Container Port Development Research Articles

Container Ports Multimodal Transport in China from the View of Low Carbon

The study uses the carbon dioxide emission calculation model published by IPCC to measure carbon dioxide emissions and fuel inputs of the three types of multimodal transport (road-sea, railway-sea, and river-sea) in ports of China. Then, we make a case study on Shanghai port. Combined with carbon taxes launched around 2012 in China, this paper calculates the carbon taxes on the three types of multimodal transport and makes a pairwise comparison between roadway/railway, roadway/waterway and waterway/railway. The results show that increasing the proportion of railway-sea transportation and river-sea transportation to a reasonable level will achieve great energy saving, emission reduction, and economic benefits. According to different transportation network features, this paper applies Cluster analysis to raise separately suggestions for long-term development of coastal container ports in China based on low-carbon thinking.

Estimation of Optimal Handling Capacity of a Container Port: An Economic Approach

Port planners have to make decisions on optimal berth capacity for container port development. The main purpose of this paper is twofold. One is to review the current practices adopted by selected major ports in Asia in estimating berth and port capacities in their planning decisions. The other is to suggest a new approach to estimate the optimal capacity of a berth/port from the perspective of a national economy and to show how the traditional approach can integrate economic factors. Findings suggest that port planners should look into incurring costs of not only the construction, but also the opportunity costs of ships and cargo when deciding to use port facilities to full capacity.

Peripheral challenge in container port system: A case study of Pearl River Delta

The growth of peripheral ports to dominant hubs has been well documented in North America and Europe, and has led to the elaboration of several theoretical models. However, although changes in containerization growth have been taking place in the South and East Asia in recent years, particularly in China, only a few studies have focused on this region. The Pearl (Zhujiang) River Delta (PRD) has a typical port system with hub and peripheral ports, and provides an excellent case for studying the Peripheral Challenge. This paper introduces the theoretical evidence of the Hayuth model and analyzes the evolution of the container port system in the PRD with five phases: 1) phase I: preconditions for change and phase II: initial container port development in the 1970s and early 1980s; 2) phase III: diffusion, consolidation, and port concentration in the middle and late 1980s; 3) phase IV: the load center in the 1990s; and (4) phase V: the Peripheral Challenge since the late 1990s. The results illustrate that the Shenzhen port presents mounting challenges to the Hong Kong port, descending from a transshipment hub of China to a regional load center of Southeast China. Furthermore, this paper explores five points that have led to the evolution of the port system in the PRD: 1) competition in the regional port systems; 2) different interested parties; 3) shift of investment strategies of international terminal operators; 4) integration of shipping networks and reorganization of carriers; and 5) cost-based competition.

Charting a New Paradigm of Container Hub Port Development Policy: The Asian Doctrine

This paper proposes the conceptual model of the Asian (Port) Doctrine to explain the successful development of top ranking container ports in Asia during the past four decades. This paper draws a new paradigm for the role of government as a third governance approach in addition to Anglo-Saxon and European doctrines by describing how Asian countries have developed container hub ports by investing in infrastructure as social overhead capital to support export-led growth. We survey characteristics and outcomes in major Asian container port developments and one European port in terms of a port development policy. The findings are presented in a comparative overview of government investment in functional elements of port, maritime infrastructure and landside connections to container ports. This paper confirms that the existing two doctrines—Anglo-Saxon and European doctrines—are not sufficient to explain the Asian success in major container port developments. The proposed framework contends that a newly proposed Asian Doctrine can accomplish this with the help of cross-subsidization, strategic and administered port pricing mechanism.

Hong Kong's Role in Mainland China's Logistics Industry

The importance of Hong Kong's role as fnancier, coach, and physical gateway in the development of container ports and highways in China is diminishing. However, the development of the global supply chain transcends physical boundaries: Hong Kong adapts continuously, and is now taking on bridging and differentiating roles in third-party logistics services.

우리나라 컨테이너항만 분류에 관한 연구

우리나라 컨테이너항만 개발은 수요와 공급 논리에 따르기보다는 지역균형발전과 같은 정책적 고려에 의해 이루어진 측면이 강하다. 광양항의 시설공급 과잉뿐만 아니라 울산 신항, 포항 영일신항 등 지역 소규모 컨테이너 항만들이 운영에 어려움을 겪고 있는 것이 이를 반증한다. 특히, 지리적으로 인접한 일부 항만들이 중복되는 국내 시장을 대상으로 하고 있어서 항만 운영 활성화가 어려울 뿐만 아니라 지역적 국가적으로도 낭비 요인이 될 수 있다. 따라서 본 연구에서는 부산항, 광양항, 인천항, 평택항, 울산항 등 5개 항만을 대상으로 각 항만의 특성을 실증 자료를 기반으로 분석하여 각 항만의 특성과 위상을 구체적으로 제시하여 향후 항만개발에 대한 시사점을 도출하고자 한다. 이를 위해서 해당 항만의 환적 및 수출입화물 집중도, 항만별 대륙 기종점 현황, 항만별 우리나라 내륙 기종점 현황 등의 시계열 자료를 분석하여 항만을 분류하고 기능을 정립하였다. Container port development in Korea seems to be based on the policy of balanced regional development rather than demand and supply theory. The problem of overcapacity and low utilization faced by several ports such as Kwangyang, Ulsan New Port and Phohang Youngil New Port can back up this. Furthermore as some ports are located closely sharing the same domestic hinterland the revitalization of the ports is not easy resulting in wasting resources with both regional and national aspect. This study, therefore, aims at providing an empirical results for the container port classification of the 5 ports such as Busan, Kwangyang, Incheon, Pyeongtaek and Ulsan. For this several time series data for the ports such as transshipment containers, import and export containers, origin and destination countries, and local origin and destination are analysed. Based on the results of the analysis the 5 container ports are classified together with their practical roles, and the functional overlap of the port including Phohang was analysed.

