Trans RINA, Vol 161, Part A4, Intl J Maritime Eng, Oct-Dec 2019 3.3
DEPENDENCY OF KAOHSIUNG’S HUB POSITION ON SOUTHEAST ASIAN MARKETS
The Port of Kaohsiung provides transshipment between neighboring Southeast Asian countries as well as between these countries and the United States. As seen in Figure 8, in the past 5 years its transshipment markets have mostly been China, the United States, the Philippines, Vietnam, and Japan. However, after the restructuring of alliances in 2017. the decline in transshipment volume seen at the Port of Kaohsiung, as shown in Figure 7, also occurred in these five markets, particularly Vietnam and the Philippines.
Deep-water terminal construction and emerging economic power in neighboring countries, shipping alliance restructuring, and shipping carrier consolidation have affected how carriers strategize route deployment at the Port of Kaohsiung. To determine its transshipment status, mitigate the ongoing loss of transshipment containers, and expand into other container markets, the Port of Kaohsiung must comprehensively explore the port development situation in transshipment regions or countries and analyze changes in shipping company lines and the competitive strategies of neighboring hub ports, with the aim of accurately identifying markets of interest and securing container supplies from other regions (MOTC, 2016; MOTC, 2017). According to the operating policy of the new alliances formed in 2017
(Yap & Zahraei, 2018), an alliance member with mother ships that connect directly to neighboring ports in Southeast Asia no longer requires transshipment of its containers at Kaohsiung. Therefore, it’s less likely to successfully convince other alliance members to continue using its transshipment services (Su, et al., 2016; MOTC, 2017). At present, no mother ships berth directly at other small- to medium-sized ports in Southeast Asia, which means that Kaohsiung still has a chance to attract feeder lines, particularly from the Philippines and Vietnam, two countries near Taiwan that still possess a number of container ports, thus rendering them excellent primary targets for Kaohsiung.
Haiphong in Vietnam and the port of Manila in the Philippines, the two main countries supplying transshipment containers to Kaohsiung, were thus selected as research targets in this study. The T/P route departing from Los Angeles was adopted as an example, and Hong Kong, another transshipment hub in Southeast Asia that operates on the same route, was chosen as the subject of comparison. A comparative analysis was performed by calculating transshipment operating costs per TEU at Kaohsiung and Hong Kong, according to the capacity of mother ships operating on trunk routes and feeder-ships from feeder ports, as well as the required sailing distance, fuel, and handling efficiency in terminals. The data obtained were used to determine whether the Port of Kaohsiung retains competitive advantages on the T/P route for North America.
Unit: TEU
100,000 200,000 300,000 400,000 500,000 600,000 700,000 800,000
0 2017 2016 2015 2014 2013
Figure 8: [Countries supplying transshipment containers to the Port of Kaohsiung during the past 5 years] Data source: TIPC, 2018.
©2019: The Royal Institution of Naval Architects A-389
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