Ryuichi SHIBASAKI

1
06.07.14 IAME
Several Analyses for Foreign Transshipment of
International Maritime Container Cargo Imported
to/ Exported from Japan
Ryuichi SHIBASAKI Dr. Eng., Senior
Researcher National Institute for Land and
Infrastructure Management Ministry of Land,
Infrastructure and Transport, JAPAN
2
Contents of Presentation
1.Introduction
2.Overview of Foreign Transshipment Container
Cargo Exported from/ Imported to Japan
3.Detailed Analysis of Foreign Transshipment
Cargo with Southeast Asia
3
1. Introduction
Port of Hong Kong
4
Top 20 Container Ports of World (2003)
5
Changes of Total Volume of Containers Handled
in East Asian Ports (from 1990 to 2004)
Handled Volume of Containers (million TEU)
6
Feederization of Japanese Ports
Direct Transport
Final Port
Origin Port
Feeder Transport
Foreign Transshipment Ratio of Japanese Cargo
Foreign Transshipment Port
Non-Direct Transport
Feederization of Japanese ports might be
raising the transportation cost exported from/
imported into Japan and lowering the
competitiveness of Japanese industries (of
course, some verification are needed)
7
2. Overview of Foreign Transshipment Container
Cargo Exported from/ Imported to Japan
- to/from China - to/from Southeast Asia -
to/from Other Regions
Port of Seattle
Port of Marsaxlokk
8
Definition of Foreign Transshipment and Data
Source
Data Source
The Container Cargo Movement Survey in Japan -
conducted by the Ministry of Land, Infrastructure
and Transport - one-month, every five years
In this data source, we can find that - domestic
place of production (consumption) in Japan
- place of container loading (unloading)
- port of export (import) in Japan - initial
(final) foreign destination port - final
destination (original) country - price and
weight of contents - product types etc.
Definition of Foreign Transshipment
International maritime container cargo imported
into/ exported from Japan that is transshipped
at East Asian and Southeast Asian ports on the
way of transport between a third country
9
Foreign transshipment cargo by partner
country/region (import cargo by
weight)
in 2003
Other Regional Ports
Top 8 Ports
TOTAL
(source Port and Harbor Department, Ministry of
Land, Infrastructure and Transportation, Japan)
10
Change of share of foreign transshipment cargo
(import cargo by weight)
2003
1998
7.6
15.5
431,169 Freight Ton/month
1,471,575 Freight Ton/month
11
(No Transcript)
12
Direct shipment ratios by ports or regions in
Japan with China
(by weight)
Direct Shipment Ratio 1 (trans- shipment
Ratio)
Import
Export
Top 8 Ports
Other Regional Ports
13
Transshipment foreign port in transportation
between Japan and China
(except direct transportation and by way of
Hongkong)
14
Direct shipment ratios by ports or regions in
Japan with S.E.Asia
(by weight)
Import
Direct Shipment Rate
Direct Shipment Rate
Export
Top 8 Ports
Other Regional Ports
15
??????????????(?????)
Direct shipment rates with the 5 Southeast Asian
countries
Thailand
Philippines
Singapore
Malaysia
Indonesia
(Import cargo, by weight)
16
?????????????????????
Direct shipment rates in Japan with other regions
of the world
Direct shipment rates
17
Summery of Foreign Transshipment Cargo from/to
Japan
to/from China
- Direct shipment ratio is lowering especially
in regional ports at east part of Japan - Most of
foreign transshipment cargo are transshipped at
Busan
Heavily depends on geographic conditions
to/from Southeast Asia
- Direct shipment ratio is lowering especially
to/from Philippines, Malaysia, Indonesia not
lowering to/from Thailand and Singapore

• Advancing hub-spokes
• transport in world-wide scale
• - Feederization from the route
• with little volume of transport

