Tsung-Chen Lee

Impacts of the ECFA on seaborne trade volume and policy development for shipping and port industry in Taiwan

This paper uses a global computable general equilibrium model, global trade analysis project and a value-to-volume conversion to arrive at quantitative estimates of the new seaborne cargo volumes resulting from a free trade agreement between Taiwan and China, namely, the Economic Cooperation Framework Agreement (ECFA). The approach is designed to model asymmetric impacts of tariff removal and economy-wide interactions caused by the ECFA arriving at estimation in cargo value flows. Then a scientific approach is developed to convert the estimated cargo value flows into volume flows. The analysis concludes that in terms of total trade value, the ECFA liberalisation would induce a trade creation effect across the Strait of more than US

A New Lease Charging System for Busan Container Terminals: a Historical Case Study

30 billions. There is an increase of US

New Concepts in the Economies of Flow, Connection, and Fusion Technology in Maritime Logistics

26.04 billions in exports to China, which is much higher than imports from China (US

Economic Impact Analysis of Port Development

4.67 billions). Regarding the converted trade volume, the exports of uncontainerisable and containerisable cargo to China increase by 0.37 and 5.12 million tons (0.43 million TEUs), respectively. The increases in imports from China are relatively minor at 0.19 and 0.75 million tons (0.06 million TEUs) of uncontainerisable and containerisable cargo. Policy implications and suggestions for shipping and port industry are provided accordingly.

Economy-wide impact analysis of a carbon tax on international container shipping

This paper aims to examine the inherent problems in the old lease charging system at Busan container terminals, to explore the factors and rationale, both theoretically and practically, for developing a reasonable lease calculation model, and to articulate the design of an efficient lease charging system to enhance throughputs. On the basis of the above achievements, implications for the newly introduced lease charging system of the Port of Busan based on the flat rate method are drawn.

Asian economic integration and maritime CO2 emissions

The maritime logistics associated with the international trade of container cargoes are concerned with the flows of cargo, information, finance, and images among stakeholders. The stakeholders include shippers, consignees, freight forwarders, third-party logistics providers (3PL), land and sea carriers, ports, and government agents and customs officers.1 The seamless, smooth flow of container cargoes and related information among the stakeholders contributes to reduced logistics costs and, consequently, to the improved competitiveness and productivity of each stakeholder and increased competitiveness in international trade. In this regard, we propose three innovative concepts of economies in maritime logistics — namely, the economies of flow, economies of connection, and economies of fusion technology. 2 Numerous stakeholders share the cargo information on the origin and destination of internationally sea-transported container cargoes, which relates to economies of flow and economies of connection. Information technologies (ITs) such as radiofrequency identification (RFID), global positioning systems (GPS), cargo tracking systems, and electronic data interchanges (EDIs) (Lee et al., 2000) have been applied to maritime logistics. Moreover, the single window system (SWS) collaboratively operated by the private and public sectors in Singapore and Korea has contributed to accelerating the flow of container cargoes and the sharing of the container information among the stakeholders.

ECONOMIC IMPACT ANALYSIS OF PORT DEVELOPMENT ON THE SOUTH AFRICAN ECONOMY

Ports are often recognized as a public good and/or social infrastructure given their important roles in many supply chains and distribution channels related to international commodity trade. In this regard, their values are assessed from the perspective of the contribution to regional or national development. As suggested by Lee et al. (2008) and Bennathan and Walters (1979), in a country with a less mature port system, developing ports should be considered in the context of national economic security and the fundamental infrastructure of the national economy rather than commercial entities required for a recovery of their full costs from users.1