental Impact Report of the Overall Plan of Haikou Port (Revised)" is accurate and comprehensive, whether the evaluation conclusion is reasonable, and whether there are other environmental problems in this overall plan. Feedback can be given to the planning compilation unit or the environmental assessment unit by letter, telephone, fax, email, etc.

Planning background:

Enhance Haikou Port's ability to ensure the smooth operation of the domestic circulation.

It is also understood that Haikou Port is located in the northern part of Hainan Province and the southern bank of the Qiongzhou Strait. It is a major coastal port in China and an important hub of the comprehensive transportation system. It is the passenger and cargo distribution center of Hainan Province facing the mainland. It undertakes 100% of the roll-on/roll-off vehicle transportation, more than 99% of the passenger transportation and 59% of the cargo transportation of the coastal ports in the province, and has a significant position in Hainan's port transportation system. In

July 2008, the Ministry of Transport and the People's Government of Hainan Province jointly approved the "Haikou Port Master Plan" (hereinafter referred to as the 2008 version of the "Master Plan"), which provided effective guidance for the healthy development of the port in a certain period of time and provided a scientific basis for the effective protection and rational development of shoreline resources. Since the approval and implementation of the 2008 version of the "Master Plan", the external environment and macro situation faced by Hainan Province's ports and Haikou Port have undergone tremendous changes.

In order to adapt to the development and changes of the international and domestic macro-situation in the new era, and the new trends in major national and regional strategic deployments, enhance Haikou Port's ability to ensure the smooth operation of the domestic circulation; accelerate high-quality development, expand the integrated development of the regional transportation system, and give full play to the functions of a comprehensive transportation hub; optimize and improve the spatial and functional layout of the entire port, realize the rational allocation of resources across the port, and promote the coordinated and sustainable development of the port, industry and city, it is very necessary and urgent to carry out the preparation of the "Haikou Port Master Plan (Revised)".

Haikou Port: Building a Shipping Center for the New Silk Road Facing Southeast Asia 

Central Government Portal 　www.gov.cn 2014-06-23 10:56 Source : Xinhua News Agency [ Font: Large, Medium, Small] Print this page Share Xinhua News Agency Haikou , June 23, Hainan Haikou Port's No. 17 and No. 18 berths are two 10,000-ton berths, which are always busy. Mechanical and electrical products, fertilizers and other goods are continuously shipped from here to ASEAN countries. Haikou Port has become an important window for trade with Southeast Asia. Located in the north of Hainan Island, Haikou Port faces the Leizhou Peninsula across the Qiongzhou Strait to the north. It is an important gateway for Hainan's external connections. As a major port, Haikou Port undertakes more than 99% of Hainan Province's cargo volume and more than 40% of its passenger volume. Surrounded by the sea and close to ASEAN, Haikou Port, which is at the forefront of reform and opening up and has a lot of location advantages, hopes to become an "important node of the Maritime Silk Road" and a "bridgehead radiating Southeast Asia." As an important transit port in ancient times, Haikou Port is full of confidence in building a shipping center facing Southeast Asia on the New Silk Road. Since the Song Dynasty, Haikou's "Shenying Port" has become a must-go port for shipping in the South China Sea. Hainan's famous scholar Qiu Jun once described it as "the gathering of sails and masts is as dense as bamboos." In modern times, the development of Haikou Port is closely related to the further opening up of Hainan. From only one foreign trade route from Haikou to Hong Kong, it has now developed trade and transportation exchanges with dozens of countries and regions such as Vietnam and Malaysia. At present, Haikou Port includes three port areas, Xiuying, Macun and Xinhai. Xiuying port area is the main port area, accounting for more than 60% of the total throughput of Haikou Port, and undertakes most of the bulk cargo, ferry transportation and all container business. In 2012, the throughput of Haikou Port's container terminal exceeded one million TEUs, setting a historical record. Ships from ports in Zhanjiang, Guangxi and other places have transited at Haikou Port. Haikou Port has now become a transit hub port and container transit center in the Beibu Gulf region. Affected by various factors, the proportion of foreign trade in the entire Haikou Port is still relatively small. "With the proposal of the strategy of building the 21st Century Maritime Silk Road and the development of foreign trade with ASEAN, Haikou Port has actively accelerated port construction and optimized resource allocation. The potential for foreign trade development is huge and the prospects are broad." said Hu Xianglei, chief planner of the investment department of Hainan Port and Shipping Holdings Co., Ltd

According to Hu Xianglei, Haikou Port is actively promoting the construction of the new port area, improving its functions and increasing its throughput capacity. "Xiuying Port will gradually transform and develop into an international cruise home port and yacht sailing base in the future, and the car ferry business will gradually transfer to the new Haikou Port area. As the main port area in the future, Macun Port will orderly undertake the bulk cargo and container business, and will be built into a hub port for the Beibu Gulf container center and a regional logistics center facing Southeast Asia." In

addition to port construction, Haikou Port is also actively planning and opening up shipping routes. "Haikou Port has opened container feeder lines in many places around the Beibu Gulf, and plans to open feeder lines in some ports in Southeast Asia in the future. These 'sea public buses' - container liners will collect and transport port cargo on fixed routes, further promoting the construction of Haikou Port's shipping hub center." Hu Xianglei said. (Reporters Guo Yaqiang, Xia Guannan, Zhang Zhongkai) 

Editor: Fu Yizhou History of Haikou Customs The predecessor of the Haikou Customs of the People's Republic of China was the Qiongzhou Customs (abbreviated as "Qiong Customs") established in 1876. As early as the Song Dynasty, Hainan Island's maritime trade was relatively developed. During the Qiandao period of the Southern Song Dynasty (1165-1173 ) , the Qiongzhou Maritime Customs Branch was established in Hainan, which was the prototype of the Qionghai Customs. During the reign of Emperor Kangxi, the Qing government abolished the Maritime Customs System and established four customs in Jiangsu, Zhejiang, Fujian and Guangdong. The Guangdong Customs has seven general ports, and Haikou General Port is one of them. After the Second Opium War, Haikou Port was first opened to Britain, Russia, France, the United States and European countries as a foreign trade port. During the reign of Emperor Guangxu of the Qing Dynasty, the Qiongzhou Customs was formally established in Haikou (referred to as "Qiong Customs", commonly known as "foreign customs"). The Qiongzhou Customs fully implemented the foreign customs system, and senior positions were held by foreigners. In June 1950, the Haikou Customs of the People's Republic of China was established. Under the centralized and unified leadership of the General Administration of Customs, it conscientiously performed the tasks entrusted by the state to the customs, such as entry and exit supervision, taxation, anti-smuggling, import and export statistics, entry and exit health quarantine, animal and plant quarantine, import and export commodity inspection, and import and export food safety supervision, and took on the important task of guarding the country's "South Gate". During the "Cultural Revolution", the work of Haikou Customs was seriously affected. In 1971, the Hainan District Revolutionary Committee even approved the abolition of Haikou Customs, which was restored in 1972. After the Third Plenary Session of the Eleventh Central Committee, the work of the customs entered a brand new period. The central government decided to accelerate the development and construction of Hainan, establish the Hainan Special Economic Zone, and give great policy preferences. Hainan's economy showed great vitality, and the customs business volume increased sharply with the development of Hainan's foreign trade and economic construction. In 1984, with the approval of the State Council, Haikou Customs was upgraded to a direct-affiliated customs at the bureau level. In April 2018, Haikou Customs and the former Hainan Entry-Exit Inspection and Quarantine Bureau completed the institutional reform task, and the new Haikou Customs officially started operation. https://www.ufsoo.com/port/haikou%20new%20pt/Overview

of Haikou Customs Haikou Customs of the People's Republic of China is an entry and exit supervision and management agency directly under the General Administration of Customs, with jurisdiction over 19 cities and counties in Hainan Province. The customs area is surrounded by the sea, with the Qiongzhou Strait in the north, the Beibu Gulf in the west, and the South China Sea in the east and south. Haikou Customs currently has 19 internal departments, including 1 deputy department-level department (Anti-Smuggling Bureau) and 18 division-level departments; 12 subordinate customs, including 1 deputy department-level subordinate customs (Yangpu Customs) and 11 division-level subordinate customs; 7 institutions. There are more than 1,700 employees. There are 8 first-class open ports and 3 second-class ports under the jurisdiction of Haikou Customs. The business categories include general trade, processing trade, aircraft leasing, vehicle import, non-trade channel off-island duty-free, luggage, mail, cross-border e-commerce, express delivery supervision, etc. There are various supervision areas such as freight, bonded, passenger inspection, mail inspection, ports and off-island duty-free shops. It undertakes the functions of entry and exit supervision, taxation, combating smuggling, import and export statistics, entry and exit health quarantine, animal and plant quarantine, import and export commodity inspection, and import and export food safety supervision. In recent years, Haikou Customs has thoroughly studied and implemented Xi Jinping Thought on Socialism with Chinese Characteristics for a New Era, resolutely implemented the decisions and arrangements of the Party Committee of the General Administration of Customs and the Hainan Provincial Party Committee and Government, continuously enhanced the "four consciousnesses", strengthened the "four self-confidences", achieved the "two safeguards", insisted on strengthening supervision, optimizing services, and fully supported Hainan's comprehensive deepening of reform and opening up. The wind is strong and the sails are full to write a new chapter, and the leapfrog development will create glory. Haikou Customs will continue to study, publicize and implement Xi Jinping Thought on Socialism with Chinese Characteristics for a New Era and the spirit of the 19th National Congress of the Communist Party of China, fully implement the requirements of "building the customs through politics, strengthening the customs through reform, guarding the customs according to law, developing the customs through science and technology, and governing the customs strictly", adhere to strengthening supervision and optimizing services, and make positive contributions to supporting the construction of the Hainan Free Trade Pilot Zone (Port) and realizing the Chinese dream of the great rejuvenation of the Chinese nation!