to/from other regions
- For main trunk routes such as to/from
N.America, Europe and Oceania, direct
shipment ratio is lowering at relatively small
ports such as Shimizu and Northern Kyusyu -
For other routes with other regions of the world,
direct shipment ratio is lowering at all
of Japanese ports
18
3.More Detailed Analysis of Foreign
Transshipment Cargo with Southeast Asia
Port of Singapore
Port of Tokyo
19
Why foreign transshipment cargo is increasing ?
There are several hypotheses..
1. Increasing the volume handled at the regional
ports in Japan
Increasing foreign transshipment cargo at Busan
from/to Japanese regional ports ?
2. Advancing hub-spokes transport due to much
sensitiveness to transport cost as results
of such as much severe competition and
advance of containerization
- The price of transshipped cargo is cheaper ? -
The price of containerized cargo becomes cheaper ?
3. Diversification of destination due to regional
development in Southeast Asian countries
Development of regional economies and regional
ports for each country ?
20
Transshipment Ports of Foreign Transshipment Cargo
(Combined import export totals by weight, 2003)
from/to Top 8 Ports in Japan
from/to Other Regional Ports in Japan
to/from Thailand
35.4
38.0
Other Ports
Port Klang
Penang
Kaoh- siung
Kaoh- siung
Hong Kong
127.2
90.0
Busan
Hong Kong
Penang
Busan
Singa- pore
Singa- pore
Keeling/ Taichung
to/from Malaysia
(Units1,000 freight ton/month)
31.7
17.2
Bangkok
Singapore
Kaoh- siung
43.7
142.8
Singapore
Busan
Hong Kong
Busan
Kaohsiung
Hong Kong
Manila
Keeling/ Taichung
21
Price distribution for container cargo between
Japan and Thailand using the top 8 ports in Japan
as import/ export ports (Combined import export
totals by weight, 2003)
(unit 1,000 JPY/ft)
via Other Ports
Direct Transport
via Hong Kong or Kaohsiung
Av. 78.9
Av. 172.6
Av. 207.7
22
Price distribution for container cargo between
Japan and Thailand using the top 8 ports in Japan
as import/ export ports (Combined import export
totals by weight, 1998)
(unit 1,000 JPY/ft)
via Other Ports
Direct Transport
via Hong Kong or Kaohsiung
Av. 100.9
Av. 129.6
Av. 179.1
23
Inter-port Container Flows
2000
The Present
Situation
Hong Kong
24
1993
25
Share of GRP
Thiland
1996
Hinterland of Bangkok is very large
2001
26
manufacturing industries outputs
Malaysia
1996
2001
Much Weights on Rural Area
27
Indonesia
Share of GRP
1996
2001
Much Weights on Rural Area
28
Why foreign transshipment cargo is increasing ?
There are several hypotheses..
1. Increasing the volume handled at the regional
ports in Japan
Increasing foreign transshipment cargo at Busan
from/to Japanese regional ports ?
2. Advancing hub-spokes transport due to much
sensitiveness to transport cost as results
of such as much severe competition and
advance of containerization
- The price of transshipped cargo is cheaper ? -
The price of containerized cargo becomes cheaper ?
The price of containerized cargo becomes
varying rather than being cheaper
3. Diversification of destination due to regional
development in Southeast Asian countries
Now not in clear especially for the cargo volume
at regional ports, but it may increase for
future
Development of regional economies and regional
ports for each country ?
29
Conclusions
The following points are revealed concerning
cargo imported into/ exported from Japan being
transshipped

• Regions with the highest volumes of cargo traded
  include
• Southeast Asia, China, Europe and Mediterranean,
  with a high percentage
• of cargo via the lower ranking ports being
  traded with China.
• 2) The sharpest declines in direct shipment rate
  over the past five years
• included in particular
• i) For China, cargo via ports located in
  eastern Japan and along the Japan Sea coast
• ii) For the Southeast Asian region, cargo with
  Philippines, Malaysia and Indonesia,
• and cargo via Japanese top 8 ports also
• iii) For North America, Europe and Australia,
  cargo via port of Shimizu and
• two Northern Kyushu ports out of the top 8 ports
  from/to
• iv) For various other regions (South Asia,
  Middle East and South America, Etc.),
• almost all cargo via the top 8 ports

30
Conclusions (contd.)
Further detailed analysis concerning cargo traded
with Southeast Asia revealed the following 3)
There have been drastic increases the cargo
transshipped at the ports of Hong Kong and
Kaohsiung via Japanese top 8 ports and at the
port of Kaohsiung via the lower ranking
ports. 4) The unit price of cargo transshipped
at port of Hong Kong and Kaohsiung is
cheaper than direct shipment cargo and cargo
traditionally transshipped at the port close
to the origin/ destination country 5) The unit
price of the cargo imported into/ exported from
Japanese lower ranking ports can be cheaper
than that via the top 8 ports. 6) While the
number of shipping routes between Hong Kong/
Kaohsiung and the local major ports in
Southeast Asia are being increased, recent
increases in the size of vessels used calling
Japan and Singapore leading to reduce the
frequency of service. This would accelerate the
transshipment via Hong Kong and Kaohsiung. 7)
With the ongoing increase of economic development
in regional, rural areas of Southeast Asian
countries, decentralization of demand and
diversification of origins and destinations is
expected to continue.
31
Conclusions (contd.)
When analyzing the transshipment of cargo (or
analyzing the choices of import/export ports
based on the availability of transshipment
along the shipping route), it will be important
to carefully distinguish between - transshipment
done purely as a result of economic
pursuits of cost-efficiency and - transshipment
enforced because a shipping route is not
available or changes due to diversification of
origin and destination.
32
Thank you for your listening!
33
???????????????
(??Containerization International, 2005 March)
34
?????????????????
35
?????????????????(????)
2003?
????????? 16.2
(1,052,107 FT/?)
36
??5????????????????(????)
1998
5.7
2003
16.2
(315,537 FT/?)
(1,052,107 FT/?)
37
??????????????????????
(???????)
?????
???
38
??
2003
1998
39
?????
??????
40
??
?????
41
??????????GRP???