멕시코의 해양 간 회랑: 새로운 운송 솔루션

### 멕시코의 해양 간 회랑: 파나마운하 문제 속 글로벌 해운의 새로운 희망: 파나마 운하
* 🌊 수십 년 동안 파나마 운하는 전 세계 운송의 중요한 경로였지만, 최근 **통행료 인상과 낮은 수위**로 인해 효율적인 화물 운송에 대한 신뢰도가 떨어졌습니다.
* 🚢 파나마 운하의 통행료는 **8배 가까이 치솟았고**, 선박 크기에 대한 제한으로 인해 기업들은 **케이프 혼 주변으로 8,000마일 가까이 추가되는 긴 여정 등 대체 경로**를 고려해야만 했습니다.
* 🇲🇽 테후안테펙 지협을 가로질러 **188마일에 걸쳐 75억 달러가 투입되는 멕시코의 해양 간 회랑**은 이러한 운송 문제를 완화하는 것을 목표로 하지만, 효율성과 비용 효과는 아직 불확실합니다.
* 📦 이 회랑은 남부 지역의 빈곤 문제를 해결하기 위한 멕시코 정부의 광범위한 전략의 일환으로, **트렌 마야와 연결**되어 승객과 화물 모두의 운송 옵션을 향상시킬 것으로 기대됩니다.
* 💰 멕시코 정부에서 약 **60억 달러**, 세계은행을 비롯한 국제기구에서 **20억 달러 이상**을 투자하는 이 프로젝트는 새로운 산업 단지를 통해 지역 경제를 활성화할 것으로 기대됩니다.
* ⏳ 파나마 운하는 운송에 약 **8~10시간**이 걸리는 반면, 해양 간 철도는 하역을 고려할 때 이론적으로 **이동 시간을 15시간**으로 줄일 수 있지만 최근 운하의 지연으로 인해 비교가 복잡해졌습니다.
* 📈 이 통로는 현재 **파나마 운하를 통과하는 전 세계 무역의 최대 5%**를 처리할 수 있지만, 증가하는 화물 물동량을 수용하려면 항만과 인프라에 대한 상당한 업그레이드가 필요합니다.
* 🤝 궁극적으로 글로벌 해운의 미래는 **멕시코와 파나마 간의 경쟁**이 아니라 두 항로의 강점을 활용하여 공급망 효율성을 높이는 **협력적 접근 방식**이 될 수 있습니다.

멕시코의 해양 간 회랑은 파나마 운하에 비해 속도와 용량의 불확실성에도 불구하고 글로벌 해운의 재편을 목표로 하고 있습니다.

For decades, this 50m long stretch of water through Panama has been a top choice for companies moving billions of dollars of goods around the world. But it's not as reliable as it once was. Say you're in charge of shipping 10,000 containers from Shanghai to New York in the most efficient way possible. Your go-to route, the Panama Canal, has raised toll prices by nearly eight times and restricted the number and size of ships that can pass through it. That's because water levels are at an all-time low. You could route via Cape Horn down here, which would add nearly 8,000 miles to your journey, costing you time and money. But what if you could cut through this little stretch of land right here? Enter Mexico's 7.5 billion inter-oceanic corridor, stretching 188 miles across the isthmus of Tehuantepec. This railway aims to ease a major chokehold in what has become a global shipping mess, but it's not clear whether Mexico's alternative is going to be faster or cheaper. This is

Mexico's plan to grab a slice of the multi-trillion dollar global shipping industry. Now, this isn't actually Mexico's first attempt to take advantage of its strategic location. The Interoceanic Railway originally opened back in 1907 to move goods like Hawaiian sugar from the Pacific to the US East Coast, but it was essentially abandoned for trade a few years later after the country's railways began to be used by armed forces in the Mexican Revolution. And a few years after that, the Panama Canal opened, offering an alternative and much more attractive route for American businesses. So, a lot of people may be wondering what makes it viable now. There are lots of things that have changed since the beginning of the 20th century. Today, reviving the railway is part of a bigger plan by the Mexican government to spread wealth across the country. You see, the new corridor runs through the southern states of Veracruz and Oaxaca, where around half of people live in poverty. The Interoceanic Railway will carry both passengers and

