The worldwide maritime network of container shipping: Spatial structure and regional dynamics

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1. What are the contributions in "The worldwide maritime network of container shipping: spatial structure and regional dynamics" ?

2. What are the future works in "The worldwide maritime network of container shipping: spatial structure and regional dynamics" ?

3. How many vessels are in the database?

4. What is the effect of trade growth on the network?

Accepted Answer

However, lack of precise data on inter-port relations prevent the application of wider network theories to global maritime container networks, which are often examined through case studies of specific firms or regions.. In this article, the authors present an analysis of the global liner shipping network in 1996 and 2006, a period of rapid change in port hierarchies and liner service configurations.. While the authors refer to literature on port system development, shipping networks, and port selection, the article is one of the only analyses of the properties of the global container shipping network.

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Further research in this field may benefit from the inclusion of land-based networks ( for example road and rail ) as a means of considering hinterland accessibility.

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The obtained database covers approximately 92 per cent and 98 per cent of the world’s fleet of container vessels in 1996 and 2006, respectively.

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On a regional level, trade growth has multiplied the number of intra-regional shipping connections, thus making the network denser and more evenly distributed.

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The economics of transhipment and relay/interlining have resulted in the establishment of intermediate hubs with terminals owned, in whole or in part, by carriers or port operators.

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due to their lack of hub/feeder activities, large North American and Japanese ports are poorly represented despite their traffic volume.

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Due to the dominant gateway function of some ports compared with their limited transhipment activities (for example Antwerp, Bremerhaven, Le Havre, Shenzhen, and Tokyo), the port hierarchy does not always overlap traffic volumes.

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The method allows for delimiting so-called nodal regions by focusing on the strongest associations between city pairs, which are believed to reflect the hierarchy of central places in which subordinate nodes (satellites) are under the influence of independent (dominant) nodes through a transitive principle: an independent city also dominates the satellites of its satellites.

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Despite their traffic size, other large Northeast Asian ports remain under Hong Kong’s influence due to double calls and hub dependence (Yap 2010).

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Despite the local dereliction of port–city linkages in recent decades, maritime transport remains absolutely necessary for globalization.

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The strongest inter-regional links run between Asia and the two other large poles, with Japan (namely Tokyo) and Singapore acting as turntables across the Pacific and the Indian Ocean respectively.

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In the last two decades, increased cargo availability has led carriers and strategic alliances among them to reshape their liner shipping networks through the introduction of new types of liner services on the main east–west trade lanes (see Figure 2).

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Most mainline operators and alliances running services from the Far East to northern Europe stick to line bundling itineraries with direct calls scheduled in each of the main markets.

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Geographic proximity and regional integration seem to explain the delineation of most nodal regions, except for the giant Asian region, and despite the absence of a comparable transatlantic region.

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Due to its higher average clustering coefficient (see Table 2), this algorithm is applied to the GAL to reduce the likelihood of geographic proximity being the main explanatory factor behind the delimitation of nodal regions.

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Notwithstanding diversity in calling patterns on the observed routes, carriers select up to five regional ports of call per loop.

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The first result is a global network composed of weighted and non-directed links between ports, which can be analysed in two different ways.

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In parallel, the spatial design of maritime transport not only follows trade demand but also possesses its own practical arrangements and network configurations, which also evolve over time.

The worldwide maritime network of container shipping: Spatial structure and regional dynamics

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Most frequently asked questions

1. What are the contributions in "The worldwide maritime network of container shipping: spatial structure and regional dynamics" ?

2. What are the future works in "The worldwide maritime network of container shipping: spatial structure and regional dynamics" ?

3. How many vessels are in the database?

4. What is the effect of trade growth on the network?

5. What are the main reasons for the establishment of intermediate hubs?

6. Why are large North American and Japanese ports poorly represented?

7. Why did some ports overlap traffic volumes in 2006?

8. What is the main explanatory factor behind the delimitation of nodal regions?

9. What is the main reason why Hong Kong is under the influence of other ports?

10. What is the main reason why the global maritime network is so important?

11. What are the strongest inter-regional links between Asia and the other two poles?

12. What is the main reason for the increase in liner service design?

13. What is the mainline operator’s approach to line bundling?

14. What does the author think of the delineation of nodal regions?

15. Why is the GAL used to reduce the likelihood of geographic proximity?

16. How many regional ports of call are selected?

17. What is the first result of the global network?

18. What is the role of the spatial design of maritime transport?

Figures

Citations

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References

Collective dynamics of small-world networks

Emergence of Scaling in Random Networks

Infrastructure, Geographical Disadvantage, Transport Costs, and Trade

Small Worlds: the Dynamics of Networks between Order and Randomness - Book Review.

The worldwide air transportation network: Anomalous centrality, community structure, and cities' global roles

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