Suchergebnisse

International audience ; Business environment in which a port carries out its operation is increasingly reflected by intra- and inter-port competition on regional and global scales, resulting in port concentration and deconcentration. While a number of recent studies interpret those phenomena as impacts from global forces such as containerisation, little has been done about local forces such as the evolving relationships between urban policy and port growth. This paper proposes to compare how the two global hub port cities of Hong Kong and Singapore have sustained their port activities while transforming into major economic centres. Entropy indexes are calculated by district, based on service industries related to port activities between 1993 and 2004. Results show the spatial shifts of port-related activities stemming from simultaneous factors, such as port competition which affects the international position of Hong Kong and Singapore, and lack of space and congestion at the port-city interface. However, one main differentiating factor in the evolution of the two hub port cities is the varying impact of regional cross-border relations with mainland China and Malaysia. ; L'environnement économique dans lequel un port exerce son activité se caractérise par une concurrence à la fois intra et inter-portuaire aux échelles régionale et mondiale, se traduisant par un double phénomène de concentration et déconcentration du trafic. L'angle global de la conteneurisation se conjugue avec celui local des relations changeantes entre politique urbaine et croissance portuaire. Cet article compare comment deux villes globales et hub portuaires, Hong Kong et Singapour, ont pu maintenir leur activité portuaire tout en se transformant en centres économiques majeurs. Des indices d'entropie sont calculés par district à partir de la localisation du tertiaire portuaire entre 1993 et 2004. Les résultats montrent le glissement spatial des activités liées au port de par la concurrence portuaire et la congestion interne à l'interface ...

International audience ; Business environment in which a port carries out its operation is increasingly reflected by intra- and inter-port competition on regional and global scales, resulting in port concentration and deconcentration. While a number of recent studies interpret those phenomena as impacts from global forces such as containerisation, little has been done about local forces such as the evolving relationships between urban policy and port growth. This paper proposes to compare how the two global hub port cities of Hong Kong and Singapore have sustained their port activities while transforming into major economic centres. Entropy indexes are calculated by district, based on service industries related to port activities between 1993 and 2004. Results show the spatial shifts of port-related activities stemming from simultaneous factors, such as port competition which affects the international position of Hong Kong and Singapore, and lack of space and congestion at the port-city interface. However, one main differentiating factor in the evolution of the two hub port cities is the varying impact of regional cross-border relations with mainland China and Malaysia. ; L'environnement économique dans lequel un port exerce son activité se caractérise par une concurrence à la fois intra et inter-portuaire aux échelles régionale et mondiale, se traduisant par un double phénomène de concentration et déconcentration du trafic. L'angle global de la conteneurisation se conjugue avec celui local des relations changeantes entre politique urbaine et croissance portuaire. Cet article compare comment deux villes globales et hub portuaires, Hong Kong et Singapour, ont pu maintenir leur activité portuaire tout en se transformant en centres économiques majeurs. Des indices d'entropie sont calculés par district à partir de la localisation du tertiaire portuaire entre 1993 et 2004. Les résultats montrent le glissement spatial des activités liées au port de par la concurrence portuaire et la congestion interne à l'interface ...

International audience ; Business environment in which a port carries out its operation is increasingly reflected by intra- and inter-port competition on regional and global scales, resulting in port concentration and deconcentration. While a number of recent studies interpret those phenomena as impacts from global forces such as containerisation, little has been done about local forces such as the evolving relationships between urban policy and port growth. This paper proposes to compare how the two global hub port cities of Hong Kong and Singapore have sustained their port activities while transforming into major economic centres. Entropy indexes are calculated by district, based on service industries related to port activities between 1993 and 2004. Results show the spatial shifts of port-related activities stemming from simultaneous factors, such as port competition which affects the international position of Hong Kong and Singapore, and lack of space and congestion at the port-city interface. However, one main differentiating factor in the evolution of the two hub port cities is the varying impact of regional cross-border relations with mainland China and Malaysia. ; L'environnement économique dans lequel un port exerce son activité se caractérise par une concurrence à la fois intra et inter-portuaire aux échelles régionale et mondiale, se traduisant par un double phénomène de concentration et déconcentration du trafic. L'angle global de la conteneurisation se conjugue avec celui local des relations changeantes entre politique urbaine et croissance portuaire. Cet article compare comment deux villes globales et hub portuaires, Hong Kong et Singapour, ont pu maintenir leur activité portuaire tout en se transformant en centres économiques majeurs. Des indices d'entropie sont calculés par district à partir de la localisation du tertiaire portuaire entre 1993 et 2004. Les résultats montrent le glissement spatial des activités liées au port de par la concurrence portuaire et la congestion interne à l'interface ...

