본문내용 바로가기 주메뉴 바로가기 서브메뉴 바로가기
홈PUBLICATIONSResearch Project Report

Research Project Report

Research Project Report 상세보기
Port Strategies Based on the Analysis of the Transshipment Patterns for the Container Shipping Companies
Writer 최고관리자 Date 2018-02-01
Report No. 2017-14 Research Manager Eun Soo,Kim

Summary


◦ The competition of transshipment hub ports in Asia or Northeast Asia
is expected to be intensified.
- In the next five to ten years, the environment of transshipment
market will change in which Asia’s major container terminals will
have no choice but to engage in a fiercer competition in order to
increase their respective shares in the transshipment markets.
- For achieving a target of becoming the world’s 2nd largest
transshipment hub, the Port of Busan should establish and implement
detailed strategy and plan to boost the competitiveness in its
transshipment business.
◦ During the last decade, total share of transshipment volume occupied
by South Korea’s national flag carriers has been reduced while that of
foreign flag carriers has shown solid growth.
- The transshipment cargo volume of the national flag carriers in
Busan Port was recorded by 2.708 million TEUs in 2006, which
accounting for 52.7% of the total in the same year. Otherwise, the
share has decreased to 44.4% despite the volume increase by 4.298
million TEUs.
- On the other hand, the transshipment volume of foreign flag carriers
in Busan Port stood at 2.236 million TEUs, accounting for 43.5% in
2006. However, the volume has increased to 5.305 million, taking up
54.8%.
- Since the bankruptcy and its liquidation of Hanjin Shipping in 2017,
the share of the national flag carriers in the transshipment volume of
Busan Port is expected to further decrease.
◦ The most common transshipment pattern in international ocean
container shipping is to transship cargoes by shipping lines’ own and
by member shipping lines in the alliance.
- The analysis of transshipment between ocean carriers calling at
Busan Port shows that the most common type of transshipment is
that conducted by internal service provided by respective companies,
and the next to the most, the one with member carriers of an
alliance.
- Most of the transshipment pattern among ocean container carriers is
inter-line transshipment. Transshipment takes place at Busan Port
based on pre-allotted or confirmed shipping space through ocean
container carriers’ control and allotment function.
◦ Feeder services(Feedering) provided between the national flag carriers
operating Intra-Asia shipping market and ocean-going carriers are
gradually decreasing.
- The transshipment between Intra-Asia carriers and ocean-going
carriers is considered ‘hub and spoke transshipment’, which is one
of the most important patterns for transshipment hubs or
transshipment-centric ports.
- The study looks into transshipment traffic volume and ratio between
the flag carriers of South Korea operating in Intra-Asia shipping
market serving as a common feeder and ocean carriers. The traffic
volume has remained at a standstill from recording 1.27 million TEUs
in 2006 representing 24.7% to 1.452 million TEUs in 2016 accounting
for 15%, while its ratio has significantly reduced in the same period.
◦ Transshipment at Busan Port between Intra-Asia carriers is driven
continuously by the national flag carriers.
- According to the analysis of transshipment patterns at Busan Port,
traffic volume has increased by 7.1% of annual growth, but its ratio
has maintained somewhere at around 18% in the past decade. In
other words, the traffic volume increased from 925 thousand TEUs in
2006 to 1.83 million TEUs in 2016, but, the ration shows modest
growth rate from 18% to 18.9% in the same period.
- One of the most important transshipment patterns at Busan Port is
that the volume and ratios of transshipment by the national flag
carriers in the Intra-Asia shipping has shown the overwhelmingly
high percentages; the traffic volume stood at 720 thousand TEUs in
2006 accounting for 78%, and 1.546 million TEUs in 2016
representing 85%.
- In summary, the national flag carriers providing intra-Asia service
using Busan Port as a home port takes up a significantly large share
of its transshipment volume. Therefore, it is important to develop
various policies that support these carriers to promote continuously
use of Busan Port as their transshipment base.
◦ The transshipment connection of Busan Port with neighboring Chinese
and Japanese ports accounts for approximately 85% of the
transshipment volume of Busan Port.
- While the transshipment volume at Busan Port connecting to Chinese
ports is estimated at approximately 3 million TEUs (3.009 million
TEUs) as of 2016, while the volume connecting to Japan stood at
approximately 1.5 million TEUs (1.473 million TEUs). In total,
approximately 4.5 million TEUs to and from Chinese and Japanese
ports are transshipped at Busan Port.
- Except for around 340 thousand TEUs (338 thousand TEUs) of
container cargoes overlapped by the connection between Chinese
and Japanese ports, 4.1 million TEUs of export & import cargoes of
Chinese and Japanese ports is transshipped at the Port of Busan,
which generates approximately a total of 8.2 million TEUs of
transshipment.
- Such figures account for about 85% of the total transshipment traffic
volume, representing the significance of maritime networking of
Busan Port with Chinese/Japanese ports.
◦ Busan Port has higher terminal handling charges than those of
Shanghai and Ningbo Port, thus highlighting the need to strengthen
the condition of relevant infrastructure for cost advantage.
- Several container ports of China’s northern region are considered the
strongest competitors against Busan Port in transshipment market in
Northeast-Asian region. Busan Port in particular has a higher
terminal handling charge for transshipped cargoes compared to that
of Shanghai Port and Ningbo-Zhoushan Port.
- Therefore, it is necessary to upgrade terminal facilities and the
quality of service with which help Busan Port to have competitive
edge over such competing ports. It will strengthen the
competitiveness of Busan Port in attracting more transshipment
cargoes.
◦ After coming up with countermeasures per transshipment patterns,
investment should be made to improve the transshipment operating
system of Busan Port.
- South Korea’s port authorities should establish and implement
policies in the direction towards practically reducing transshipment
fees of shipping lines while enhancing quality of transshipment
service. Instead of simply providing transshipment incentives and by
exempting port charges directed to shipping lines, it is necessary to
upgrade the transshipment operating system of Busan Port itself.