Home ›› Depth ›› Text Haikou Port, Industry and City "Integrate" to Create a New Future towards the Sea 2023 - 12 - 15 10:32:25 Source: China Water Transport News Author: All-media reporter Zhang Zhifan At 6:30 on November 29, the Fenghuangling passenger and vehicle ferry slowly sailed away from berth No. 3 of Xinhai Port, marking the country's largest port passenger and vehicle integrated hub - Haikou Xinhai Ro-Ro Terminal Passenger Integrated Hub Station (referred to as "Xinhai Passenger Integrated Hub Station") project has been put into trial operation. Kunpeng spreads its wings from now on. As an important port on the south bank of the Qiongzhou Strait, Xinhai Port has always been responsible for connecting Hainan Free Trade Port and the Guangdong-Hong Kong-Macao Greater Bay Area. Now the trial operation of Xinhai Passenger Transport Integrated Hub will further promote the "two-way" rush between Hainan and Guangdong provinces, and help the "golden waterway" of the Qiongzhou Strait to further release the "golden" benefits. The operation of Xinhai Passenger Transport Integrated Hub is of great significance. As a comprehensive supporting hub project of Xinhai Port, the Xinhai Passenger Transport Integrated Hub Project is an important measure of Hainan Strait Shipping Co., Ltd. (hereinafter referred to as "Strait Shares") in accordance with the deployment of COSCO Shipping Group to implement the national "Belt and Road" initiative, serve the construction of Hainan Free Trade Port, help Hainan Province to strengthen the port inspection and supervision function after the closure of the customs, and effectively promote the development strategy of Haikou City of "prospering the city with the port". The reporter learned from Haixia Shares that the total investment in the integrated design and construction of the Xinhai Passenger Transport Integrated Hub Project and the Xinhai Port Transportation Integrated Hub (GTC) and supporting facilities construction project is 5 billion yuan, covering a total area of ​​934,200 square meters, with a total construction area of ​​216,000 square meters, and an annual design capacity of 35 million passengers and 5.6 million vehicles. As an important supporting facility for the closed customs operation of Hainan Free Trade Port and a key promotion project for the integration of ports and shipping in the Qiongzhou Strait, after being put into operation, the Xinhai Passenger Transport Integrated Hub will integrate functions such as port waiting, boarding and disembarking, port inspection, hub business and transportation "zero transfer", while enhancing the port supervision capacity of Xinhai Port under the background of "first-line liberalization and second-line control" of the Free Trade Port, it will also play the "transportation hub +" benefit, drive the development of tourism, commerce, culture, free trade services and other industries in the Xinhai Port area, and promote the integrated development of Haikou Port, industry and city, build an international tourism consumption center, and promote the construction of the Qiongzhou Strait Economic Belt and Hainan Free Trade Port.

　　

Port construction is booming.

"This has changed so much. We used to enter the port through the Xinhai Avenue, which was about 30 meters wide, but now it has become a new channel that is 100 meters wide, with more than 10 independent access channels!" said Mr. Zhang, a truck driver, excitedly.

Before the Xinhai Passenger Transport Integrated Hub was put into use, truck drivers had only one channel to enter the port. Once they encountered the peak period of entering the port, they would often wait for half a day, and the efficiency and experience needed to be improved. But now, with the help of Hui'an inspection equipment, vehicles can pass smoothly in as little as 50 seconds.

The reporter learned from Strait Shares that the Xinhai Port will be connected to Haixiu Expressway, Yehai Avenue, and the Ring Expressway through the Haikou section of the G15 Shenhai Expressway, and will be connected to the ring island expressway network, greatly improving the efficiency of passenger flow and logistics in and out of the island.

Relying on the port to develop the port economy has become an important way for regional economic development. In recent years, Haikou Port has continued to strengthen its hub function and radiation driving capacity, bringing a new development engine for the construction of Hainan Free Trade Port. In 2022, the cargo throughput of Haikou Port will reach 111.183 million tons, and the container throughput will reach 2.146 million TEUs, which will play an important role in boosting the industrial and economic development of the port area.

On the morning of November 22, as the "Qiankun Blue Ocean" slowly arrived at the container terminal of Haikou Port, the containers loaded with cargo landed one by one and piled up, marking the official opening of the "Haikou - Shantou - Qingdao" container route of Haikou Port Container Terminal Co., Ltd., and the construction of the North-South Maritime Expressway has entered a new stage. This route is the second direct transportation route from Hainan Island to the north after the "Haikou - North China/Northeast" route. It will promote the rapid circulation of grain going south and export paper products, polypropylene and other goods going north, and is of great significance to the facilitation of the cooperative development and mutual benefit and win-win situation of the trade markets between the two places.

The reporter learned that the Haikou Port Area of ​​Haikou Port Container Terminal Co., Ltd. has opened 18 routes, connecting North China, East China, South China and other places, radiating major domestic coastal ports, and has gradually been built into a domestic trade gateway port of Hainan Free Trade Port, which is an important support for the high-quality development of Hainan's modern logistics industry.

The development of ports and shipping on both sides of the Qiongzhou Strait has ushered in a major breakthrough

. As a major channel in and out of Hainan Island, the Qiongzhou Strait is one of China's busiest water transport channels and is known as the "Golden Waterway". More than 90% of Hainan Province's daily necessities and one-third of its passenger traffic must be transported through the Qiongzhou Strait. In the past, the Qiongzhou Strait was restricted by navigation resources, and Hainan Province's external connections have been restricted. In recent years, with the accelerated construction of Hainan Free Trade Port, the development of ports and shipping on both sides of the Qiongzhou Strait has ushered in a major breakthrough.

Recently, the reporter learned that in November 2023, the facility renovation project of the north and south ports (North Port) of the Yuehai Railway will enter the pre-approval publicity stage of the environmental impact report. The project is an important part of the Yuehai Railway Ferry Upgrade and Reconstruction Project, and proposes a plan for ordinary trains not to cross the sea and passengers to transfer to ferries to cross the sea. After the project is completed, it will effectively improve the transportation capacity of the Yuehai Railway Ferry to meet the current growing freight and roll-on/roll-off needs of Qiong and Guangdong provinces.

In addition, in order to better meet the travel needs of the people and fully serve the construction and development of Hainan Free Trade Port, the Pearl River Navigation Administration has taken the lead in establishing a coordination mechanism for passenger and vehicle transport management in the Qiongzhou Strait, promoting the implementation of the "Action Plan for Further Improving the Service Capacity and Safety Management Level of Passenger and Vehicle Transport in the Qiongzhou Strait (2022-2024 ) ", and accelerating the resolution of related issues that restrict high-quality development.

The connection between ships and boats has existed since ancient times. Looking to the future, with the steady improvement of the port infrastructure level on both sides of the Qiongzhou Strait, the "Golden Waterway" will usher in a butterfly leap, and the "two-way rush" between Qiongzhou and Guangdong provinces will further promote regional coordinated development and write a new footnote for the pragmatic cooperation between the two places.

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《海口港马村港区规划修订方案（2022-2035年）》环境影响评价第二次公示I. Planning Overview and Analysis

(I) Planning Overview

1. Scope and Focus of Planning Revision

The scope of this planning revision is the shoreline and corresponding land and water areas of the Macun Port Area in the 15th edition of the plan. The forecast base year is 2021 (some data refer to 2020), and the forecast level year is 2035. The focus of this planning revision is the functional layout of the shoreline and land area, the layout of the plane and waterway, and the optimization and adjustment of the port boundary of the land and water area.

2. Functional Positioning

Positioning of Macun Port Area: Macun Port Area is an important coastal port area clearly defined in the "14th Five-Year Plan for Water Transport Development". It is one of the core port areas of Haikou Port, an important gateway for Hainan to form a new pattern of reform and opening up at a higher level and promote the construction of a free trade port. It is a strategic fulcrum for the northern region of Hainan to rely on the super-large domestic market and smooth the domestic and international dual circulation. It is the main carrier for the relocation of freight from Xiuying Port Area, and mainly undertakes the transportation needs of port-related industrial development and the economic and social development of Haicheng Wendi. It is mainly based on containers and bulk cargo, supplemented by liquid bulk cargo such as oil products, and provides guarantees for the development of South China Sea resources.

3. Throughput

Macun Port is a comprehensive cargo port of Haikou Port. In the future, Macun Port will rely on superior port conditions and the superior port-side industrial environment created by the industrial parks such as Chengmai Old Town Development Zone and Haikou Comprehensive Bonded Zone to undertake the cargo transportation needs of new industries, traditional industrial raw materials and finished products, and daily necessities in the northern Hainan region, and become one of the core ports that meet the cargo transportation needs of the northern Hainan region and even the entire Hainan Province. It is predicted that the throughput of Macun Port will be 65 million tons in 2035.

4. Shoreline Utilization Planning

In order to facilitate management and utilization, this plan divides the port shoreline into Class I and Class II. The planned port coastline is 20.99 km, and the developed coastline is 10.68 km. Among them, the west side of Huachang Bay-Dongshui Port is a Class I port coastline with a length of 13.42 km, and the east side of Shatu Village-Linshi Port is a Class II port coastline with a length of 7.57 km.

5. Land layout plan

This plan is revised on the basis of the "15th version of the plan" and follows the overall spatial layout of "reducing quantity, adjusting stock, optimizing increment, and improving energy level". Among them, the west side of Chengmai Bay is restricted by relevant conditions such as environmental protection and land reclamation policy restrictions. This plan will use this coastline as a port coastline, but will not be arranged in plane.

In general, this plan will form a total of 8,350 m of terminal coastline, arrange 44 berths of 0.1 to 100,000 tons, and plan the terminal's annual throughput capacity of 71.25 million tons (including 36 million tons of bulk cargo + 125,000 vehicles + 2.5 million TEU containers + 5.25 million tons of oil, gas and liquid bulk), and the land area is about 4.58 million m2. The plan of Macun Port is as follows.