cargo across 10 stops between ports in the Atlantic and Pacific. The hope is that the line will eventually link up to Tren Maya, which will connect to the tourist destination Cancun. Once it's complete, there are also plans to build 10 new industrial complexes along the route to take advantage of its proximity to the trade Corridor. Think car part factories or agricultural plants. But all of that takes money and buy-in from the rest of the supply chain. Mexico needs to convince investors of the attractiveness and economic viability of these kinds of projects and reshoring. So far, the project has received about $6 billion in funding from The Mexican government and more than $2 billion in financing from International sources, including the World Bank. Now, Supply chains are incredibly complex, but for this video, we're going to simplify the practice down to its building blocks: time, money, and shipping containers. If you're a shipping company, the more containers you move means the more money you'll be able to make, which is why the Panama Canal would probably be your first choice.

because you could move a lot of containers in one trip. Over time, ships have been redesigned to take advantage of every square inch of real estate this canal has to offer. When shipping companies couldn't stack any more containers through this narrow stretch of water, they built even bigger new Panamax ships. In 2016, Panama actually widened the canal locks by 70 ft. But now, some of those ships can't actually pass through the canal as often as before. You may have to wait more than 2 weeks out at sea or bid millions of dollars just to get ahead in line. That's because there's been a historic drought in Panama, which is leaving water levels at the nearby Lake Gatun at record lows. That's a problem because the Panama Canal relies on the water from that lake to operate the lock system that moves ships through the canal. And that means shipping companies are losing time and money. That's where Mexico's inter-Oceanic corridor could come in. Say you route to the port of Salina Cruz on the

Pacific. You can then transfer your goods to the railway and pick them back up with a ship on the other end. In theory, sounds great, but in reality, Mexico still has a lot of work to do to get its ports ready for an influx in traffic. Mexico might have a very good opportunity here to put itself as a key player on this map of International Maritime shipping, but it's not clear whether Mexico's Railway will actually be faster than the Panama Canal, which is about 50 m long, while the railway is around 200. It takes about 8 to 10 hours to sail through the Panama Canal, while it could take 6 to 7 on the railway. But when you add in the time it takes to load and unload thousands of shipping containers off a ship, onto a train, and back onto another ship, it's more like 15 hours to pass through Mexico. But recent waiting times at the Panama Canal have caused delays of up to 2 weeks as they try to preserve the amount of water that's displaced by heavy ships, so it's not clear.

exactly who wins out on speed right now. And then there's the question of capacity. Even within a few years from now, after the project has been completed, it's not going to reach even half of the capacity that the Panama Canal allows the shipping companies to transit through the canal. A company involved with the development of Mexico's Corridor says it'll handle up to 5% of the global trade passing through the Panama Canal. But it's not just the railway that needs an upgrade; the ports still need to be modernized because they aren't actually capable of handling that many new freight shipments right now. So, this Corridor isn't exactly a replacement, but it could be a promising Plan B. This can be a very interesting case whether Mexico and Panama are actually going to collaborate in the future on the long term, and perhaps they can share data, they can reroute the vessels when there is a choke point, whether it is in the Panama Canal or in Mexico. The Panama Canal author told WSJ this route remains the

top choice for shippers, and that we're always monitoring potential projects that could compete with our route. Now, it's not just Mexico that stands to gain from this trade route. Remember that order from Shanghai to New York? It's one of the most common journeys to pass through the Panama Canal. But the US government and businesses have been trying to loosen ties with China by moving operations closer to home through a tactic called near-shoring. So, near-shoring or back-shoring is when businesses relocate their supply chain processes back home or in a near country. Mexico is benefiting from its proximity to the US as a bordering country. Those involved with the project say all those new industrial plants Mexico wants to build could be used to make goods like the semiconductors used in everything from cars to smartphones and computers. In general, Mexico is ambitious and trying to play a role in the semiconductor near-shoring, so bringing back all the semiconductor chips to be closer to the US and be manufactured and processed in Mexico. Now, all of this

