臺灣地區國際港埠貨櫃吞吐量分配模式──兼談臺灣地區進出口貨櫃南北轉運問題

A CONTAINER THROUGHPUT SPLIT MODEL FOR INTERNATIONAL PORTS IN TAIWAN AREA

本文是以港埠貨櫃吞吐量分配問題為研究對象，利用數學規劃方法建構港埠貨櫃吞吐量分配模式，最後以臺灣地區進出口貨櫃實例對模式進行測試，經測試結果發現：(1) 當港埠之貨櫃吞吐量分配完全來自於其腹地內之區域貨櫃貨源時，則航商與貨主的總收益最大；(2) 根據本文模式輸出之最佳解顯示，臺灣地區每年進出口貨櫃「北櫃南運」、「南櫃北運」的數量應只有28.7849 萬TEU 左右，但目前實際上臺灣地區「北櫃南運」、「南櫃北運」的數量早已超過100 萬TEU，似乎稍多了一點；(3) 根據本文模式輸出結果顯示，目前臺灣地區每年「北櫃南運」、「南櫃北運」所發生的內陸運輸成本約98.75億元，此一結果亦可合理地解釋最近幾年來北部地區的進出口貨主為何積極地建議政府在北部地區應另開闢新港－臺北港。

To formulate a container throughput split model for international ports in Taiwan area, we developed a container throughput split model by using a mathematic programming method. Then, this model was tested by a Taiwanese case. The results show that (a) The total revenue of carriers and shippers is the largest while the container throughputs are from the port’s hinterland. (b) About one million TEU international trade containers in North Taiwan area are imported/exported via Kaohsiung port in South Taiwan. (c) Due to case (b), the inland freight for container transportation in Taiwan area is 9.875 billion dollars. The result can be used to explain why the shippers in North Taiwan area suggest the Department of Government Transportation to build a new international container port in North Taiwan area. In addition, the sensitivity analysis is taken by changing costs in this paper. The sensitivity analysis results show that the loading and unloading charges, loading and unloading efficiency, and loading rate of vessel are most important for carriers to reduce their operation costs. Thus, we suggest that in order to attract more vessels to call ports, port managers should (a) reduce the loading and unloading charges, (b) improve loading and unloading efficiency, and (c) loading rate of vessel.