The eastern port area of ​​this plan consists of three major areas from west to east, namely the multi-purpose wharf area in the west, the general wharf area in the middle and the oil, gas and chemical wharf area in the east. The western multi-purpose area is located on the southeast side of the Central Port Basin, starting from the mouth of Huachang Bay in the south and ending at the south side of the existing Macun Phase II general wharf in the north. The total length of the wharf shoreline is planned to be 1,500m, with 7 multi-purpose wharfs of 0.1 to 70,000 tons (taking into account the loading and unloading of dangerous goods containers), with an annual design throughput capacity of 2.5 million TEUs, forming a land area of ​​730,000 m2. The central general wharf area is mainly composed of the Macun Phase II berth on the east side of the Central Port Basin, the CNOOC Oilfield Service Base Wharf in the East Port Basin, and the shore section from the Huaneng Power Plant in the East Port Basin to the Xinxing Port Shore Section. By deepening the shore section plan of Huaneng Power Plant reserved in the "15th Edition Plan", and integrating the existing Macun Phase III bulk cargo terminal to the Xinxing Port shore section, the total length of the planned terminal shoreline is 4,317m, 26 0.5-100,000-ton general berths are arranged, the annual design throughput capacity is 36 million tons, and the land area is 2.1 million m2. Among them, Macun Phase II is arranged with 6 0.5-50,000-ton general berths, and the total length of the planned terminal shoreline is 1,052m; the COS Oilfield Service Base in the East Port Basin is arranged with 11 0.2-50,000-ton general berths, and the total length of the planned terminal shoreline is 1,285m; the existing 1# berth of Huaneng Power Plant on the east side of the East Port Basin remains unchanged, and the 1# berth of the power plant is integrated to the Xinxing Port shore section, and 8 0.5-100,000-ton general berths are arranged, and the total length of the planned terminal shoreline is 1,750m. The oil, gas and chemical terminal area is mainly composed of the shore section from the Eastern Military Terminal to the existing LNG Terminal and the oil berths on the inner side of the West Breakwater of the East Port, forming a total berth shoreline length of 2,072m, arranging 10 0.2~50,000-ton oil, gas and chemical terminal areas, with a planned annual design throughput capacity of 5.25 million tons, forming a land area of ​​1.72 million m2. Among them, considering the future aging of the military terminal, Sinopec Oil Terminal and Guosheng Terminal and the demand for new berths for oil storage and transportation, two 0.5~50,000-ton hazardous chemical berths will be newly built using the shore section between the existing Guosheng Oil Terminal and the existing Sinopec Shennan LNG berth; considering the development needs of ship types, the current Sinopec Shennan LNG berth will be upgraded to 30,000 GT; at the same time, the two 2~5,000-ton oil berths at the root of the West Breakwater of the East Port will be retained unchanged. In addition, a 150,000 m³ LNG berth is reserved on the west side of the existing Sinopec Shennan LNG berth. In addition, a 0.3-10,000 GT ro-ro berth is arranged inside the Macun Phase II breakwater , forming a total length of 261m of the wharf shoreline, with a planned annual throughput capacity of 125,000 vehicles and a land area of ​​30,000 m2. The support system wharf area is arranged on the south side of the multi-purpose wharf area, with a shoreline length of 200m.

6. Water area layout

plan The main channel of Macun Port is planned to be controlled by two-way navigation for 50,000-ton bulk carriers, one-way navigation for 70,000-ton bulk carriers fully loaded at full tide, and one-way navigation for 100,000-ton bulk carriers at high tide. The branch channel of the East Third Port Basin uses natural water depth to enter the port. The branch channel of the East Second Port Basin is planned to be controlled by one-way navigation for 70,000-ton bulk carriers fully loaded at full tide and one-way navigation for 100,000-ton bulk carriers at high tide. The branch channel of the East First Port Basin is planned to be controlled by one-way navigation for 50,000-ton bulk carriers at high tide. The branch channel of the harbor basin is planned to be controlled by two-way navigation for 20,000-ton container ships, one-way navigation for 50,000-ton container ships fully loaded at full tide, and one-way navigation for 70,000-ton container ships at high tide.

This revision basically follows the anchorage layout of the "15th edition of the plan" and will not be revised for the time being. There are 5 planned anchorages with a total area of ​​21.5km2.

7. Compared with the previous round of planning

, in terms of port function positioning, the cargo types of Macun Port Area remain basically unchanged after this revision, but the status of liquid bulk cargo transportation such as oil products has declined, and the port-side industry and modern logistics functions have been weakened.

In terms of shoreline utilization, therefore, compared with the two rounds of shoreline utilization planning schemes, this plan revision adds 0.99km of port shoreline, of which 7.57km on the west side of Huachang Bay are all Class II port shorelines, which will not be developed in the near future. Compared with the current situation, 10.31km of port shoreline will be added. In terms of

land layout, compared with the 15th edition of the Macun Port Area Plan, 17 berths, 5,820m of dock shoreline and 2.58 million m2 of land area will be reduced. However, based on the current situation, 19 berths and 3,924m of wharf shoreline will be added, and the throughput capacity will be increased by 59.26 million tons/year.

From the perspective of spatial layout and function, the Macun Port area is currently mainly developing the eastern part, and the planning content of the western part is all implemented. This plan revision cancels the original planning content of the western port basin, the western and southern parts of the middle port basin, and the East Second Jetty and East Third Jetty, and integrates the East Third Port Basin. The eastern part of the central port basin basically maintains the original planning scheme.

In terms of reclamation changes, after this plan revision, the plane layout of the western part of Huachang Bay and all the ports in Huachang Bay will be cancelled. It will mainly continue to expand and adjust the functions on the basis of the existing port basin in the eastern part of Huachang Bay. The reclamation area is mainly the multi-purpose berth area at the mouth of Huachang Bay, with an area of ​​about 60hm2, which is about 866.66hm2 less than the previous round of planning.

In terms of water area layout, the anchorage planning content basically follows the content of the previous round of planning, and the main changes are reflected in the channel planning: the original West Port No. 1 branch channel and the reserved west port channel in the west are cancelled. In terms of channel planning, the direction of the Zhonggangcheng channel and the Eastern Port Channel basically maintains the status quo, but the main channel grade is upgraded to meet the 100,000-ton bulk carrier's one-way navigation at high tide, and the East Port No. 3 uses the natural water depth unchanged; the East Port No. 2 branch channel is upgraded to meet the 100,000-ton bulk carrier's one-way control at high tide; the East Port No. 1 is upgraded to meet the 50,000-ton bulk carrier's one-way navigation at high tide; the Zhonggang branch channel is controlled by 20,000-ton container ships bidirectionally, 50,000-ton container ships fully loaded one-way at full tide, and 70,000-ton container ships one-way at high tide.

(II) Analysis of planning environmental constraints

The above-mentioned current situation survey data shows that the atmosphere in the planning area can meet the second-level standard requirements in the "Ambient Air Quality Standard" (GB3095-2012 ) . Water quality monitoring of Chengmai Bay and the coastal waters of the port area shows that the shipping area of ​​Macun Port meets the three-category standards and has good water quality. The Macun Port Area of ​​Haikou Port does not occupy an environmentally sensitive area, and there are no obvious environmental constraints on the implementation of this revised plan. However, the Huachang Bay Marine Mangrove Reserve, tourist resort, reserved area and agricultural and fishery waters are distributed near the planning area. Risk accidents may occur during the implementation of the plan, posing a certain potential threat to the habitats and protected objects of the surrounding protected areas.

(III) Analysis of planning coordination and consistency

1. The revision of the planning of the Macun Port Area of ​​Haikou Port basically follows the requirements of the National Coastal Port Layout Plan, the 14th Five-Year Plan for Water Transport Development, and the 14th Five-Year Plan for Comprehensive Transportation of Hainan Province for Haikou Port and Macun Port Area in terms of port nature and functional positioning, and types of transported goods. Its construction goals and ideas, shoreline planning schemes, etc. are in line with the overall requirements of the Main Functional Area Planning of Hainan Province, the 14th Five-Year Plan for Marine Ecological and Environmental Protection of Hainan Province, the 14th Five-Year Plan for Ecological and Environmental Protection of Hainan Province, the 14th Five-Year Plan for Marine Functional Zoning of Hainan Province, and the 14th Five-Year Plan for Ecological and Environmental Protection of Chengmai County. At the same time, the implementation of this round of planning revision can accelerate the construction of terminal infrastructure in the Macun Port Area of ​​Haikou Port, and actively promote the construction of a modern port system in Haikou Port.

2. In this revision of the planning of the Macun Port Area of ​​Haikou Port, part of the coastline occupies the HN011W area of ​​the Hainan Province coastal marine environmental function zoning (Chengmai Macun sewage mixed area), which is partially inconsistent with the plan. It is recommended to optimize and adjust the planning boundary to achieve the occupation of this area.

3. This revision of the planning of the Macun Port Area of ​​Haikou Port occupies the general plan of Chengmai County (spatial category 2015-2030 ) , and part of the land area of ​​the operation area occupies the green space and square planning land in the urban and rural planning. The coastline near Caifang Port is adjacent to or occupies the basic farmland in the basic farmland planning area, the coastline on the west side of the Huachang Bay occupies the planned Class II protected forest land, and the land terminal behind the East Three Ports occupies the Class IV protected forest land, which is in conflict with the "General Plan of Chengmai County (Spatial Category 2015-2030 ) ". It is recommended to optimize and adjust the planning scheme to achieve the occupation of basic farmland and protected forests.

4. There is a partial inconsistency between the reclamation area of ​​the multi-purpose wharf area and the spatial control requirements of the “Three Lines and One List” (“It is prohibited to implement reclamation in key bays, marine nature reserves, aquatic biological nature reserves, core areas of aquatic germplasm resources protection areas, key protection areas and reserved areas of special marine protection areas, key estuary areas, important coastal wetland areas, important sandy coastlines and sand source protection waters, special protection islands and important fishery waters”).

(IV) Analysis of conformity with the “Three Lines and One List”

The western Class II coastline within the scope of this plan revision involves priority protection areas, and the easternmost coastline of the eastern port area involves a small number of priority protection areas. The main spatial layout of the Macun port area is located in the key control area. It is necessary to strengthen environmental pollution control in the port area in accordance with the control requirements of the Three Lines and One List. This evaluation recommends the cancellation of the western Class II port coastline and the further reduction of the coastline overlapping with the priority protection area in the eastern port area. In the development of Macun Port, groundwater will not be exploited, and air pollutants will not significantly affect the regional air quality after effective treatment; the cargo types are not high-polluting cargo types, and they do not belong to the serious overcapacity industries required by the state's capacity replacement requirements; during the implementation and operation of the plan, the basic requirements of ecological and environmental protection can be fully implemented, and port and ship pollutants can be properly handled, which will help promote the continuous improvement of regional environmental quality. Therefore, on the basis of adopting this adjustment suggestion, this plan revision complies with the requirements of the "Three Lines and One List" related plans such as the "Implementation Opinions on the Ecological and Environmental Zoning Control of Hainan Province's "Three Lines and One List" and the "Implementation Plan for the Ecological and Environmental Zoning Control of Chengmai County's "Three Lines and One List".

