Transshipment Hub Port Competitiveness of the Port of Colombo against the Major Southeast Asian Hub Ports

Chathumi Ayanthi KAVIRATHNA,Tomoya KAWASAKI,Shinya HANAOKA 한국해운물류학회 2018 The Asian journal of shipping and Logistics Vol.34 No.2

The hub port competition has intensified beyond regional boundaries, resulting in the port of Colombo competing with the Southeast Asian hub ports of Singapore, Klang, and Tanjung Pelepas in the transshipment market. This study analyzes the competitiveness of Colombo as a transshipment hub in “hub and spoke” and “relay” networks. Shipping lines evaluate the selection criteria for transshipment hub ports and the performance of competitive hub ports. The generalized cost approach together with a discrete choice model is used to assess port choice behavior by estimating the transshipment market share of hub ports and analyzing several scenarios. The results reveal Colombo’s lack of competitiveness in relay networks and most of the feeder ports in hub and spoke networks, mainly due to its high deviation from trunk sea routes and lower performance in some non-quantitative criteria. Singapore has dominant market share in relay networks and for most feeder ports in hub and spoke networks, mainly due to its high performance in non-quantitative criteria, except Pipavav and Nhava Sheva, dominated by Colombo.

동북아시아 주요국의 Hub-Port 개발경쟁에 관한 연구

공덕암(Duk-Ahm Kong),박성호(Seong-Ho Park) 한국항만경제학회 2005 韓國港灣經濟學會誌 Vol.21 No.2

The purpose of this paper is to present the hub-port development strategies for Korea.<br/> This paper surveys articles arguing state of developing hub-port in China, Japan, and Taiwan. We point out the issues about Korea's harbors. Moreover, we present some suggestions to develop hub-port in Korea.<br/> Policy makers of Korea have to develop international hub-port integrated functions related to international logistics. Finally, to develop and operate hub-ports, Korea's port authorities need to have customer-oriented thought.

주요 외국 경쟁항만의 동북아 허브항만 전략

이신규 ( Shin Kyuo Lee ) 한국창업정보학회 2006 창업정보학회지 Vol.9 No.4

As the trade in North-East Asian Region gets more attractive and important under the influence of China`s super-speed economic growth, major companies in the world put more overseas investment in same region than before. North-East Asian Region`s economic briskness and step-up in international economic partnerships will expectedly contribute to much boosting up the quantity of goods transported via local coasting routes. Under the circumstances of port environments are rapidly changing, containerships are getting larger and faster and major shipping companies are converting to Hub & Spoke port networks on the transport systems. This trend forces main ports in North-East Asia to compete intensively with each other for hub port. There is no doubt that Busan and Kwangyang ports has a comparative advantage in comparison with other ports in the same region in terms of geological position, locational conditions and external reputation. But, when it comes to the volumes of transshipment cargoes, the quality of infrastructure in ports, the environment of logistics service, Korean ports have a comparative disadvantage. It is desperate to suggest some efficient strategies for Busan and Kwangyang ports to play an important role as a hub-port in North-East Asian Region. It is necessary that Busan New port specialize in dealing with freights via East Sea rim while Gwangyang port specialize in dealing with freights via Yellow Sea rim. It is also desirable that policy should concentrate on developing international hub-port integrated functions related to international logistics and the two ports need to be managed under one port system to strengthen international competitiveness.

Network Structure Analysis of a Sub-Hub-Oriented Port

Shi-cheng Song,Sung Hoon PARK,Gi-tae YEO 한국해운물류학회 2019 The Asian journal of shipping and Logistics Vol.35 No.2

The Port of Gwangyang was built with the aim of reducing congestion at the Port of Busan by acting as sub-hub port. Many studies have discussed the new port construction and dual-hub port system to solve the increasing demand and port congestion problems; however, there is not much research discussing the sub-hub port system. As such, the main purpose of this paper is to analyze the liner shipping network structure of the sub-hub-oriented Port of Gwangyang using social network analysis (SNA). In terms of number of connections among ports, using in-degree, outdegree, and betweenness centrality, Busan is the most important port in Gwangyang’s network. However, when it comes to considering the influence of ports using hub centrality, Busan drops to the fifth most influential position. In the network of the Port of Gwangyang, Shanghai and Hong Kong have more important roles compared to those of the Port of Busan.

Container Ports' Growth Pattern and the Potential of Gwangyang Port

Jung Bong-min 한국무역학회 2004 國際學術大會 論文集 Vol.2004 No.4

It usually takes more than 5 years for a port(terminal) to reach its full-scale operation. Terminal Stage 1 in Gwangyang Port achieved utilization ratio of 71.6% in the 5thyear(2002) of operation. Such a performance is relatively good compared with other ports. In general, the larger the size of a port is, the faster it grows. The ports, which acquired competitive advantage in advance, can succeed in becoming regional hubs, whereas, those which failed to secure enough cargo in advance tend to become small-medium sized feeder ones. Only certain ports endowed with appropriate preconditions can become logistics hub in the region. Among others, geographic location, hardware and software aspects must be appropriately secured for a port to become regional hub. Above all, Gwangyang Port is located at the center of North East Asian economy, and has a sufficient potential to be developed into regional logistics hub. Other aspects can also be satisfied as time passes. Gwangyang Port has not reached minimum efficient scale yet. As a result, Gwangyang Port failed to secure enough cargo for its handling capacity. Gwangyang Port may need several more years to reach its full-scale operation. Currently, Gwangyang Port has such problems as insufficient connecting transportation network, limitation in port related services, inappropriate labor relations and so on. When such problems can be solved Gwangyang Port can become one of logistics hubs in North East Asia.

