CONTAINER PORT DEVELOPMENT IN ASEAN

Abstract

The study of Port Geography requires a multi-dimensional approach as it is made up of several elements which include its interrelationships with transport networks, trade patterns, ship and port technology; international and regional shipping policies; and national development plans. The extent and direction of port development is thus influenced by any change in these elements. Ports in ASEAN are not exempt from this global shipping phenomena. The penetration of containerisation as a form of technological change; and changing trade and economic patterns in the world since the early 1960s have dictated the pattern and pace of development in ASEAN ports. Starting with Singapore in 1972, all the other members of ASEAN have established container handling facilities at their ports. This has meant far reaching changes in port infrastructure, administrative policy and marketing strategies on the part of these ASEAN ports. Due to differential growth in terms of container handling capacity and liner service route concentration, a distinctive hub and spoke pattern of container feeder services has evolved in the region. This centre-dominated or centre-oriented system places Singapore at the hub of this pattern. Questions on the soundness of adapting ASEAN ports at such a rapid rate to cater for containerised cargo are no longer relevant as the ASEAN ports are increasingly proving to be a centre of growth in terms of handling containerised traffic. What remains to be seen is whether this positive growth will continue and whether the hub-and-spoke pattern with Singapore the container handling market in ASEAN will remain dominating unchanged. Constantly changing technology and trade patterns will continue to pose new challenges to ASEAN container port development. It is suggested that with regional port co-operation rather than nationalistic individualism ASEAN ports can continue to flourish in the world of containerisation.