(V) Resource Carrying Capacity Analysis

This plan plans all the natural coastlines of the port area outside the Huachang Bay coastline as port coastlines. If all the planned coastlines are developed, the high-intensity coastline development will cause significant damage to the coastline landscape and the ecological flow channels between land and sea. In the process of implementing the port area planning, we should adhere to the intensive use of the 13.42 km Class I port coastline east of Huachang Bay and maintain the natural state of the Class II port coastline west of Huachang Bay. From the perspective of resource utilization, the natural coastline resources of Macun can support the development plan of the port area. The

land area occupied by the Macun port area planning this time is 465 hectares, accounting for 15.9% of the land area for transportation and water utilization in 2020 in the overall land use plan of Chengmai County. The long-term land resource utilization efficiency can reach 13.98t/m2. At the same time, the "Chengmai County Master Plan (Spatial Category 2015-2030 ) " has included the "Macun Port Expansion Phase III and IV Project" in the major projects of transportation and water conservancy facilities. Therefore, the implementation of the Macun port area planning is feasible in terms of land resource carrying capacity, and the land for important port construction has also been included in the major projects and is guaranteed in terms of land.

At present, the water resource demand of Macun Port can be fully met. In the future, with the increase of available water, the proportion of water resource demand for port planning implementation to available water will be further reduced to 3.2%. It can be seen that the total water resources in Chengmai County can support the implementation of this round of Macun Port planning.

(VI) Analysis of planning environmental rationality

Planning port scale: ① The natural shoreline resources, land resources and water resources in Chengmai County can support the implementation of the revised plan for Macun Port. ② After the implementation of the revised plan for Macun Port, a certain amount of sea will be added. With the increase in throughput, the amount of sewage and dust generated will increase slightly. Under the premise of further strengthening the existing pollution prevention and control measures, the sewage, dust and other pollution in Macun Port will not have a significant impact on the environmental quality of the planning area.

Environmental rationality: The revision of the Macun Port plan is based on the 15th version of the plan. It has made major revisions to the shoreline and port layout of Macun Port, cancelled the original spatial layout plan of the western port, and optimized the spatial layout and function of the eastern port. Compared with the original plan, the area of ​​reclamation has been greatly reduced. The scope of the plan revision does not involve the ecological protection red line and other ecologically sensitive areas. During the implementation of the plan adjustment plan, the construction scale should be strictly controlled, environmental protection requirements should be implemented, and the impact on the regional ecological environment should be prevented.

II. Conclusions of Environmental Impact Assessment

(I) Conclusions of Water Environmental Impact Assessment

After the implementation of the planning scheme, when the inflow velocity of the lagoon is the largest, the velocity of the upstream of the new channel is basically between 0.50 and 1.10 m/s. The maximum velocity occurs near the management and business district, with a velocity of 1.10 m/s. The exit L11 of the original lagoon channel has become a dock platform, and the velocity at the exit L10 of the new lagoon channel is 0.14 m/s; the maximum velocity of the internal waters above L6 of the lagoon has increased by 0.01 m/s, and the velocity of the channel excavation waters has decreased; when the outflow velocity of the lagoon is the largest, the velocity of the upstream of the new channel is basically between 0.40 and 0.80 m/s, and the maximum velocity occurs near L6, with a velocity of 0.79 m/s. The velocity at the exit L10 of the new lagoon channel is 0.23 m/s. The maximum velocity of the internal waters above L6 of the lagoon has increased by 0.02 m/s, and the velocity of the channel excavation waters has decreased. The tidal volume of Huachang Lagoon was counted and it was 1731.1╳104m³ before the implementation of the plan and 1723.6╳104m³ after the implementation of the plan.

(II) Conclusion of Ecological Impact Assessment

This plan does not directly occupy ecologically sensitive areas and important ecosystems. The impact on the ecological environment of water and land includes direct biological losses caused by reclamation and dredging, ecological value losses caused by changes in the original attributes of land use, beaches and coastlines, and long-term impacts of pollution emissions during the operation period. The

reclamation planned in this plan is mainly concentrated in the multi-purpose wharf area at the mouth of Huachang Bay. The estimated reclamation area is about 60hm2, of which 30hm2 of beach area and 30hm2 of water area are occupied. Secondly, the central general wharf area is planned to form a large shore form, and the existing wharf front needs to be partially renovated. The estimated reclamation area is 12.13hm2, of which 2.88hm2 of beach area and 9.25hm2 of water area are occupied. The oil and gas chemical wharf area does not involve reclamation. The total reclamation of this plan adjustment is 72.13hm2, of which 32.88hm2 of beach area and 39.25hm2 of water area are occupied. According to rough estimates, the dredging area of ​​the channel and anchorage is expected to reach 372hm2, and the dredging volume is 20.65 million m3. The implementation of the plan will cause a one-time loss of 56.48t of benthic organisms and a total loss of 261.13t, a one-time loss of 11.44t of intertidal organisms and a total loss of 228.71t, a one-time loss of 83.927 million fish eggs and a total loss of 305 million eggs, and a one-time loss of 3.497 million fry and a total loss of 12.7106 million fry.

The land area of ​​this plan is mainly the existing port land, but it also partially occupies forest land, grassland, waters, and tidal flats, occupying natural shoreline resources, causing the loss of the original ecosystem service function. The planned new multi-purpose wharf area will occupy 5.66hm2 of bare land and 7.34hm2 of artificial forest (northern trail of Falkland Island); the oil and gas chemical wharf area will occupy 64.83hm2 of non-construction land, including 23.2hm2 of forest land and 41.63hm2 of grassland; the general wharf area has been developed, leaving about 6.24hm2 of green land. After the implementation of the plan, ecological land such as forest land and grassland will be changed to port production land. The vegetation damage caused by the occupation of land is irreversible and permanent, causing a total loss of the original ecosystem service value of these lands of about 506,700 yuan per year. The land area layout specified in this plan involves 72.13hm2 of reclamation, including 32.88hm2 of shore and 39.25hm2 of water (see Section 7.2.1.1 for details). The loss of marine and tidal flat ecosystem functions will reach 4.4135 million yuan per year. In the future, the port development of the 7.38km undeveloped coastline on the west side will inevitably occupy the beach and waters. Based on the average width of 200m, it is roughly estimated that 147.6hm2 of beach will be occupied, resulting in an additional loss of ecological service value of 17.5848 million yuan. This planning scheme plans a total of 20.99km of port coastline, and the newly added multi-purpose dock area will occupy about 1.3km of coastline. Only 0.19km of the west coastline is used by Caifang Port Fishing Port and Linshi Port Fishing Port, and 7.38km is undeveloped, and it is mainly sandy coastline. It is estimated that the implementation of the plan may cause a loss of 295 million yuan in ecological service value of the natural coastline, which is a large loss of ecological service value. Analysis of the sediment conditions in the sea area shows that it is difficult for the sandy coastline to recover naturally after development, resulting in a permanent loss of 108 million yuan in service value.

After the implementation of the plan, the sewage during the construction period mainly includes oily wastewater from ships and other water equipment, wastewater from cast-in-place maintenance of dock beams and slabs, and domestic sewage from employees on ships and on land. The pollutants that may enter the water during the operation period mainly include dust-containing or oil-containing rainwater runoff at the front of the dock, and large-scale oil leakage caused by ship oil spill accidents. During the construction and operation process, if the sewage is not properly handled, it is easy to cause wastewater overflow, pollute the water body, hinder the normal development of eggs and larvae of aquatic organisms such as fish and shrimp, reduce the growth rate of aquatic organisms and reduce resistance to diseases, etc., which will have a certain impact on marine plankton, benthic organisms, intertidal zone organisms, fishery resources, etc.

The surrounding areas of this plan are Huachang Bay Coastal Wetland and Dongshui Port Coastal Wetland with mangrove ecosystems as the main body, Huachang Bay Seagrass Bed, Coral and Madao Uninhabited Island. The implementation of the plan has little impact on the hydrodynamic characteristics, temperature, salinity, and water quality of the concentrated distribution area of ​​the mangrove ecosystem, but port and ship noise may disturb birds living in the mangroves on the east side of Madao and Huachang Bay. The seagrass in the seagrass bed of Huachang Bay is mainly Baker's salt grass. Judging from the indicators such as water flow velocity, sand content, and tidal volume, the implementation of the plan has no obvious change on the habitat of the seagrass bed in Huachang Bay. Chengmai Bay is not a concentrated distribution area of ​​corals, with only sporadic corals distributed. The implementation of this plan mainly causes the death of a limited number of corals at local points, and the overall impact on the corals in Chengmai Bay is relatively small, but the potential environmental risks brought by the plan may pollute the sea area near Yubaojiao, threaten the existing coral reefs in Yubaojiao, and even cause the death of coral reefs. The multi-purpose berth area planned in this plan will completely occupy the small island in the north of Madao through enclosure and filling, which will significantly change the natural topography and landforms of the island, which belongs to the situation of "causing serious changes in the natural topography and landforms of the island or causing the disappearance of the island body", and also caused a loss of 7.34hm2 of forest land and a loss of ecological service value of 103,100 yuan/year. According to the requirements of laws and regulations such as the "Law on the Protection of Islands" and the "Measures for the Approval of the Development and Utilization of Uninhabited Islands", the occupation of the northern small islands in this plan should be approved by the State Council before implementation, and the relevant management requirements for wastewater and waste should be followed during development. The plan will not cause significant changes in the topography and coastline of the southern main island of Madao, nor will it significantly change the habitat of the mangrove patches on the south side of the main island, but it may cause some interference to bird activities, and the overall impact on the ecology of the main island is relatively small.

