21世紀に向けての台湾·台北港の港湾開発戦略

• 발행기관: 한국해양비즈니스학회
• 저자명: 汪正仁(Mariner Wang)
• 간행물 정보: 『해양비즈니스』제12호, 237~247쪽, 전체 11쪽
• 주제분류: 경제경영 > 경영학
• 파일형태: PDF
• 발행일자: 2008.12.31

영문 초록

In 2007, the Ministry of Transport in Taiwan promulgated the short, middle and long term port development of Taipei port. The background for the new port development is because of the future development of Port of Keelung which is constrained by its geographic location being surrounded by mountains from east, west and south generating the shallow hinterland access which hinters its further development. For this, most of the world renowned shipping carriers have been calling port of Kaohsiunginstead of port of Keelung. However, it has always been a cost burden and time consuming for those shipping companies calling at port of Kaohsiung then transporting those imported cargoes destined to northern Taiwan. On the other hand, Taiwan government foresees the high possibility of direct sailing between Taiwan and China in the near future which will see the ever increased export and import cargoes when it becomes materialized, Under the circumstance, the development of Taipei port as the auxiliary port of Keelung has come into being. Port of Taipei, 50 miles from the west side of port of Keelung, is well blessed for its geographic advantage situating at the main point of the trunk lane between Asia and North America as well as Asia and Europe, in addition, the hinterland access is provided for its easy and short access to Taoyung international airport (30km from port of Taipei). From the point view of international multimodal transportation, port of Taipei, as the main hub will be playing a crucial role in East Asia in the near future.

목차

Ⅰ. はじぬに

Ⅱ. 台湾の港湾管理·運營政策

Ⅲ. アジア太平洋オペム一ツョン·セソタ一構想の浮上

Ⅳ. 台北港の港湾開発戦略

Ⅴ. 自由貿易港區と周辺開發

Ⅵ. 今後の展望

Reference

Abstract〉

키워드

Direct sailing Trunk lane Port development APROC OBU CEPD BOT FTZ Geographic Advantage Hinterland access