represents potentially billions of dollars in trade and toll revenue for Mexico. This gives a lot of influence to the country's soft power. Basically, the Panama Canal Authority is expecting to bring in $5.6 billion in revenue this fiscal year. Even a slice of that is a lot of money. An Oxford business group report projects the corridor and the surrounding developments could boost Mexico's current GDP by 3 to 5% once it's operational. But not everyone in Mexico is set to benefit equally. Indigenous communities have said dozens of families along the railway are being forcibly relocated and that the construction poses a threat to the environment. People should care about this project because it really relates to how supply chains relate to our daily lives. When we place an online order or when we pay for a product that we buy in a shop, it is our money that finances the entire supply chain, probably also partially finances these infrastructure projects. In late 2023, both freight and passenger service began on the first section of the railway, but

There's still more work to be done to upgrade the entire railway and ports. As for whether it will take on Panama, I don't really look at this project in terms of rivalry between Mexico and Panama. I really think about this project in terms of what we call coopetition. I think it could be more beneficial for the global supply chain networks to actually use both capacities of these two routes to ensure that there is a seamless flow between the Pacific and the Atlantic Ocean.

Mexico’s $7.5B Gamble to Disrupt the Panama Canal | WSJ Breaking Ground

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멕시코의 해양 간 회랑: 글로벌 해운의 새로운 플레이어

멕시코의 75억 달러 규모의 해양 간 회랑은 파나마 운하의 통행료 상승과 낮은 수위로 인한 해운 위기를 완화하는 것을 목표로 합니다.

테후안테펙 지협을 가로질러 188마일에 이르는 이 철도는 글로벌 상품 이동을 위한 대체 경로를 제공하고자 합니다.

이 철도의 부활은 남부 베라크루즈와 오악사카 주의 빈곤 문제를 해결하기 위한 멕시코 정부의 대규모 계획의 일환입니다.

멕시코의 해양 간 회랑 프로젝트

멕시코는 트렌 마야와 칸쿤을 연결하는 것을 목표로 대서양과 태평양 항구 사이에 10개의 정거장이 있는 화물 노선을 개발 중입니다.

이 프로젝트는 이 노선을 따라 10개의 산업 단지를 건설할 계획이며, 이를 위해서는 상당한 투자와 공급망의 구매가 필요합니다.

멕시코 정부에서 60억 달러, 해외에서 20억 달러 이상을 투자하는 이 회랑은 파나마 운하의 역사적인 가뭄으로 인한 운송 지연을 완화하는 것을 목표로 하고 있습니다.

국제 해상 운송에서 멕시코의 잠재력

멕시코는 항만 간 철도 운송을 통해 국제 해상 운송의 핵심 플레이어가 되는 것을 목표로 하고 있습니다.

그러나 철도가 파나마 운하에 비해 속도 면에서 우위를 점할 수 있을지는 불확실하며, 현재 멕시코의 항만 인프라는 예상되는 교통량 유입을 처리할 수 있는 시설을 갖추지 못하고 있습니다.

이 프로젝트는 파나마 운하를 통과하는 전 세계 무역의 5%만 처리할 것으로 예상되며, 향후 선박 경로 및 데이터 공유를 최적화하기 위해 멕시코와 파나마가 협력할 가능성이 있습니다.

니어쇼어링과 파나마 운하를 통한 멕시코의 영향력 확대

멕시코는 미국 정부의 자국 내 공급망 재배치를 위한 니어쇼어링 정책의 혜택을 받고 있습니다.

멕시코의 새로운 산업 공장은 반도체와 같은 제품을 생산하여 잠재적으로 멕시코의 GDP를 3~5% 끌어올리는 것을 목표로 하고 있습니다.

그러나 이 프로젝트의 개발로 인해 원주민 커뮤니티가 강제 이주하고 환경 문제가 제기되고 있습니다.

철도 및 항만 업그레이드 협력적 접근 방식

멕시코와 파나마는 경쟁보다는 협력에 초점을 맞춘 철도 및 항만 업그레이드가 진행 중입니다.

두 노선의 역량을 활용하면 글로벌 공급망 네트워크에 도움이 될 수 있습니다.

목표는 태평양과 대서양 사이의 원활한 흐름을 보장하는 것입니다.