(III) Conclusion of atmospheric environmental impact assessment

According to the atmospheric prediction results, after superimposing the current background concentration in the region, the daily and annual average concentrations of TSP, PM10 and PM2.5 at the port boundary and various sensitive targets of Macun Port in 2035 can meet the concentration limit requirements in the "Ambient Air Quality Standards" (GB3095-2012 ) . The hourly and long-term concentrations of NMHC at the port boundary and various sensitive targets can meet the concentration limit requirements of 2.0mg/m3 in the "Detailed Explanation of the Comprehensive Emission Standards for Atmospheric Pollutants". The air pollutant emissions from ships and port collection and distribution trucks in 2035 were calculated respectively. The results show that the air pollutant emissions from ships and collection and distribution vehicles are relatively small overall. Since the diffusion range of ships and collection and distribution vehicles is limited, they will not have much impact on the atmospheric environment of the surrounding areas.

After the implementation of the plan, the pollutant emissions from various pollution sources, the contribution of dust concentration in the yard, and the contribution of oil and gas volatilization concentration account for a small proportion of the standard. Therefore, combined with the current status and improvement trend of ambient air quality in Haikou City and Chengmai County, after strictly implementing various air pollution prevention and control policies and measures in the future, the implementation of the plan will have little impact on the regional atmospheric environment quality. It is recommended to further strengthen the pollution prevention and control in the transportation process, operation process, yard, and loading and unloading area, and reduce dust pollution through measures such as covering, dry and wet dust removal, and wind and dust suppression nets; strictly require ships to use compliant fuel, give priority to shore power when ships are docked, increase the utilization rate of port shore power, and accelerate the promotion of the proportion of new energy and clean energy used by ships to reduce the emission of atmospheric pollutants from ships; continuously improve the emission standards of collection and distribution trucks, accelerate the promotion and application of new energy trucks, and further reduce the pollution of collection and distribution vehicles; strengthen the promotion of terminal oil and gas recovery and treatment technology, control terminal oil and gas emissions, and reduce the impact of ship and port emissions on the atmospheric environment of the surrounding areas.

(IV) Conclusion of acoustic environmental impact assessment

According to the results of noise impact analysis, the noise generated by mechanical operations and facility operations in Macun Port has little impact on the periphery of the port area. The distance outside the port boundary affected by port noise is about 40m, and there are no sensitive targets within this range. It is recommended that newly built residential, commercial, cultural and educational Macun institutions and other facilities be built as far as possible outside the port boundary 40m. If it is difficult to avoid, certain engineering measures should be taken for protection. For the internal layout of the port area, it is recommended to place machinery or operating areas with high noise levels away from residential areas, and to appropriately arrange low-noise places such as port office areas between operating areas and residential areas. In order to ensure the occupational safety and health of port workers in the port area, it is recommended that the continuous working time of workers in the container operation terminal area be controlled within 6 hours. At the same time, each berth should gradually adopt advanced loading and unloading equipment and processes to further reduce the impact of loading and unloading noise.

After the implementation of the Macun Port Area Plan, without considering protection and terrain slope, it can be seen from the prediction results that the daytime access road within 100m can meet GB3096 -2008 requirements, nighttime traffic noise has a large impact range, and the noise pollution caused by port collection and distribution is serious. It is recommended that new noise-sensitive facilities be strictly prohibited within 500m on both sides of the main collection and distribution channels; strengthen the green belts on both sides of the port access road as a noise barrier, and use new technologies and new materials to reduce the impact of noise when building and expanding the port access road; the main port access channel gradually implements a passenger and cargo separation transportation system.

(V) Conclusion of solid waste impact assessment

The solid waste in Macun Port is divided into port production and living waste, ship waste and hazardous waste. According to the plan, it is estimated that the total port area will generate 900t/a of domestic waste, 3250t/a of production solid waste, 51.7t/a of ship domestic waste and 46.8t/a of hazardous waste in 2035. Each terminal enterprise in the Macun Port area has set up garbage storage points. All domestic garbage in the operation area is concentrated in garbage stations or garbage bins, and a third-party professional cleaning company is entrusted to transport it to the sanitation department for centralized treatment. Ship garbage and oily waste are directly received and disposed of by the shipowner directly contacting Hainan Zhongfu Ship Service Co., Ltd. approved by the Hainan Maritime Safety Administration, and the hazardous waste transfer joint form system is implemented; waste oil recovery points and temporary waste storage areas are set up in the port area to temporarily store hazardous waste generated in the operation area in accordance with the relevant requirements of the "Hazardous Waste Storage Pollution Control Standard" (GB18597-2001 ) and its amendments, and then handed over to Hainan Baolai Industry and Trade Co., Ltd. for regular reception and treatment.

The amount of solid waste generated in the Macun Port area is relatively small. The survey of the regional municipal garbage treatment capacity and hazardous waste treatment capacity shows that the amount of garbage generated by ports and ships will increase after the implementation of the plan, but it will not cause significant pressure on the regional garbage treatment capacity. Under the premise of strictly implementing the above treatment and disposal measures, it will not have a significant impact on the port area and the surrounding environment.

(VI) Environmental risk assessment conclusion

analysis of the impact of oil spills on mangroves in ecologically sensitive areas around the port under adverse conditions. Through the analysis of the hydrodynamic simulation results, it can be seen that: under the calm wind field, the oil spill sweeping area under the planned tidal current in 72 hours is 122.7 km2, and the oil film reaches the mangrove on the left 59 hours after the oil spill; the oil spill sweeping area under the current tidal current in 72 hours is 103.4 km2, and the oil film reaches the mangrove on the left 49 hours after the oil spill; under the SW unfavorable wind field, the oil spill sweeping area under the planned tidal current in 72 hours is 61.8 km2, and the oil film reaches the mangrove on the left 8.5 hours after the oil spill; the oil spill sweeping area under the planned tidal current in 72 hours is 55.0 km2, and the oil film reaches the mangrove on the left 18.5 hours after the oil spill; under the N unfavorable wind field, the oil spill sweeping area under the planned tidal current in 72 hours is 5.4 km2, and the oil film reaches the mangrove on the left 10.5 hours after the oil spill; the oil spill sweeping area under the planned tidal current in 72 hours is 4.8 km2, and the oil film reaches the mangrove on the left 6.5 hours after the oil spill. Due to the hydrodynamic conditions, it is difficult for the mangroves on the right and below to enter the flow field in the bay, and the impact conditions are mitigated; for the mangroves on the left, due to the high openness of the ocean flow field, the growth of mangroves is easily affected by oil spills. Attention should be paid to the effective interception and removal of oil spills to ensure that the mangroves maintain a good living environment. When a chemical leak occurs, the concentration of chemicals in the water body in the surrounding sea area will increase to a certain extent. After the leak occurs, it will mainly have a certain impact on the surrounding environment. It is recommended to take emergency measures as soon as possible after the accident, such as blocking the leak and using absorbent materials to absorb chemicals to avoid further spread of chemicals.

III. Environmental Protection Countermeasures

Table 11.4-1 Summary of the main environmental mitigation measures required by this report

No.

Environmental factors

Main measures

1 Ecological

environment (1) Further optimize the use of the sea in the western multifunctional berth area, give priority to the use of high-pile permeable structures, and minimize the impact of the use of the sea at the mouth of Huachang Bay on the exchange capacity of the water body in the bay and the marine ecosystem. (2) Actively carry out coral surveys at the front of the existing docks in the Macun Port area, formulate coral protection and restoration plans, and relocate existing corals before the dock upgrading project is implemented to minimize the impact of port development on corals. (3) It is recommended that dredging operations should avoid strong winds and waves during port and channel construction; advanced equipment and scientific and reasonable construction processes should be used for dredging operations; the construction period should be shortened as much as possible, and marine life in the construction area should be driven away before construction. (4) Compensation should be made for ecological losses caused by the implementation of the adjustment plan, and the compensation work should be completed under the supervision and management of the fishery department. (5) Ecological follow-up evaluation should be carried out during the implementation of the port area planning. It is recommended that an environmental impact follow-up evaluation be carried out every five years or so after the implementation of the adjustment of this plan, and the coral resources near the port area and the mangrove ecology in Huachang Bay should be included in the follow-up evaluation content. 2 Water environment (1) Strengthen sewage collection and treatment during the construction period, and prohibit discharge into the sea. (2) The municipal pipe network will be constructed in Macun Port Area. The sewage in the existing operation area will be included in the old city sewage treatment plant for centralized treatment as much as possible. New docks need to build their own sewage treatment facilities. If there is no pipe network, they should build their own sewage treatment facilities. After treatment, the sewage will be reused when it meets the standards. No new sewage outlets shall be added. (3) It is recommended to further improve the scheme for receiving, transferring and disposing of ship pollutants and improve the receiving and disposal capacity of oily sewage. 3 Atmospheric environment (1) For newly added and expanded operation areas, full closure measures should be taken as much as possible when upgrading the dry bulk cargo yard. (2) Shore power should be constructed and used for new and existing specialized docks as required. (3) Strictly implement the emission requirements of ship pollution control areas, improve the efficiency of cargo loading and unloading at the operation area dock, shorten the berthing time of ships, and reduce the emission of ship exhaust gas. (4) Accelerate the upgrading of vehicle and ship structures and promote the use of new energy vehicles. New or replaced operation vehicles and non-road mobile machinery in the operation area should mainly use new energy or clean energy. 4 Acoustic environment (1) Reasonably arrange the construction progress and actual situation, strengthen the management of the construction site, and select low-noise and low-vibration construction machinery and transportation vehicles. (2) The use of high-noise equipment should be restricted. If necessary, sound insulation and noise reduction design should be adopted and operators should be equipped with protective equipment. (3) The protection of vehicle traffic noise should be considered in combination with the protection of vehicle exhaust. Actively build green belts around highways to reduce noise pollution. IV. Planning optimization and implementation suggestions (I) Planning optimization and adjustment suggestions The revised plan of Macun Port has been greatly reduced on the basis of the original planning scheme. The land layout of the West 1st Harbor Basin and the West 2nd Harbor Basin on the west side of Huachang Bay has been completely cancelled. The western part is controlled as the port coastline without plane layout. At the same time, the coastline functions located in Huachang Bay have been cancelled. Overall, it reflects the ecological civilization concept of downsizing and conservation development. After the revision of this plan, the reclamation area will be reduced by about 866.7hm2 compared with the previous round of planning. Compared with the current situation, the sea area will be increased by 60hm2, and it will mainly be located at the mouth of Huachang Bay. It will have a certain impact on the exchange of water bodies inside and outside Huachang Bay. In addition, the navigable water space is slightly insufficient, and part of the existing land area of ​​Ma Island needs to be excavated. It is recommended to give priority to high-pile permeable structures and to reduce the sea area as much as possible on the basis of ensuring the function of the wharf to reduce the change in hydrodynamic conditions. (II) Suggestions for the implementation of the planning scheme 1. Actively connect with relevant plans such as national land space planning

This planning adjustment adheres to the concept of intensive and efficient utilization under the bottom line constraint, and has greatly compressed the scope of the shoreline and port area in the previous round of planning. However, the relevant planning work such as the three districts and three lines in Chengmai County is currently underway. During the implementation of this adjustment plan, we should take the initiative to coordinate with the overall land use plan and the national land space plan to avoid conflicts between the functional positioning of this adjustment scope and the national land space plan.

