Concentration and the formation of multi-port gateway regions in the European container port system: an update

Gateway and hinterland dynamics: The case of the Southern African container seaport system

“…According to Harper (2010) supply-siders believe that producers and their willingness to create goods and services (port operators investing in container infrastructure) set the pace of economic growth. Notteboom (2010b) further states that the advantages of concentrating cargo in only one or a few ports of call would be stronger at the level of a shipping line than at the port level, simply because not all carriers will choose the same load centers in their liner service networks. The models of Barke (1986) and Hayuth (1981) point to a level of deconcentration which occurs when some of the existing cargo is shifted from large ports to smaller or new ports or when the large load centers only absorb a small portion of the container growth in the port system (Notteboom, 2010b).…”

“…Notteboom (2010b) further states that the advantages of concentrating cargo in only one or a few ports of call would be stronger at the level of a shipping line than at the port level, simply because not all carriers will choose the same load centers in their liner service networks. The models of Barke (1986) and Hayuth (1981) point to a level of deconcentration which occurs when some of the existing cargo is shifted from large ports to smaller or new ports or when the large load centers only absorb a small portion of the container growth in the port system (Notteboom, 2010b). This phenomenon also known as 'the challenge of the periphery' has been the centre of attention in a number of studies (Hayuth, 1981;Slack and Wang, 2002;Notteboom, 2005;Frémont and Soppé, 2007).…”

“…Given that Ncqura has been identified as the transshipment hub for the region (Damasane, 2008;Notteboom, 2010b), Cape Town is best positioned as a gateway for the western regions of Southern Africa as well as a secondary gateway for Gauteng (after Durban).…”

“…This paper seeks to unravel current concentration levels of container traffic within Southern Africa as well as the level of competition between port ranges within the region, the opportunity for the formation of multi-port gateway regions and hinterland dynamics. The analysis is largely adapted from the methodology applied by Notteboom (2010b) to the European container port system.…”

New tendency of Chinese container port system: 1998–2010

“…This phenomenon has aroused widely attention among later scientists, thus Hayuth model has been continually revised and improved (Hayuth 1988;Slack and Wang 2002;Notteboom 2005;Frémont and Soppé 2007). Entering the twenty-first century, especially since the financial crisis, the strengthening of trade connection between Far East and Europe, the expansion of the service network of large shipping companies and the restructuring of the international shipping route have leaded to the formation of multiport gateway regions in European like Genoa-La Spezia-Livorno, Hamburg-Bremen, Antwerp-Zeebrugge and Rotterdam-Amsterdam (Notteboom 2010). This spatial transformation is the same in the United States, South Korea and Singapore, as Singapore-Tanjung Pelapas (Tongzon 2006), BusanGwangyang (Yeo and Cho 2007), Seattle-Long Beach (O'Connor 2010).…”