Trans RINA, Vol 161, Part A4, Intl J Maritime Eng, Oct-Dec 2019
Port of Kaohsiung’s deep-water terminal expansion was unable to keep pace with the upsizing of container ships. Consequently, a number of megaships have bypassed the Port of Kaohsiung (MOTC, 2016), thus accelerating the decline of its major hub status and hindering industrial development activities at its terminals. External operating factors such as strategic global shipping alliances (MOTC, 2017; Tai & Yang, 2016) have also had a major impact.
3.1
INDUSTRIAL DEVELOPMENT OF KAOHSIUNG CONTAINER TERMINALS AND KEEPING PACE WITH SHIP UPSIZING
Container terminal activities at Kaohsiung are relatively well developed. Currently, the port has six container terminals and 27 wharves, mainly adopting a landlord port model in leasing them to different shipping companies. A few terminals are leased to terminal operating and handling companies, and state-owned port company (TIPC) self-manage two container berths. The location of each container terminal is shown in Figure 3 and Table 2. Dedicated (or exclusive) terminals rented by shipping companies are equipped with machinery and tools to service their own vessels. The terminals can also be used as public terminals providing services to other vessels. Moreover, vessel arrival schedules and frequencies can be regulated to meet the operational requirements of shipping companies. Terminal operators
must have sufficient docking vessels and containers to meet the economies of scale for terminal management and lower the costs of port container handling. All international ports have established an operational policy, and their terminal operations system is considered appropriate if it is capable of managing terminals efficiently (Merkel, 2018). Because its rent is fixed, if a terminal is able to handle an increased transshipment volume, the average unit cost of renting can be considerably reduced, which is extremely conducive to a shipping company’s competitiveness. The Port of Kaohsiung has relied on this dedicated terminal system for many years (MOTC, 2013), thus becoming a major hub port in the East Asia region. This is because terminal operators in considering terminal operating costs, converge their shipping lines and containers at the Port of Kaohsiung to attract a substantial transshipment container volume.
Currently, Evergreen Marine Corp. (EMC), Orient Overseas Container Line (OOCL), American President Lines (APL), Wan Hai Lines, Yang Ming Lines (YML), and Hyundai Merchant Marine (HMM) are the six shipping carriers renting terminals at the Port of Kaohsiung. With Kaohsiung as the transshipment terminal for shipping carriers, the operating conditions and management status of each terminal indicate that only the Evergreen terminal (4th container terminal) and Yang Ming terminal (6th container terminal) with draft of
Table 1: [Changes in container volume handled at Kaohsiung Port in the past 10 years ] Year
Total Volume
2008 2009 2010 2011 2012 2013 2014 2015 2016 2017
2018(Q1+Q2)
967.66 858.13 918.12 963.63 978.12 993.77
1059.33 1026.44 1046.49 1027.10 518.38
Import 253.59 222.64 238.07 249.14 245.77 258.37 278.08 272.30 269.53 275.30 145.67
Volume of Import and Export Containers Export 269.50 231.42 251.52 264.08 265.13 260.68 279.92 272.10 270.58 275.41 143.41
Total
523.09 454.06 489.59 513.22 510.90 519.04 557.99 544.40 540.11 550.71 289.09
Unit:10,000 TEU; Data source: TIPC, 2018.
Volume of Transshipped Containers
Percentage Transshipment Percentage 54.06% 52.91% 53.33% 53.26% 52.23% 52.23% 52.67% 53.04% 51.61% 53.62% 55.77%
444.56 404.06 428.53 450.41 467.23 474.73 501.34 482.04 506.38 476.39 229.30
45.94% 47.09% 46.67% 46.74% 47.77% 47.77% 47.33% 46.96% 48.39% 46.38% 44.23%
A-384
©2019: The Royal Institution of Naval Architects
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