2. Actively promote the transformation plan of the water channel on the west side of Huachang Bay

to further optimize the water exchange capacity inside and outside Huachang Bay, improve the self-purification capacity of the water body in Huachang Bay, and reduce the impact of the filling of the mouth of Huachang Bay on the seagrass bed and mangrove ecosystem in Huachang Bay. It is recommended to actively promote the preliminary research on the water channel on the west side of Huachang Bay, fully demonstrate and select the best water channel design plan on the premise of maximizing the improvement of the aquatic ecosystem in Huachang Bay, and implement it as soon as possible.

3. Improve resource utilization efficiency and enhance the level of intensiveness .

Further improve the utilization efficiency of the adjusted wharf shoreline, optimize and integrate the water and land space and wharf resources of the production shoreline, and improve the scale, specialization, intensiveness and utilization efficiency of the wharf berths. During the environmental impact assessment of berth and waterway projects, the destination and treatment methods of dredged soil in the port basin and waterway should be clarified to ensure that the dredged soil is effectively utilized or handled in compliance with regulations to avoid secondary pollution.

4. Strengthen environmental rectification and implementation of pollution prevention and control measures.

Coordinate the prevention and control of environmental pollution for new and existing docks, implement the requirements of "leading the old with the new", and make up for the shortcomings in environmental protection. Optimize the treatment and disposal methods of sewage and solid waste in the port area, and use the treatment methods of collecting and piped sewage or self-treatment and reuse. Improve and implement the construction plan of port and ship pollutant reception, transfer and disposal facilities, strengthen the supervision of the whole process, and ensure that all kinds of pollutants are properly disposed of. Strengthen the pollution control of dust, volatile organic compounds, etc., and give priority to fully enclosed measures for dry bulk loading and unloading and storage and transportation. Oil berths and tank areas should take strict prevention and control measures such as oil and gas recovery. According to the International Convention for the Control and Management of Ships' Ballast Water and Sediments, increase the construction requirements of ship ballast water shore reception facilities, strengthen the management of ship ballast water and sediments in accordance with laws and regulations, and prevent the invasion of alien species.

5. Strengthen the safety supervision of dangerous goods berths and yards.

There are some roll-on/roll-off dangerous goods transport in the second phase berths of Macun Port. If there is a dangerous goods storage operation area during the operation, it is necessary to demarcate a special dangerous goods yard, reserve the corresponding safety distance, and arrange safety protection facilities. At the same time, strengthen the environmental and safety supervision of the existing dangerous goods loading and unloading operations, standardize the operation process, ensure the reserve of emergency facilities, strengthen safety drills, and avoid possible environmental and safety hazards.

6. Strengthen regional environmental risk prevention

After the implementation of this adjustment plan, the throughput of Macun Port will increase, the number of ships will increase, the trend of large-scale ships will develop, and the scale of ship pollution accidents will increase. The upgraded terminal should be equipped with anti-pollution and emergency equipment according to relevant requirements. Strengthen the environmental risk management of the port area, and strengthen the risk prevention measures for the loading, unloading, transportation and storage of liquid bulk products such as oil products in Macun Port. Build emergency response capabilities that match the environmental risks of the port area and tank area, coordinate the planning of emergency bases, ships and equipment warehouses, formulate emergency plans for sudden environmental events, establish a regional environmental risk joint prevention and control mechanism, and effectively prevent and control regional environmental risks.

7. Vigorously promote the use of clean energy and improve energy consumption levels.

With the continuous improvement of the requirements for carbon peak and carbon neutrality in the transportation industry, the Macun Port Area should further increase the proportion of clean energy utilization in the port area. The terminal should simultaneously build supporting shore power facilities, encourage the construction of supporting clean energy supply facilities, vigorously promote the use of clean energy such as photovoltaic energy and hydrogen energy, and strengthen the energy-saving technology transformation of port area lighting and operations, reduce energy consumption, and gradually reduce the carbon emission intensity of port enterprises.

8. Establish and improve the long-term monitoring system of the ecological environment.

Based on the existing ecological environment monitoring and control foundation of the Macun Port Area, a normalized monitoring system covering water, ecology, atmosphere and other elements should be established. According to the monitoring results and changes in the quality of the ecological environment, the planning and construction content of the port area, ecological environment protection measures and operation management should be optimized in a timely manner.

9. Strengthen the subsequent ecological environment management

. After the last round of planning, Haikou Port and Macun Port Area have not carried out planning environmental impact assessment and follow-up evaluation. Promote the revision of the overall plan of Haikou Port and the planning environmental impact assessment as soon as possible, carry out the preparation of the environmental impact follow-up evaluation of the overall plan of Haikou Port, report or notify the relevant competent departments of the evaluation results in accordance with the law, and include the ecological and environmental protection requirements and results of this planning environmental impact assessment in the revision.

10. Establish and improve a long-term ecological environment monitoring system.

Establish a regular monitoring system covering water, ecology, atmosphere, important environmental sensitive targets and other elements, and timely optimize the port planning and construction content, ecological environment protection measures and operation management according to the monitoring results and changes in ecological environment quality.

11. During the implementation of the "Plan", an environmental impact tracking evaluation should be carried out in accordance with the law five years after the formal implementation of the plan, and the environmental impact report should be re-compiled when the "Plan" is revised.

V. Evaluation Conclusion

The "Revised Plan for the Overall Planning Scheme of the Macun Port Area of ​​Haikou Port" has been greatly reduced on the basis of the original planning scheme, and the land layout of the West One Port Basin and the West Two Port Basin on the west side of the original Huachang Bay has been completely cancelled. The western part will be controlled as the port coastline without plane layout. At the same time, the coastline functions located in Huachang Bay will be cancelled, and the functions of the eastern port area will be partially optimized and adjusted. In general, this revision of the plan is coordinated with the main functional zoning of Hainan Province, the marine functional zoning of Hainan Province, the overall plan of Chengmai County (spatial category), and the requirements for the control of three lines and one list of Chengmai County.

In general, on the basis of strictly implementing the optimization and adjustment suggestions and environmental protection measures proposed in this evaluation, further improving the emergency response capacity of risk accidents, strengthening environmental monitoring and follow-up evaluation, and effectively controlling environmental pollution, the implementation of the plan will not bring great pressure to the regional ecological environment, and the ecological impact and environmental pollution can be controlled. From the perspective of environmental protection, the "Revised Plan for the Overall Plan of the Macun Port Area of ​​Haikou Port" is generally feasible.

VI. Specific Contents of Soliciting Public Opinions

The public can make suggestions or opinions on the Environmental Impact Report of the Revised Plan for the Macun Port Area of ​​Haikou Port (2022-2035 ) in terms of whether the evaluation content is accurate and comprehensive, whether the evaluation conclusion is reasonable, and whether there are other environmental problems in this overall plan. Feedback can be given to the planning preparation unit or the environmental assessment unit by letter, telephone, etc.

1. Planning preparation unit: Chengmai County Transportation Bureau

Contact: Chen Yinghang Tel: 0898 - 67616659 Email: jt089867616659@163.com 2. Planning environmental assessment unit: Ministry of Transport Planning Institute Contact: Xiao Yang Tel: 010 - 57802672 Fax: 010 - 57802678 Email: 732069343@qq.com VII. Start and end time for submitting opinions Publicity time: 10 working days from the date of public announcement Hainan Island is the second largest island in China and also the southern gate of China. Hainan Island is located at 18°10′N —  

20°10′N, 108°37′E — 111°30′E, bordered by the Qiongzhou Strait with Guangdong Province in the north, the Beibu Gulf with Vietnam in the west, the South China Sea with Taiwan Province in the east, and the Philippines, Brunei and Malaysia in the South China Sea in the southeast and south. The administrative area of ​​Hainan Province includes Hainan Island and the islands, reefs and sea areas of the Xisha Islands, Zhongsha Islands and Nansha Islands. The sea area of ​​the province (including Hainan Island, Xisha, Zhongsha and Nansha Islands) is about 2 million square kilometers, making it the province with the largest sea area in China. The coastline around Hainan Island is 1,852 kilometers long, and there are 68 natural harbors of various sizes along the coast.

Hainan has a tropical monsoon marine climate, with no distinct four seasons, no extreme heat in summer and no extreme cold in winter; it is affected by tropical cyclones (typhoons) from May to November each year, with an average of 6 to 7 times per year; winter and spring are foggy seasons, especially from January to April each year, with an average of 35 foggy days per year. The tidal types in the waters around Hainan Island are diverse. The rising tide in the Qiongzhou Strait flows southwest, and the falling tide flows northeast, with a general flow rate of 2.5-3.0 knots ; the Haikou Bay is an irregular daily tide area, with a rising tide flowing northeast and a falling tide flowing southwest, with a flow rate of 1-2 knots ; the eastern mouth of the Qiongzhou Strait, Puqian Bay to Tongguzui is an irregular semi-daily tide area; the area south of Tongguzui to Qinglan Port, Dazhou Island, Lingshui Bay, Sanya Port, Yinggezui, and Thanksgiving Cape is an irregular daily tide area; the area north of Thanksgiving Cape to Basuo Port, Junbi Cape, Yangpu Port, Houshui Bay, Lingao Cape, and Macun Port is a regular daily tide area.