Container Ports' Growth Pattern and the Potential of Gwangyang Port

Jung Bong-min 한국무역학회 2004 한국무역학회 국제학술대회 Vol.2004 No.4

It usually takes more than 5 years for a port(terminal) to reach its full-scale operation. Terminal Stage 1 in Gwangyang Port achieved utilization ratio of 71.6% in the 5thyear(2002) of operation. Such a performance is relatively good compared with other ports. In general, the larger the size of a port is, the faster it grows. The ports, which acquired competitive advantage in advance, can succeed in becoming regional hubs, whereas, those which failed to secure enough cargo in advance tend to become small-medium sized feeder ones. Only certain ports endowed with appropriate preconditions can become logistics hub in the region. Among others, geographic location, hardware and software aspects must be appropriately secured for a port to become regional hub. Above all, Gwangyang Port is located at the center of North East Asian economy, and has a sufficient potential to be developed into regional logistics hub. Other aspects can also be satisfied as time passes. Gwangyang Port has not reached minimum efficient scale yet. As a result, Gwangyang Port failed to secure enough cargo for its handling capacity. Gwangyang Port may need several more years to reach its full-scale operation. Currently, Gwangyang Port has such problems as insufficient connecting transportation network, limitation in port related services, inappropriate labor relations and so on. When such problems can be solved Gwangyang Port can become one of logistics hubs in North East Asia.

부산의 글로벌 복합 물류거점 구축방안 -더블트라이포트(Double Tri-Port)를 중심으로

조삼현 ( Cho Sam-hyun ) 동의대학교 경제경영전략연구소 2019 經濟經營硏究 Vol.14 No.1

The global logistics hub is transforming into a hub of business based on logistics infrastructure linking together land, sea and air. however, Busan is showing limitations in the competition for global logistics hubs due to its port-oriented policy. To overcome this, Busan is pushing for a policy to build a Tri-Port, although Busan's Tri-Port won't be free from the existing port-centered background. Therefore, a new policy plan designed by analyzing recent trends and cases on global logistics hubs and problems of Busan's Tri-Port policy are presented in this study. Here is the result of this study: Busan's Tri-Port policy requires a shift into the Double Tri-Port policy, considering the reality of the situation. First, the Double Sea-Port policy allows new ports to continue growing with logistics-hub ports, while North Port needs to be adjusted with cruises and Ro-Ro focused policies focusing on the 'North Port Redevelopment Project'. Second, the Double Rail-Port policy requires a shift to a Rail Freight centered policy focusing on the new port area, and Busan Station needs to be linked a suitable for handling passengers, and Ro-Ro cargo. Third, for the Double Air-Port policy, Gimhae International Airport needs to be used as an LCC, domestic passengers focused airport, while the new airport needs a policy to change it for large cargo planes and large passenger planes. In particular, it is necessary to develop logic differentiated from Incheon Airport with various accessibilities such as a logistics hub airport, the combination of new airport and super-sized cruise terminals.