Research Project Report 상세보기
Port Strategies Based on the Analysis of the Transshipment Patterns for the Container Shipping Companies
Report No. 2017-14 Research Manager Eun Soo,Kim

Summary


◦ The competition of transshipment hub ports in Asia or Northeast Asia
is expected to be intensified.
- In the next five to ten years, the environment of transshipment
market will change in which Asia’s major container terminals will
have no choice but to engage in a fiercer competition in order to
increase their respective shares in the transshipment markets.
- For achieving a target of becoming the world’s 2nd largest
transshipment hub, the Port of Busan should establish and implement
detailed strategy and plan to boost the competitiveness in its
transshipment business.
◦ During the last decade, total share of transshipment volume occupied
by South Korea’s national flag carriers has been reduced while that of
foreign flag carriers has shown solid growth.
- The transshipment cargo volume of the national flag carriers in
Busan Port was recorded by 2.708 million TEUs in 2006, which
accounting for 52.7% of the total in the same year. Otherwise, the
share has decreased to 44.4% despite the volume increase by 4.298
million TEUs.
- On the other hand, the transshipment volume of foreign flag carriers
in Busan Port stood at 2.236 million TEUs, accounting for 43.5% in
2006. However, the volume has increased to 5.305 million, taking up
54.8%.
- Since the bankruptcy and its liquidation of Hanjin Shipping in 2017,
the share of the national flag carriers in the transshipment volume of
Busan Port is expected to further decrease.
◦ The most common transshipment pattern in international ocean
container shipping is to transship cargoes by shipping lines’ own and
by member shipping lines in the alliance.
- The analysis of transshipment between ocean carriers calling at
Busan Port shows that the most common type of transshipment is
that conducted by internal service provided by respective companies,
and the next to the most, the one with member carriers of an
alliance.
- Most of the transshipment pattern among ocean container carriers is
inter-line transshipment. Transshipment takes place at Busan Port
based on pre-allotted or confirmed shipping space through ocean
container carriers’ control and allotment function.
◦ Feeder services(Feedering) provided between the national flag carriers
operating Intra-Asia shipping market and ocean-going carriers are
gradually decreasing.
- The transshipment between Intra-Asia carriers and ocean-going
carriers is considered ‘hub and spoke transshipment’, which is one
of the most important patterns for transshipment hubs or
transshipment-centric ports.
- The study looks into transshipment traffic volume and ratio between
the flag carriers of South Korea operating in Intra-Asia shipping
market serving as a common feeder and ocean carriers. The traffic
volume has remained at a standstill from recording 1.27 million TEUs
in 2006 representing 24.7% to 1.452 million TEUs in 2016 accounting
for 15%, while its ratio has significantly reduced in the same period.
◦ Transshipment at Busan Port between Intra-Asia carriers is driven
continuously by the national flag carriers.
- According to the analysis of transshipment patterns at Busan Port,
traffic volume has increased by 7.1% of annual growth, but its ratio
has maintained somewhere at around 18% in the past decade. In