International audience ; Business environment in which a port carries out its operation is increasingly reflected by intra- and inter-port competition on regional and global scales, resulting in port concentration and deconcentration. While a number of recent studies interpret those phenomena as impacts from global forces such as containerisation, little has been done about local forces such as the evolving relationships between urban policy and port growth. This paper proposes to compare how the two global hub port cities of Hong Kong and Singapore have sustained their port activities while transforming into major economic centres. Entropy indexes are calculated by district, based on service industries related to port activities between 1993 and 2004. Results show the spatial shifts of port-related activities stemming from simultaneous factors, such as port competition which affects the international position of Hong Kong and Singapore, and lack of space and congestion at the port-city interface. However, one main differentiating factor in the evolution of the two hub port cities is the varying impact of regional cross-border relations with mainland China and Malaysia. ; L'environnement économique dans lequel un port exerce son activité se caractérise par une concurrence à la fois intra et inter-portuaire aux échelles régionale et mondiale, se traduisant par un double phénomène de concentration et déconcentration du trafic. L'angle global de la conteneurisation se conjugue avec celui local des relations changeantes entre politique urbaine et croissance portuaire. Cet article compare comment deux villes globales et hub portuaires, Hong Kong et Singapour, ont pu maintenir leur activité portuaire tout en se transformant en centres économiques majeurs. Des indices d'entropie sont calculés par district à partir de la localisation du tertiaire portuaire entre 1993 et 2004. Les résultats montrent le glissement spatial des activités liées au port de par la concurrence portuaire et la congestion interne à l'interface ...

International audience ; Business environment in which a port carries out its operation is increasingly reflected by intra- and inter-port competition on regional and global scales, resulting in port concentration and deconcentration. While a number of recent studies interpret those phenomena as impacts from global forces such as containerisation, little has been done about local forces such as the evolving relationships between urban policy and port growth. This paper proposes to compare how the two global hub port cities of Hong Kong and Singapore have sustained their port activities while transforming into major economic centres. Entropy indexes are calculated by district, based on service industries related to port activities between 1993 and 2004. Results show the spatial shifts of port-related activities stemming from simultaneous factors, such as port competition which affects the international position of Hong Kong and Singapore, and lack of space and congestion at the port-city interface. However, one main differentiating factor in the evolution of the two hub port cities is the varying impact of regional cross-border relations with mainland China and Malaysia. ; L'environnement économique dans lequel un port exerce son activité se caractérise par une concurrence à la fois intra et inter-portuaire aux échelles régionale et mondiale, se traduisant par un double phénomène de concentration et déconcentration du trafic. L'angle global de la conteneurisation se conjugue avec celui local des relations changeantes entre politique urbaine et croissance portuaire. Cet article compare comment deux villes globales et hub portuaires, Hong Kong et Singapour, ont pu maintenir leur activité portuaire tout en se transformant en centres économiques majeurs. Des indices d'entropie sont calculés par district à partir de la localisation du tertiaire portuaire entre 1993 et 2004. Les résultats montrent le glissement spatial des activités liées au port de par la concurrence portuaire et la congestion interne à l'interface ...

International audience ; Business environment in which a port carries out its operation is increasingly reflected by intra- and inter-port competition on regional and global scales, resulting in port concentration and deconcentration. While a number of recent studies interpret those phenomena as impacts from global forces such as containerisation, little has been done about local forces such as the evolving relationships between urban policy and port growth. This paper proposes to compare how the two global hub port cities of Hong Kong and Singapore have sustained their port activities while transforming into major economic centres. Entropy indexes are calculated by district, based on service industries related to port activities between 1993 and 2004. Results show the spatial shifts of port-related activities stemming from simultaneous factors, such as port competition which affects the international position of Hong Kong and Singapore, and lack of space and congestion at the port-city interface. However, one main differentiating factor in the evolution of the two hub port cities is the varying impact of regional cross-border relations with mainland China and Malaysia. ; L'environnement économique dans lequel un port exerce son activité se caractérise par une concurrence à la fois intra et inter-portuaire aux échelles régionale et mondiale, se traduisant par un double phénomène de concentration et déconcentration du trafic. L'angle global de la conteneurisation se conjugue avec celui local des relations changeantes entre politique urbaine et croissance portuaire. Cet article compare comment deux villes globales et hub portuaires, Hong Kong et Singapour, ont pu maintenir leur activité portuaire tout en se transformant en centres économiques majeurs. Des indices d'entropie sont calculés par district à partir de la localisation du tertiaire portuaire entre 1993 et 2004. Les résultats montrent le glissement spatial des activités liées au port de par la concurrence portuaire et la congestion interne à l'interface ...

Paper presented at the International Conference on Shipping, Port, and Logistics Management, 3rd Asian Logistics Round Table (ALRT), Inha University, Incheon, April 2-3 (2009) ; Port development in South Korea has taken advantage of the country's remarkable situation and economic growth during the past decades. However, the governmental 'two-hub port strategy' is currently at stake because of fierce competition from Chinese ports. Based on a global database on the daily movements of containerships, this paper proposes an evaluation of the position of South Korean ports within Northeast Asian liner networks in 1996 and 2006. Main results show that although Chinese ports have increased substantially their position in the maritime system, South Korean ports (notably Busan) still keep a dominant hub function in this region. However, a multi-scalar analysis shows the limited global radiance of South Korean ports. Implications for policy and further research are addressed

