Hub dependence in constrained economies: the case of North Korea

Abstract

While the geographical and economic factors concerning the development of hub ports are widely described by a variety of scholars and professionals, there is no recognized methodology measuring the hub dependence of a given port, region, or country. Based on a 20-years database of vessel movements, this paper proposes a methodology measuring hub dependence. North Korea offers a good case of a constrained economy facing dramatic internal and external pressures. Notably, the weight and geographical extent of its maritime connections are worth analysing because of its contrasted evolution from Soviet influence, geopolitical isolation, and growing trade due to economic reforms and increased foreign investments. The main results of this study show the spatial shift from long-distance calls to feeder calls: global foreland contraction, regionalization within Northeast Asia, and traffic concentration upon closest hubs of which South Korean ports. We conclude that hub dependence is a combination of local constraints and trade growth. The political implications of this phenomenon are explored, and a spatial model of hub dependence is proposed.

Peripherality in the global container shipping network: the case of the Southern African container port system

“…Therefore a change in an economic or geo-political situation could theoretically transform a distant/peripheral location to a more central or intermediate one. A three-phase model of hub dependence was proposed by Ducruet (2008) demonstrating how ports can become more central or more remote in the maritime network depending on their ability to attract direct calls and transhipment activities from shipping lines. For instance, Shenzhen ports have become less ''hub-dependent'' on Hong Kong over time, while North Korean ports have increasingly been polarized by the South Korean hub.…”

Maritime degree, centrality and vulnerability: port hierarchies and emerging areas in containerized transport (2008–2010)

“…Frémont and Soppe (2007) underline the fact that this concentration favours the establishment of specialist cargo centres, just as Notteboom (1997) indicated for the case of Europe. Research carried out by Hayuth and Fleming (1994), McCalla et al (2005), Ng (2006), McCalla (2008) and Ducruet (2008) 2 , take novel approaches from which to analyse the problem of the optimum location of hubs. Finally, it must be mentioned the solutions found to the specific problem of the maritime transport network models in the work of Fremont (2007), Kaluza and Kölzsch (2010) and Tavasszy et al (2011), all of them concerned about the measuring of different network parameters of connectivity and local importance.…”

China’s Global Shipping Connectivity: Internal and External Dynamics in the Contemporary Era (1890–2016)

“…As in many port systems worldwide (Notteboom, 2006b), due to the rarity of connections. This suggests that although China concentrated its external traffic at a few large hubs, recalling the process of vulnerability (Ducruet, 2008), it managed to diversify its connectivity by a parallel spread of its linkages to other ports as well in addition to the largest ones. Most interesting is the gradual expansion of China's geographic radius in terms of the average kilometric distance (orthodromic) of its container shipping linkages with foreign ports, despite certain fluctuations, and fall-off in recent years.…”

“…The connectivity of Chinese ports in this paper is mainly measured by degree centrality (i.e., the number of links to other ports, at node, sub-region, and national level), and also by looking at domestic inter-port linkages. Another useful measure is hub dependence, explored by Ducruet (2008) issues. The last section will discuss and conclude with the lessons learned from this study for further academic research and policy recommendations in the fields of ports, maritime transport, but also networks and urban development in general.…”