At present, Hainan has a total of 5 open ports, forming a port layout of "four directions and five ports" with Haikou Port in the north, Yangpu Port and Basuo Port in the west, Sanya Port in the south, and Qinglan Port in the east. Among them, Haikou Port is one of the 25 main coastal hub ports planned by the Ministry of Transport. Yangpu Port, Basuo Port, Sanya Port and Qinglan Port are also important regional ports. The

northern part of the waters under the jurisdiction of the Hainan Maritime Safety Administration of the People's Republic of China is adjacent to the jurisdiction of the Guangdong and Guangxi Maritime Safety Administrations. The jurisdiction is the Qiongzhou Strait and the waters under the jurisdiction of China to the south of the following northeastern and northern boundaries:

Northeastern boundary: extending from 20°18′32″N/111°34′00″E (point A of the northern boundary) along the 140° azimuth line to the southeast.

Northern boundary: the line connecting the following points A, B, and C and extending from point C to the west.

A：20°18′32″N/111°34′00″E

B：20°18′32″N/111°00′00″E C：20°07′00″N/ 109 °

20′00″E 

https://www.hn.msa.gov.cn/xqgk.jhtml

Detailed Rules for Safety Supervision and Management of the Vessel Traffic Management System in the Qiongzhou Strait 

Source: Hainan Maritime Safety Administration of the People's Republic of China Date: 2019-08-05 23:00:55 Number of Views: 1143 Detailed Rules for Safety Supervision and Management of the Vessel Traffic Management System in the Qiongzhou Strait Chapter I General Provisions Article 1 These Rules are formulated in accordance with the Maritime Traffic Safety Law of the People's Republic of China, the Marine Environmental Protection Law of the People's Republic of China, the Rules for Safety Supervision and Management of the Vessel Traffic Management System of the People's Republic of China and other relevant laws and regulations. Article 2 These rules apply to ships, facilities (hereinafter referred to as ships) and their owners, operators and agents that navigate, anchor and operate in the waters managed by the Qiongzhou Strait Vessel Traffic Management System (hereinafter referred to as QZVTS Management Waters). When foreign non-military ships pass through the Qiongzhou Strait, in addition to complying with the "Rules for the Management of Foreign Non-Military Ships Passing through the Qiongzhou Strait", they should also comply with these rules. Article 3 The Hainan Maritime Safety Administration of the People's Republic of China is the competent authority to supervise the implementation of these rules. The Qiongzhou Strait Vessel Traffic Management Center (hereinafter referred to as the Traffic Management Center) established by the Hainan Maritime Safety Administration is responsible for the specific implementation of vessel traffic management in accordance with these rules. Chapter II Ship Report Article 4 Ships should report to the Traffic Management Center by very high frequency radio telephone (hereinafter referred to as VHF) in the following circumstances: 1. When entering the QZVTS management waters and arriving at the East or West reporting line; 2. When leaving Haikou Port, Xingang, Xinhai Port, Macun Port, Hai'an Port, Puqian Port and Sandun Port and arriving at the No. 1 buoy of the channel; 3. When leaving the anchorage and port waters and arriving at the Haikou or Hai'an reporting line. Contents of ship report: ship name, nationality, call sign, port of registry, total length of the ship, maximum draft, loading situation, navigation intention, special navigation requirements (including sea trials, speed measurement, compass debugging, dredging, salvage, etc.) and other situations that the traffic control center needs to know. Towing vessels should also report their towing length and navigation intentions. Article 5 When a ship encounters an emergency such as a traffic accident, pollution accident, an accident to a crew member or passenger in the QZVTS management waters, or discovers that other ships have encountered the above situations, it should report it immediately. Article 6 If a ship finds that the navigation aids or navigation facilities in the QZVTS management waters are displaced, lost, damaged, malfunctioning, or obstacles, floating objects and other abnormal situations that hinder navigation safety, it should report it immediately. Article 7 The VHF working channels of the traffic control center are channels 08 and 25, of which channel 08 is the ship report channel and channel 25 is the business call channel. Article 8 Vessels navigating, mooring and operating in the waters managed by QZVTS shall keep listening on VHF channel 08 or 16 and answer the inquiries of the traffic control center in a timely manner. Chapter III Navigation and Anchoring of Vessels Article 9 The traffic control center shall monitor and manage the traffic order and traffic safety of vessels in the waters managed by QZVTS. Article 10 When a vessel is navigating in the middle waterway, it shall sail as close as possible to the buoy of the waterway on its starboard side as long as it is safe and feasible. Article 11 When a vessel is navigating in the north waterway, a vessel sailing northward shall sail in the waters east of the line connecting buoys 1 to 7 of the north waterway; a vessel sailing southward shall sail along the waters west of the line. Article 12 Vessels are prohibited from anchoring in the waters managed by QZVTS. If there are special circumstances that require anchoring in the waters managed by QZVTS, it must be reported to the traffic control center for approval and anchored at a designated location. In an emergency, a vessel shall report immediately after dropping anchor and accept management. Article 13 In order to avoid endangering the safety of life and property or environmental pollution, the captain and pilot shall promptly report when taking emergency measures during the navigation of the ship. Chapter 4 Traffic Services Article 14 The traffic control center shall broadcast the dynamics of other ships, the status of aids to navigation, hydrological and meteorological conditions, navigation warnings (notices) and other important safety information at fixed times or at any time deemed necessary. Article 15 At the request of the ship or when the traffic control center deems it necessary to assist in navigation, the traffic control center may provide the ship with advisory opinions or suggestions on safe navigation. When the ship no longer needs aids to navigation, it shall notify the traffic control center in a timely manner. Article 16 In order to avoid emergency situations and ship traffic accidents involving ships, the traffic control center may make suggestions to the ship or issue danger warnings. Article 17 In the event of a ship traffic accident in the waters managed by QZVTS, the traffic control center may take emergency measures and assist in rescue work and support various joint operations.

Article 18 At the request of the ship owner, operator or agent, the traffic control center may transmit relevant information on rescue, salvage or pollution removal.

Chapter V Legal Liability

Article 19 The implementation of these rules does not exempt the captain from the responsibility for the safe navigation of the ship, nor does it exempt the pilot from the responsibility for safely guiding the ship.

Article 20 The implementation of these rules does not exempt the captain or pilot from the responsibility to comply with other laws and regulations.

Article 21 The competent authority may impose corresponding penalties on those who violate these rules in accordance with relevant laws, regulations and rules.

Chapter VI Supplementary Provisions Article

22 The following terms in these rules have the following meanings:

"Vessel traffic management system" refers to a system set up by the competent authority to supervise, manage and control vessel traffic and provide consulting services.

"Ship" refers to a ship that should be equipped with communication equipment according to relevant international conventions and domestic regulations and a ship that is required by the competent authority to join the VTS system.

The “Qiongzhou Strait East Mouth Reporting Line” is composed of three line segments, which are determined by: the line connecting the endpoints 20°25′39″N, 110°30′59″E and the endpoints 20°25′39″N, 111°04′18″E; the line connecting the endpoints 20°25′39″N, 111°04′18″E and the endpoints 20°00′57″N, 111°04′18″E; the line connecting the endpoints 20°00′57″N, 111°04′18″E and the endpoints 20°00′57″N, 110°55′39″E.

The “Qiongzhou Strait West Mouth Reporting Line” is composed of the line connecting the endpoints 20°00′36″N, 109°42′42″E and the endpoints 20°13′30″N, 109°55′12″E.

“Haikou reporting line” refers to the line connecting the endpoints 20°06′48″N, 110°02′48″E and the endpoints 20°06′48″N, 110°20′00″E.

“Hai'an reporting line” refers to the line connecting the endpoints 20°12′06″N, 110°05′24″E and the endpoints 20°14′48″N, 110°16′54″E.

“Waters managed by the Qiongzhou Strait Vessel Traffic Management System” refers to the waters within the reporting lines of the East and West Mouths of the Qiongzhou Strait, excluding all the ports, anchorage waters and inlet and outlet channels that have been built and used in the Qiongzhou Strait.

“At the request of the ship” refers to a request formally made by the captain or pilot to the traffic control center.

The DETAILED RULES OF SAFETY MANAGEMENT

OF QIONGZHOU STRAIT VESSEL TRAFFIC SERVICE

CHAPTER Ⅰ GENERAL

ARTICLE 1 These rules are formulated in accordance with the Maritime Traffic Safety Law of the People's Republic of China , the Maritime Environment Protection Law of the People's Republic of China and the Safety Management Regulations Of Vessel Traffic Service Of the People's Republic of China , for the purpose of strengthening the traffic control of Qiongzhou Strait, ensuring the safety of navigation, promoting the traffic efficiency and protecting the environment.

ARTICLE 2 These rules are applicable to all vessels and installations (hereinafter referred to as the Vessels ) which are navigating, berthing, and operating within the Qiongzhou Strait Vessel Traffic Service (hereinafter referred to as the VTS) management water area, including their owners, operators and agents.

Non - military vessel of foreign nationality passing through the Qiongzhou Strait must observe these rules in addition to the Rules For The Control Of Non - military Vessels Of Foreign Nationality Passing Through the Qiongzhou Strait.

ARTICLE 3 The Hainan Maritime Safety Administration of the People's Republic of China is the competent authority being responsible for the management of the enforcement of these rules. The Qiongzhou Strait Vessel Traffic Service Center of the Hainan Maritime Safety Administration (hereinafter referred to as the VTS Center) is the body to enforce these rules.