other words, the traffic volume increased from 925 thousand TEUs in
2006 to 1.83 million TEUs in 2016, but, the ration shows modest
growth rate from 18% to 18.9% in the same period.
- One of the most important transshipment patterns at Busan Port is
that the volume and ratios of transshipment by the national flag
carriers in the Intra-Asia shipping has shown the overwhelmingly
high percentages; the traffic volume stood at 720 thousand TEUs in
2006 accounting for 78%, and 1.546 million TEUs in 2016
representing 85%.
- In summary, the national flag carriers providing intra-Asia service
using Busan Port as a home port takes up a significantly large share
of its transshipment volume. Therefore, it is important to develop
various policies that support these carriers to promote continuously
use of Busan Port as their transshipment base.
◦ The transshipment connection of Busan Port with neighboring Chinese
and Japanese ports accounts for approximately 85% of the
transshipment volume of Busan Port.
- While the transshipment volume at Busan Port connecting to Chinese
ports is estimated at approximately 3 million TEUs (3.009 million
TEUs) as of 2016, while the volume connecting to Japan stood at
approximately 1.5 million TEUs (1.473 million TEUs). In total,
approximately 4.5 million TEUs to and from Chinese and Japanese
ports are transshipped at Busan Port.
- Except for around 340 thousand TEUs (338 thousand TEUs) of
container cargoes overlapped by the connection between Chinese
and Japanese ports, 4.1 million TEUs of export & import cargoes of
Chinese and Japanese ports is transshipped at the Port of Busan,
which generates approximately a total of 8.2 million TEUs of
transshipment.
- Such figures account for about 85% of the total transshipment traffic
volume, representing the significance of maritime networking of
Busan Port with Chinese/Japanese ports.
◦ Busan Port has higher terminal handling charges than those of
Shanghai and Ningbo Port, thus highlighting the need to strengthen
the condition of relevant infrastructure for cost advantage.
- Several container ports of China’s northern region are considered the
strongest competitors against Busan Port in transshipment market in
Northeast-Asian region. Busan Port in particular has a higher
terminal handling charge for transshipped cargoes compared to that
of Shanghai Port and Ningbo-Zhoushan Port.
- Therefore, it is necessary to upgrade terminal facilities and the
quality of service with which help Busan Port to have competitive
edge over such competing ports. It will strengthen the
competitiveness of Busan Port in attracting more transshipment
cargoes.
◦ After coming up with countermeasures per transshipment patterns,
investment should be made to improve the transshipment operating
system of Busan Port.
- South Korea’s port authorities should establish and implement
policies in the direction towards practically reducing transshipment
fees of shipping lines while enhancing quality of transshipment
service. Instead of simply providing transshipment incentives and by
exempting port charges directed to shipping lines, it is necessary to
upgrade the transshipment operating system of Busan Port itself.

게시판 읽기
이전글 A Study on Necessity and Action Plan for Maintaining Port Function in Preparation for an Earthquake
다음글 Study on Enhancing the Competitiveness of Container Shipping Industrythrough the Structural Improvements