Global maritime transport and logistics: Recent developments and implications for Asian container ports

Globalisation and transport revolution, logistics integration and the consequent expansion of port area and hinterland in the maritime industry have redefined the functional role of ports in global logistics and supply chains and have generated a new pattern of freight distribution. The rapidly increasing world trade in the last decade has brought about a new round of port (especially, container port) development and caused the restructuring of the world port network as well as more intensive inter-and intra-port competition. This phenomenon again requires a new approach towards port development and related planning. This paper aims at, in a holistic way, providing an overview of the recent developments in maritime transport and logistics in the global scale and discussing strategic implications for the container port industry in the Asian context.

Critical mass for the development of a new container port in Vlissingen

The economic importance of accommodating container transport and the increasing demand for container-handling capacity are major triggers for conventional ports to develop container terminals. The port of Vlissingen, located between Rotterdam and Antwerp, is aspiring to gain a position in deep-sea container handling. A relevant factor that greatly determines the potential of the port of Vlissingen is the critical mass of the container terminal handling operations to be developed by the port authority. In developing a full deep-sea terminal there is consensus about a critical mass of approximately one million TEU with possibilities to extend to at least two million TEU. In its role as a satellite port for Antwerp, a critical mass of 350 000 TEU could be sufficient. In attracting sufficiently large container flows to Vlissingen, the competitive strength of the port plays an important role. Our contribution in this article lies in the analysis of the optimal size of container port development. The competitive position of the proposed container port of Vlissingen is analysed by using economic research and forecasting methods, backcasting analysis, and analysis of the competitive position vis-a-vis Antwerp and Rotterdam.

Container Terminal Development in Mainland China and Its Impact on the Competitiveness of the Port of Hong Kong

In recent years, China's container ports have experienced a significant expansion in throughput and capacity. This paper provides a review of the sector and analyses the recent development of container ports and terminals within Mainland China. It then focuses in more depth on the competition between the ports of Shenzhen and Hong Kong. In particular, the port of Shenzhen is analysed in the context of Robinson's criteria for hub port development to try to discern whether it will become the dominant regional hub. The discussion concludes that despite Shenzhen's current competitive advantages, Hong Kong will, in all probability, retain its dominant role.

An analysis of the benefits of a cross-sectoral approach to a prospective health impact assessment of a container port development

This paper discusses the perceived benefits to a local health authority and a district council environmental services department of a joint approach to a health impact assessment (HIA) of a proposed container port development in North Essex, England. The main perceived benefits were: the opening up of contacts within each organisation; the development of local working relationships between the agencies involved; the exchange of knowledge; the sharing of expertise; the opportunity to address a wide range of health impacts; greater credibility of the assessment during discussion with the decision-makers; the pooling of resources; and greater ownership of the assessment.

Interplay of international, national and local factors in shaping container port development: A case study of Hong Kong

The paper attempts to develop a better understanding of the evolution and future prospects of a container port by drawing on the changing international, national and local factors since the 1990s. Hong Kong, the world's busiest container port, is chosen as a case study. Against the background of four international megatrends of increasingly large containerships (and the restructuring of the liner shipping industry), the high spatial agglomeration of container traffic, the emergence of inland load centres and the growing importance of railways, the levels and the spatial dimensions of containerization in the People's Republic of China are systematically examined. Then, the relevancy of these factors in shaping the evolution and competitive position of Hong Kong's container port is highlighted at the local level. This paper finds that the changing policies of the Hong Kong government have not been consistent with the international and national trends associated with the development of a better integrated port - inland distribution system (and land bridges) based on road and railways. Market forces cannot explain the container port development satisfactorily. Political and other considerations have become equally, if not more, important. In the future, the competitive edge of Hong Kong's container port lies with serving the wider inland areas of Mainland China and the tapping of medium- and long-distance container freight, more economically transported by railways than by road or inland river.

Optimal investment priority in container port development

The aim of this paper is to develop realistic and relevant investment planning models for inland container transportation systems. The models may be utilized to identify the most effective investment plan for inland transportation infrastructure development and to evaluate the inland container transportation system. The procedure enables determination of the optimal locations, sizes and time of container port developments as well as the optimal container cargo flows through transportation networks. A heuristic algorithm was developed for the purpose of evaluating alternative investment plans. Dynamic and linear programming methods are applied to each of the two planning problems: the former for the optimum container port capacity development problem and the latter for the optimal allocation of inland container traffic movements. The model has been applied to concrete inland container transportation system problems in Korea.

Optimal investment priority in container port development

The aim of this paper is to develop realistic and relevant investment planning models for inland container transportation systems. The models may be utilized to identify the most effective investment plan for inland transportation infrastructure development and to evaluate the inland container transportation system. The procedure enables determination of the optimal locations, sizes and time of container port developments as well as the optimal container cargo flows through transportation networks. A heuristic algorithm was developed for the purpose of evaluating alternative investment plans. Dynamic and linear programming methods are applied to each of the two planning problems: the former for the optimum container port capacity development problem and the latter for the optimal allocation of inland container traffic movements. The model has been applied to concrete inland container transportation system problems in Korea.