중국 주요 거점항만의 개발과정과 패널자료의 특성 분석

박용안 한국항만경제학회 2013 韓國港灣經濟學會誌 Vol.29 No.2

China, a leader of regional economies in North-East Asia, helps to integrate a single shipping market and affects diversely main ports in the region through affecting the flows of container transshipment, strategies of shipping companies for port calling and shipping networks. This study examines competition and cooperation among the hub ports in the region through studying examples of the three Chinese hub ports -Hong Kong, Shanghai, and Tianjin- and concludes some implications of status change of hub ports in the region after scrutinising development process of the Chinese main hub ports and the historic interaction of port development among these ports. The characteristics of growth pattern of three ports are as follows. The port of Hong Kong constructs step by step the container facilities in accordance with demand growth and prefers stabilisation of operation and management through scale enlargement of port facilities. Even though demand grows continually, the port of Shanghai continued its defensive attitude towards facility expansion till the 1990s and has tried to get economies of scale in enlargement of port facilities. The port of Tianjin, similarly as the two other ports, expands serially its facilities and utilizes the capacity concentration and functional specialisation of facilities. The analysis of panel data and panel regression of three hub ports implicates that each port has its own specific demand and shows that the interaction of container handling among three ports was weak in 1980s and has become stricter and stronger since 1990. 동북아 지역내 경제성장을 끌고 나가는 중국은 해운항만 분야에서는 환적화물의 흐름과 초대형 선박들의 기항지 선택 및 선사들의 네트워크 구축에 대한 영향을 통하여 동북아 단일 시장의 통합을 선도하고 있으며, 지역내 주요 항만들에 다양한 영향을 주고 있다 이 연구는 중국 주요 항만-상해항, 천진항, 홍콩항 포함-들의 개발과정과 항만들간 개발의 상호 관계를 시계열적으로 고찰함으로써 중국 항만의 미래를 조망하는 데에 유익한 시사점을 도출하는 데에 초점을 두고 있다. 주요 항만의 개발과정과 특성은 다음과 같다. 홍콩항은 고베항의 터미널을 세분화 전략보다는 물동량의 증가 추이에 따라 단계적으로 시설을 대형화하는 전략을 취하면서 운영의 안정성을 추구하였다. 상해항은 물동량의 지속적 증가에도 불구하고 2000년대 초까지 확장에 보수적 태도를 견지하였으며, 컨테이너 부두시설을 집중화하여 시설 대형화의 장점을 취하고 있다. 천진항도 타 중국항만과 유사하게 물동량의 증가에 따라 단계적 부두 확충과 부두시설의 집중과 특화 전략을 취하고 있다. 중국 거점항만들에 대한 패널자료와 패널회귀분석은 이들 항만들이 각기 독자적 수요기반을 갖고 있음을 시사하고 있으며, 항만들간 상관관계가 1980년대에는 낮았지만, 1990년대 이후 점차적으로 동시적 상관관계가 높아지는 것을 나타냈다.

우리나라 주요 항만의 중심항 발전전략

양항진(Hang-Jin Yang),장봉규(Bong-Gyu Chiang),정두식(Doo-Sik Jung) 한국항만경제학회 2005 韓國港灣經濟學會誌 Vol.21 No.1

The port environment is rapidly changing in North-East Asia. Containerships are getting larger and faster and major shipping companies are converting to Hub & Spoke port networks on the transport systems. Therefore, the main ports in North-East Asia are intensively competing with each other for hub port.<br/> In terms of geopolitical position, locational conditions and external reputation of ports, Busan and Kwangyang ports have a comparative advantage in comparison with main ports in other countries. But in terms of weight of transshipment cargos in total container cargos, the quality of infrastructure in ports, the environment of logistics service and the cost of using ports, Busan and Kwangyang ports have a comparative disadvantage.<br/> For the growth into hub port in North-East Asia, it is necessary that Busan and Kwangyang ports improve their weakness. Besides It is necessary to develope ports and hinterland quickly, offer uniformity of foreign investment laws and incentive systems.

부산항의 Hub-Port화와「한ㆍ일해협 경제권」

박창식(Chang-Sik Park),김청열(Cheong-Yeoul Kim) 한국항만경제학회 2009 韓國港灣經濟學會誌 Vol.25 No.1

1990년대 이후 세계경제흐름의 한 가지 특징으로 개방화 및 지역경제통합의 확대를 꼽을 수 있다. 이로 인해 세계경제권은 유럽연합(EU)을 중심으로 하는 유럽경제권, 미국을 중심으로 하는 아메리카 경제권, 그리고 최근에 급부상하고 있는 중국을 중심으로한 동북아 경제권이라는 삼극체제로 재편되고 있다. 이러한 세계경제의 조류와 동북아의 현실 그리고 사상 최대의 항만개발 프로젝트를 수행하고 있는 중국과 자국항만의 경쟁력 회복을 위해 획기적인 항만정책을 도입하고 있는 일본의 움직임 상황을 감안할 때 우리나라도 이에 대한 선도적, 능동적 대책마련이 절실하고 시급한 과제라고 사료된다. 본 연구는 문헌연구의 방법을 통해서 먼저 Hub-Port의 개념과 조건을 제시하고, 동북아 경쟁국의 Hub-Port 발전전략을 논술하며, 이를 위해서 부산항과 일본의 혼슈(시모노세키항)와 규수(키타규수항) 사이에 위치하는 한ㆍ일해협경제권의 발전 잠재력과 전략적 협력을 통한 한?일 공동 발전을 모색하는 것이 본고의 목적이다. Opening and regional economic integration are characteristic of global economic trends that have been made since the 1990s. Accordingly, all economic blocs of the world are largely reorganized into three poles, European Economic Bloc, American Economic Bloc and Northeast Asian Economic Block which are respectively led by EU, the United States and the rapidly emerging economic power, China. Considering this direction of global economy, the current status of Northeast Asia, China's unprecedentedly enormous port development project and Japan's introduction of an epoch-making port policy towards the restoration of its port competitiveness, Korea is urgently need to take its own initiatives and positive actions that can cope with the above situations. The purpose of this study is to propose ways of strategic cooperation for Korea-Japan joint development. For the purpose, this researcher provides the concept and preconditions of hub-port, investigates hub-port development strategies of rival companies in Northeast Asia and discusses the potential of the development of the Korea-Japan Strait Economic Zone which is located between Busan port and Japan's Honshu(Simonoseki port) and Kyushu(Kitakyushu port).