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First, second and third generation container ships

In the 1960s, 17000-20000 gross tonnage container ships across the Pacific Ocean and Atlantic Ocean could load 700-1000TEU, which was the first generation of container ships.

In the 1970s, the number of containers loaded by 40000-50000 gross tonnage container ships increased to 1800-2000TEU, and the speed increased from 23 knots of the first generation to 26-27 knots. The container ships in this period are called the second generation.

Since the oil crisis in 1973, the second generation container ships have been regarded as the representative of uneconomic ship types, so they have been replaced by the third generation container ships. The speed of this generation of ships has been reduced to 20-22 knots. However, due to the increase of ship size and transportation efficiency, the number of containers loaded has reached 3000 TEU. Therefore, the third generation of ships is an efficient and energy-saving ship.

The fourth generation container ship

In the late 1980s, the speed of container ships was further improved, and the limit of container ships' enlargement was based on the ability to pass through the Panama Canal. The container ships in this period were called the fourth generation. The total number of containers loaded by the fourth generation container ships has increased to 4400. The weight of the ship is reduced by 25% due to the use of high-strength steel; The development of high-power diesel engine has greatly reduced the fuel cost. Due to the improvement of ship automation, the number of crew members has been reduced, and the economy of container ships has been further improved.

The fifth generation container ship

As the pioneer of the fifth generation container ship, the five APLC-10 containers built by German shipyards can hold 4800TEU. The length/width ratio of this container ship is 7~8, which increases the resilience of the ship. It is called the fifth generation container ship.

The sixth generation container ship

The Rehina Maersk container ship, which was completed in the spring of 1996, can carry up to 8000 TEU. Six such ships have been built. It is said that this class of container ship is the prelude to the sixth generation of container ships. It is predicted that in the near future, a giant ship capable of loading 10,000 containers will be launched in Europe.

First of all, the nature and quantity of goods determine the container shipping price.

Obviously, the freight rate depends on the type of goods. Usually, the freight rate of goods with high value is higher than that of goods with low value; The different factors of cargo stowage affect the utilization rate of space capacity, and the natural freight rate is also different; The freight rate for a small batch of goods is usually higher than that for a large batch of goods; The quantity of cargo also affects the utilization rate of shipping space and ship tonnage. When it will cause a large waste of transportation capacity, the freight rate should also be higher.

Secondly, the place of origin and destination of the goods determine the container shipping price.

The difference between the place of departure and the destination of goods involves many factors, such as the water depth of the port, loading and unloading conditions, the level of port charges, the charging distance between ports, the length of the voyage operation time, whether it is necessary to pass the canal, whether there is a refueling port on the route, and the local oil price, which affect the cost and operating economic benefits of the route. Obviously, the freight rate of those with good port and route conditions should also be lower than those with poor conditions because the ship operators can obtain better benefits at lower costs.

Third, the ships used.

The seaworthiness and cargo suitability of container shipping price are different with different ships, so the freight rate should be different; Different ships have different technical conditions and security conditions, so the freight rate and insurance premium are often determined internationally according to whether the ship class is held; Different ships have different cost components, so the freight rates directly related to costs must be different.

Fourth, the shipping price of containers is determined by the date of termination of the contract and the date of completion of loading preparation.

The external market conditions at that time will vary greatly, as will the market supply and demand. Both the contracting date and the termination date will affect the freight rate. In addition, the length of the contract period also affects the freight rate. The freight rate negotiated in a long-term transport contract is usually lower than that in a short-term contract.

Fifth, competitors decide the container shipping price.

In a market economy, the number of competitors, their strength and their own strength in the market have a great impact on the freight rate. In the transportation market, competitors not only have different shipping operators, but also involve the competition between shipping operators and operators of other transportation modes. They each adjust the freight rates to ensure that they can obtain the largest share of freight.

Sixthly, other factors determine the container shipping price.

The shipping industry, especially the international shipping industry, is increasingly subject to the intervention and protection of governments and regions, so various government measures will affect the level of freight rates. In the period of large fluctuation of exchange rate, shipping operators, in order to avoid economic losses caused by exchange rate risk, often need to take into account when formulating freight rates, or supplement special provisions in the annex to the contract.

Pay on arrival, that is, FOB price, that is, you only need to pay the domestic expenses, and the other expenses are borne by the guests, usually the shipping company designated by the guests. Prepaid, that is, CNF or CIF price. You need to pay all the ocean freight and designate your own shipping company.

Generally, FOB is paid on arrival, but there are a few cases where customers pay us after we pay, which is a rare case. The prepayments are CNF, CIF, etc. The freight has been included in these quotations, so we arrange transportation by ourselves and pay the ocean freight. However, there are also a few customers who appoint freight forwarders to pay the freight.

1. The contract is FOB price, that is, you only need to pay the domestic container hauling, THC and customs clearance fees (as well as the fees incurred under special circumstances, such as customs inspection, etc.). The ocean freight or air freight is borne by the customer, and generally the customer appoints the shipping company (or freight forwarder, less). The bill of lading is shown as freight collected;

2. The contract is CNF (excluding insurance premium) or CIF (including insurance premium). You need to pay all the ocean freight and arrange the shipping company by yourself (but there are also cases where customers designate a shipping company). The bill of lading is displayed as freight prepaid.