CHAPTER Ⅱ REPORT

ARTICLE 4 Vessels shall report to the VTS Center via the Very High Frequency radio telephone (hereinafter referred to as the VHF) in the following circumstances:

1) while entering VTS management water area upon the arrival at the Eastern Report Line or Western Report Line;

ARTICLE 6 A vessel shall promptly report any accidents or omissions in the water or in the event of a malfunction or loss of control of the vessel. ARTICLE 7 A vessel shall promptly report any accidents or omissions in the water or in the event of a malfunction or loss of control of the vessel. ARTICLE 8 A vessel shall promptly

report any accidents or omissions in the water or in the event of a malfunction or

loss of control of the vessel. ARTICLE 9 A vessel shall promptly report any accidents or omissions in the water or in the event of a malfunction or loss of control of the vessel

. ARTICLE 7 The

VTS Center's VHF working channels are channel 08 and 25. Channel 08 is used for calling, channel 25 is used for detailed information. ARTICLE 8 All vessels navigating, berthing and operating within the VTS management water area shall keep watch on the VHF channel 08 or 16 and respond to the requirements of the VTS Center in ample time. CHAPTER Ⅲ NAVIGATING AND ANCHORING ARTICLE 9 The VTS Center will take an overall surveillance on all vessels traffic safety and keep traffic in order in the VTS management water area. ARTICLE 10 Vessels proceeding along the Zhong Shuidao shall keep as near to the outer limit of the fairway which lies on her starboard side as it is safe and practicable. ARTICLE 11 While proceeding along When forced to anchor by necessity, vessels shall apply the VTS Center for permission and anchor in the allocated position. In the case of emergency, vessels shall report to the VTS Center while anchoring and follow the instruction and direction made by the VTS Center. ARTICLE 13 While the master(s) or pilot(s) takes an emergency measure to avoid affecting the safety of life, property and/or environment, report shall be promptly made to the VTS Center. CHAPTER Ⅳ VESSEL TRAFFIC SERVICE

ARTICLE 14 The VTS Center may provide the vessel movements, conditions of aids to navigation, hydrology and meteorology data, navigational warning (notices) as well as other important information at a regular time or any time as necessary.

ARTICLE 15 At time when requested by the vessel or the VTS Center deems it necessary to assist the navigation, the VTS Center may provide suggestions or recommendations for safe navigation. If the vessel no longer needs such service, it should promptly inform the VTS Center.

ARTICLE 16 The VTS Center may give navigation instructions or warning in order to prevent any emergency situation or traffic accident.

ARTICLE 17 Should there be a vessel traffic accident within the VTS management water area, the VTS Center may take emergency measures to assist the rescue action and to provide support to the allied activities.

ARTICLE 18 At the request of the ship owners, operators or agents, the VTS Center may transfer information about rescue, salvage or pollutant - cleaning.

CHAPTER V LEGAL RESPONSIBILITIES ARTICLE

22 For the purpose of these rules, the definitions of the following terms are: “VTS system” means the vessel traffic service system established by the competent authority to exercise supervision, management, control over vessel traffic and to provide services. “Vessel ” means the ships which in accordance with the international conventions and/or the rules and regulations of the people's republic of China should be equipped with the communication equipment and the ships the competent authority may require to be governed by the VTS. The “Eastern Report Line” is made up of three lines: 1) The first 00minutes 57 seconds north latitude, 111 degrees 04 minutes 18 seconds east longitude); 1) The second line linking the point (approximately 20 degrees 25 minutes 39 seconds north latitude, 110 degrees 30 minutes 59 seconds east longitude) and the point (approximately 20 degrees 25 minutes 39 seconds north latitude, 111 degrees 04 minutes 18 seconds east longitude); 2) The second line linking the point (approximately 20 degrees 25 minutes 39 seconds north latitude, 111 degrees 04 minutes 18 seconds east longitude) and the point (approximately 20 degrees 00minutes 57 seconds north latitude, 111 degrees 04 minutes 18 seconds east longitude);

9 degrees 04 minutes 18 seconds east longitude) and the point (approximately 20 degrees 00 minutes 36 seconds north latitude, 109 degrees 42 minutes 42 seconds east longitude).

“Haikou Report Line” is the line linking the point (approximately 20 degrees 06 minutes 48 seconds north latitude, 110 degrees 02 minutes 48 seconds east longitude) and the point (approximately 20 degrees 00 minutes 57 seconds north latitude, 111 degrees 04 minutes 18 seconds east longitude). “Western Report Line” is the line linking the point (approximately 20 degrees 00 minutes 36 seconds north latitude, 109 degrees 42 minutes 42 seconds east longitude)

and the point (approximately 20 degrees 13 minutes 30 seconds north latitude, 109 degrees 55 minutes 12 seconds east longitude) . “Haian Report Line ” is the line linking the point ( approximately 20 degrees 12 minutes 06 seconds north latitude, 110 degrees 05 minutes 24

seconds east longitude) and the point (approximately 20 degrees 14 minutes 48 seconds north latitude, 110 degrees 16 minutes 54 seconds east longitude). “

VTS management water area” is the navigational water area delimited by Eastern Report Line and West Report Line within Qiongzhou Strait except the built harbours, anchorages and fairways.

“At the request of the ship” means any request formally raised by the master and/or the pilot to the VTS Center.

https://www.hn.msa.gov.cn/xxgk_4_2_3/38407.jhtmlChina-Xiuying Port , Haikou Port Introduction (xiuying) Port Chinese name: Xiuying Port, Haikou Xiuying Port, Haikou Port English: xiuying

Xiuying Port, Haikou Port Code: CNHAKCountry in Chinese: ChinaCountry in English: ChinaRoute : ChinaRouteShenzhen to Xiuying Port, Haikou Ocean FreightGuangzhou to Xiuying Port, Haikou Ocean FreightHong Kong to Xiuying Port, Haikou Ocean FreightXiamen to Xiuying Port , Haikou Ocean FreightNingbo to Xiuying Port, Haikou Ocean FreightTianjin to Xiuying Port, Haikou Ocean FreightDalian to Xiuying Port, Haikou Ocean FreightQingdao to Xiuying Port, Haikou Ocean FreightShanghai to Xiuying Port, Haikou Ocean FreightXiuying Port, Haikou Port (port of Introduction: Xiuying Port was officially opened to handle foreign trade and transportation business and foreign ships during the Chunxi period of the Southern Song Dynasty (1174-1189). It has been the main port and commercial port connecting with the mainland since the Song and Yuan Dynasties. The construction of the port began in 1936, when merchants raised funds to build the first artificial concrete structure wharf on the island, 43 meters long, at Xiuying Port. During the Japanese invasion of Hainan, some wharves were also built to plunder Hainan Island's resources and naval bases. These wharves were damaged to varying degrees after the war and on the eve of liberation. After liberation, the state invested in dredging the silted waterways and harbors, repairing and building intermediate wharves and barge wharves, building 3,000-ton berths and port warehouses, and continuously equipped loading and unloading machinery and other supporting equipment. The degree of mechanization has been increasing year by year. In 1990, it became an open port and one of the 20 important ports in China. It has 11 berths below 3,000 tons, 2 berths of 5,000 tons, 79 lifting and traction loading and unloading machines, 29 mechanized operation lines, daily loading and unloading capacity of 2,000 to 3,000 tons, and 6 routes. Before 1978, the annual cargo throughput of the port was 763,000 tons. In 1988, when Hainan was established as a province, the annual cargo throughput of Xiuying Port was 2.415 million tons. In 1990, the cargo throughput of Xiuying Port was 2.88 million tons. Xiuying Port is mainly engaged in international and domestic passenger transportation, and in recent years, it has also taken into account the roll-on/roll-off transportation of containers and commercial vehicles. The routes currently opened are mainly: Beihai, Hai'an, Guangzhou, and more than 40 passenger ships depart for the coastal areas of the mainland and Hong Kong every day. Xiuying Port Area is the main port public port area of ​​Haikou Port. For a long time, Xiuying Port Area has accounted for more than 50% of the cargo throughput of the entire Haikou Port. The port mainly deals with bulk cargo, containers, and car-passenger ro-ro transportation. The port has a total of 16 berths, including: 2 10,000-ton berths, 2 5,000-ton berths, and 1 5,000-ton oil and gas berth. Terminal throughput capacity: Cargo: 550×104 tons Containers: 60,000 TEU Vehicles: 200,000 Passengers: 780,000 Oil: 20×104 tons

Xiuying Port is responsible for passenger and freight transportation, and its cargo throughput accounts for half of the entire Haikou Port. In terms of passenger transportation alone, there are more than 40 ships heading to the inland coastal areas and Hong Kong every day, and the annual passenger throughput has reached 13 million. An average of 1,600 vehicles cross the sea from Xiuying Port every day, reaching 4,000 vehicles during peak hours. The annual container throughput has increased from 30,000 TEUs in 1989 to 1 million TEUs in 2012. 28 domestic trade routes cover major coastal ports in South China, East China, North China, Northeast China, and major ports in the Yangtze River system. The other two foreign trade routes radiate to East Asia, Southeast Asia, West Asia, and even Europe and the United States through Hong Kong and Ho Chi Minh City, Vietnam. The increasingly busy and fast shipping has brought traffic congestion on land. https://www.5688.cn/ports/cn/xiuying.htmlCompany

Profile 

Hainan Port and Shipping Holdings Co., Ltd. (hereinafter referred to as "Hainan Port and Shipping") is a state-owned enterprise reorganized and established in January 2005 by the Hainan Provincial Party Committee and the Hainan Provincial Government on the basis of Haikou Port Group, Hainan Shipping Corporation and Hainan Macun Port Company. In March 2006, in order to streamline the port city management system, the company was transferred to the management of the Haikou Municipal Government. In October 2018, in order to strengthen the unified leadership and overall coordination of the Hainan Provincial Government on the integration and planning and construction of port resources, the equity held by the Haikou State-owned Assets Supervision and Administration Commission was transferred to the Hainan Provincial State-owned Assets Supervision and Administration Commission free of charge. In November 2019, it was officially incorporated into the management system of China Ocean Shipping Group Co., Ltd. (hereinafter referred to as the "Group"), and is managed in accordance with the second-level enterprises directly under the Group. It is the largest state-owned port and shipping enterprise in Hainan Province. The main business is terminal (container, bulk cargo) loading and unloading business, passenger and vehicle transportation, port logistics, shipping, and port and shipping services. As of December 31, 2023, Hainan Port and Shipping has a registered capital of RMB 1.17 billion. Its shareholders are Hainan COSCO Shipping Investment Co., Ltd., Hainan Road and Bridge Investment and Construction Group Co., Ltd., SDIC Transportation Holdings Co., Ltd., Hainan Provincial Department of Finance and Haikou City Urban Investment Co., Ltd., with shareholding ratios of 53.1698%, 26.9146%, 9.2034%, 7.2459% and 3.4654%, respectively. https://hnhs.coscoshipping.com/col/col16184/index.html

References

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