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Some Considerations for a Regional Hub Port In Northeast Asia : with Particular Reference to Korea
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 Title & Authors
Some Considerations for a Regional Hub Port In Northeast Asia : with Particular Reference to Korea
Moon Seong-Hyeok;
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For a nearly decade Busan has been the pre-dominant force in Northeast Asian port community, but during the last couple of years, several competitors have looked to directly challenge Busan`s regional dominance, most notably, northern Chinese ports. Faced with this challenging and formidable trend, Busan has had to respond appropriately to ensure that Busan remains a regional hub well into the 21st century. The aim of this paper is to make some considerations for a regional hub container port in Northeast Asia in response to changes in the shipping industry with particular reference to Korea.
regional hub port;Northeast Asia;port competition;container cargo;transshipment cargo;O-D analysis;
 Cited by
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For the trans-Pacific, the New World Alliance has Qingdao in the Guam China Express, which swings through Guam, Naha, then into Qingdao before calling at Busan and a handful of Japanese ports. On the Grand Alliance network, Qingdao gets visited together with Shanghai and Ningbo on the China Korea Express with a 12-day transit time to Los Angeles. CMA-CGM patronises Qingdao with the North China Express service to Europe, which also picks up cargo in Dalian and Tianjin. Evergreen has added Qingdao as a port of call in its second direct service through affiliate Lloyd Triestino. A port rotation of Shanghai, Qingdao, Busan, Hakata, Nagoya, Tacoma, Vancouver, and Shanghai is covered with five ships. Hanjin takes slots on K Line's KPS service which starts in Qingdao, then trades through Shanghai, Kobe, Nagoya, Tokyo, Long Beach, Oakland, Nagoya, and Qingdao〱㘵ⴰㄱ㐀㈶㌀

For those ports that have been deselected as ports of call, resulting from the formation of Alliances/mergers and hub and spoke strategies there is often a double negative impact. Firstly, there can be a huge loss of business resulting from the loss of a particular carrier. Secondly, if it is not replaced there is resulting overcapacity that can itself prove to be costly

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In order to ensure that pure comparisons were, OSC examines the total cost paid by the ultimate customer. The total cost includes a basic lift rate, marshalling, and the average cost of supplementary services(e.g., overtime, hatch cover operations, re-handling charges, weighing fees). These supplementary fees can exceed 40 percent of the basic charge

Loading and discharging charges US$100, shuttle charges US$35, CY handling US$25, lashing & unlashing and check US$17, wharfage US$3.5.(as of Nov. 2002)

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