Institute of Transportation, MOTC

The results of the study indicate that the container cargos of both sides are transshipped via Hong Kong mostly, and that most of China’s bulk and general cargos imported to Taiwan are shipped via a third place, such as Ishigakishima, Japan. The distributions of Taiwanese businessmen’s investments and the transshipment destinations both indicate that Kangtong, Fujian, and Kiangsu will be the main goods-source places for future cross-Strait shipments. The operations of Kaohsiung Port Offshore Transshipment Center have shown that ports in Taiwan area have potentials in taking container transshipment from Fujian area, and that the future transshipment markets after cross-Strait direct-sailing will be focusing on Fujian and Kiangsu areas. This transshipment will be greater than that of the direct-sailing shipment of both sides across the Strait. Time Series, Regression Analysis, and Gray Theorem are employed to estimate the direct-sailing shipment across the Strait. This results show that Regression Analysis is more reliable. Shanghai’s growth of transport volume is rapid, and whether its transport development can meet the demand will be very crucial. The port facilities of Kaohsiung Port can fit its need for the moment, but it still has to develop toward offshore in the long-term. Keelung Port has turned out to be incapable of meeting the needs of north Taiwan’s transport and this problem should be solved immediately. Establishment of a distribution center in port area can increase the transport volume, especially after direct-sailing across the Strait, but currently it is still very difficult to estimate the transport volume at this stage.