Information Technology Reference
In-Depth Information
The geographical dimension of the system is also apparent when examining the
position of the ports and the region to which they belong. Despite the borderless
crossing of multiple services and circulations allowed by indirect linkages, a strong
spatial proximity characterizes the graph. The two large clusters are separated
by Middle Eastern ports and Mediterranean ports (the Europe-Asia route), while
other regions are logically distributed around their respective cores: the Black Sea,
Scandinavia, and Africa for European gateways; Asia, Pacific and the Americas
for Asian hubs. Although this global snapshot of the geographical structure does
not account for a precise distinction among spatial and functional proximities, it
demonstrates that the organization of the world maritime system is fundamentally
geographical in scope. More advanced methods of clustering allow for a better
investigation of possible hidden sub-structures in the global graph.
8.4
Multilevel Analysis of Port Performance
8.4.1
Comparison of Ports' Network Attributes
Two measures are compared with the performance of container ports (Table
8.3
).
The maritime degree is the total number of connections, as described above; here,
the maritime degree is distinguished between direct and indirect numbers. The
level of hub dependence corresponds to the traffic share (% TEUs) of the biggest
connection in total port traffic. It highlights the extent to which a given port depends
on another port for the distribution of its traffic: the more dependent a given port is,
the more vulnerable it is in the system.
There is a close relationship between the direct degree and throughput in 2006:
Singapore (210) and Hong Kong (193) have the largest throughput and the highest
degree. Thus, larger ports are those that deploy a wider set of connections. This
indicates that in general, network attributes closely follow (or explain) traffic
hierarchies. Gateway or hub functions do not necessarily influence the results.
However, specific locational factors may have an influence; for example, Guangzhou
(Pearl River Delta) has a lower degree as explained by a combination of its upstream
position - constraining the accessibility for large containerships - and its proximity
to the major ports of Hong Kong and Shenzhen. The traffic and the degree are
also very much interrelated in their evolution: their respective growth rates each
have a coefficient of 0.83, with Shenzhen (China) at the top of the dynamic. We
also see that ports in advanced economies tend to stabilize and rationalize (e.g.,
decreased degree) their position in the network, while ports in developing and
emerging economies see their position improving quickly by catching-up.
Indirect connections show a somewhat more distinct pattern than that of direct
connections. Singapore (591), Hong Kong (612) and Shanghai (569) have much
fewer worldwide connections than Shenzhen (1,224). This measure is therefore
better related with the actual foreland (i.e., commercial relations) of the port.
Shenzhen is known as the world's factory; it has welcomed direct calls from global
Search WWH ::
Custom Search