Table II. Pattern of liner shipping... | Emerald Publishing

Table II.

Pattern of liner shipping network configuration with port concentration and deconcentration

Shipping lines	Phase 1	Phase 2	Phase 3	Phase 4
(Wilmsmeier and Notteboom, 2011)	Point-to-point direct services with a strong local or regional orientation. Regional orientation and inter-connectivity to the overseas markets is poor	Higher connectivity to overseas markets by consolidating cargo in an intermediate hub. Increasing dependency to the hub. Direct regional services start to lose their importance. Growing connectivity of the port system to overseas markets increases the region’s attractiveness to shipping lines and international port operators	Port traffic growth leads to a further outreach of the hub-and-spoke network. The inclusion of new ports. International port operators further penetrate into the market and state intervention in ports is strongly reduced. Main lines are growing, smaller regional services start to develop again in a secondary network	Market size of specific ports has grown. Shipping lines started to offer direct services from these ports to overseas regions. The hub’s functional position undermined. The hub seeks liner service connections to smaller ports which still lack connectivity to overseas market to maintain its role
Ports	Deconcentration	Concentration	Deconcentration	Concentration
	Development of load centres, consolidation and intermodal facilities	Become dominant hub port cities, Economies of scale, Establishing a port hierarchy	Increasing need for transhipment, Rise of secondary ports, Strategies of transnational operators, Institutional adaptations	Commercial diversification, expansion of foreland, and overlapping hinterland. Varying levels of productivity and efficiency

Shipping lines	Phase 1	Phase 2	Phase 3	Phase 4
(Wilmsmeier and Notteboom, 2011)	Point-to-point direct services with a strong local or regional orientation. Regional orientation and inter-connectivity to the overseas markets is poor	Higher connectivity to overseas markets by consolidating cargo in an intermediate hub. Increasing dependency to the hub.Direct regional services start to lose their importance. Growing connectivity of the port system to overseas markets increases the region’s attractiveness to shipping lines and international port operators	Port traffic growth leads to a further outreach of the hub-and-spoke network. The inclusion of new ports. International port operators further penetrate into the market and state intervention in ports is strongly reduced. Main lines are growing, smaller regional services start to develop again in a secondary network	Market size of specific ports has grown.Shipping lines started to offer direct services from these ports to overseas regions. The hub’s functional position undermined. The hub seeks liner service connections to smaller ports which still lack connectivity to overseas market to maintain its role
Ports	Deconcentration	Concentration	Deconcentration	Concentration
	Development of load centres, consolidation and intermodal facilities	Become dominant hub port cities,Economies of scale,Establishing a port hierarchy	Increasing need for transhipment,Rise of secondary ports,Strategies of transnational operators,Institutional adaptations	Commercial diversification, expansion of foreland, and overlapping hinterland.Varying levels of productivity and efficiency

Source: Author, modified from Wilmsmeier and Notteboom (2011)