Paper presented at the International Conference on Shipping, Port, and Logistics Management, 3rd Asian Logistics Round Table (ALRT), Inha University, Incheon, April 2-3 (2009) ; Port development in South Korea has taken advantage of the country's remarkable situation and economic growth during the past decades. However, the governmental 'two-hub port strategy' is currently at stake because of fierce competition from Chinese ports. Based on a global database on the daily movements of containerships, this paper proposes an evaluation of the position of South Korean ports within Northeast Asian liner networks in 1996 and 2006. Main results show that although Chinese ports have increased substantially their position in the maritime system, South Korean ports (notably Busan) still keep a dominant hub function in this region. However, a multi-scalar analysis shows the limited global radiance of South Korean ports. Implications for policy and further research are addressed

Paper presented at the International Conference on Shipping, Port, and Logistics Management, 3rd Asian Logistics Round Table (ALRT), Inha University, Incheon, April 2-3 (2009) ; Port development in South Korea has taken advantage of the country's remarkable situation and economic growth during the past decades. However, the governmental 'two-hub port strategy' is currently at stake because of fierce competition from Chinese ports. Based on a global database on the daily movements of containerships, this paper proposes an evaluation of the position of South Korean ports within Northeast Asian liner networks in 1996 and 2006. Main results show that although Chinese ports have increased substantially their position in the maritime system, South Korean ports (notably Busan) still keep a dominant hub function in this region. However, a multi-scalar analysis shows the limited global radiance of South Korean ports. Implications for policy and further research are addressed

Paper presented at the International Conference on Shipping, Port, and Logistics Management, 3rd Asian Logistics Round Table (ALRT), Inha University, Incheon, April 2-3 (2009) Port development in South Korea has taken advantage of the country's remarkable situation and economic growth during the past decades. However, the governmental 'two-hub port strategy' is currently at stake because of fierce competition from Chinese ports. Based on a global database on the daily movements of containerships, this paper proposes an evaluation of the position of South Korean ports within Northeast Asian liner networks in 1996 and 2006. Main results show that although Chinese ports have increased substantially their position in the maritime system, South Korean ports (notably Busan) still keep a dominant hub function in this region. However, a multi-scalar analysis shows the limited global radiance of South Korean ports. Implications for policy and further research are addressed

National audience ; Port competition is often analyzed based on individual characteristics of seaports rather than inter-port connections. A maritime network perspective is applied to the circulation of liner vessels between East Asian ports in order to reveal their relative position in 1996 and 2006. Main results confirm the progress of secondary ports over their major competitors, reflecting the importance of local port policies. However, the overall structure of the regional network tends to remain polarized by few major hub ports resisting to internal and external threats ; L'analyse de la concurrence portuaire se base souvent sur les caractéristiques individuelles des ports plutôt que sur les connections interportuaires. L'analyse réseau de la circulation des porte-conteneurs entre les ports d'Asie orientale permet de révéler leur position relative en 1996 et 2006. Les résultats confirment la montée de ports secondaires face à leurs concurrents principaux, reflétant par là l'importance des politiques portuaires locales. Cependant, la structure d'ensemble du réseau régional reste polarisée par quelques hubs majeurs parvenant à surmonter leurs difficultés internes et externes

National audience ; Port competition is often analyzed based on individual characteristics of seaports rather than inter-port connections. A maritime network perspective is applied to the circulation of liner vessels between East Asian ports in order to reveal their relative position in 1996 and 2006. Main results confirm the progress of secondary ports over their major competitors, reflecting the importance of local port policies. However, the overall structure of the regional network tends to remain polarized by few major hub ports resisting to internal and external threats ; L'analyse de la concurrence portuaire se base souvent sur les caractéristiques individuelles des ports plutôt que sur les connections interportuaires. L'analyse réseau de la circulation des porte-conteneurs entre les ports d'Asie orientale permet de révéler leur position relative en 1996 et 2006. Les résultats confirment la montée de ports secondaires face à leurs concurrents principaux, reflétant par là l'importance des politiques portuaires locales. Cependant, la structure d'ensemble du réseau régional reste polarisée par quelques hubs majeurs parvenant à surmonter leurs difficultés internes et externes

National audience ; Port competition is often analyzed based on individual characteristics of seaports rather than inter-port connections. A maritime network perspective is applied to the circulation of liner vessels between East Asian ports in order to reveal their relative position in 1996 and 2006. Main results confirm the progress of secondary ports over their major competitors, reflecting the importance of local port policies. However, the overall structure of the regional network tends to remain polarized by few major hub ports resisting to internal and external threats ; L'analyse de la concurrence portuaire se base souvent sur les caractéristiques individuelles des ports plutôt que sur les connections interportuaires. L'analyse réseau de la circulation des porte-conteneurs entre les ports d'Asie orientale permet de révéler leur position relative en 1996 et 2006. Les résultats confirment la montée de ports secondaires face à leurs concurrents principaux, reflétant par là l'importance des politiques portuaires locales. Cependant, la structure d'ensemble du réseau régional reste polarisée par quelques hubs majeurs parvenant à surmonter leurs difficultés internes et externes