1. Introduction
The escalating liberalization of international trade that occurred during the decades following World War II under the impulse of various multilateral agreements and organizations has brought about a dramatic change in the geographic scope of logistics and freight transportation systems. While new trade ties have emerged with East Asia, long-time trading partners such as the United States and European nations have also intensified their trade relationships, to the point that the European Union is the largest trading partner of the United States and this trade represents 4% of U.S. gross domestic product (BEA, 2010).
The intensification of long-haul trade routes has reinforced the critical role of seaports, as gateways to economic spaces and as nodes on the global deep-sea liner shipping networks (Goss, 1990; Notteboom and Rodrigue, 2007; Trongzon and Sawant, 2007). A countervailing force has been that shipping lines have now become dominant actors in world trade because they operate at the global scale and often have the option to route their services through one of multiple seaports (Slack, 1993). As Slack (1993) puts it, “no longer can ports expect to attract shipping lines because they are natural gateways to rich hinterlands” (p. 581), and so is it with containerized freight shipping business. Patterns and processes of competition between seaports have changed and can be expected to remain quite dynamic in the face of fast-paced changing business environments (Meersman et al., 2010). The purpose of this chapter is to depict the state of inter-port competition from a multidimensional perspective. To this end, we adopt the framework of the “functional economic space” (Gatrell, 1983) whose genesis is to be found...
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Shipping goods through Detroit to the Port of Halifax provides the opportunity to use vacated industrial centers by repurposing these facilities for transshipment and manufacturing. Detroit as a transshipment hub provides a distribution system for goods to move to worldwide markets. Many manufacturers have failed due to a lack of an adequat...
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Sharing borders with major maritime routes, Sweden also has important seaports. Its rich maritime history also facilitated the development of the Swedish shipbuilding industry. Sweden has the second largest shipbuilding industry in the 1960s and 1970s until Japan outperformed and surpassed Sweden. Various factors contributed to the decli...
Slaves and slave trade has been an important part of history for a very long time. In the years of the British thirteen colonies in North America, slaves and slave trade was a very important part of its development. It even carried on to almost 200 years of the United States history. The slave trade of the thirteen colonies was an important part of the colonies as well as Europe and Africa. In order to supply the thirteen colonies efficiently through trade, Europe developed the method of triangular trade. It is referred to as triangular trade because it consists of trade with Africa, the thirteen colonies, and England. These three areas are commonly called the trades “three legs.”
Academic Consortium on International Trade (2000) Letter to Presidents of Universities and Colleges. Available at: http://www.spp.umich.edu/rsie/acit/ [Accessed 1 April 2014]
Traversed by the rivers Rhine, Maas and Scheldt as they meander towards the North Sea, the Netherlands is a hub of transport and distribution: a natural gateway to Europe and centre for multinational enterprise. Its advantages include an advanced infrastructure both for transport and telecommunications. Many Asian and North American imports to Europe are transhipped at Rotterdam or Amsterdam, the country’s two transport centres.
As sea ice begins to melt, opportunity in sea transportation strikes as an interesting topic for the Canadian economy. Wintertime shipping has proven to be difficult in the Canadian arctic, due to heavier and thicker ice (Fergal & Prowse, 2007). Summertime has always been a preferable season for sea transportation partially due to the softened ice, and the amount of daylight produced, compared to wintertime darkness (Ferg...
Profile of Exports, Imports and Trade Partners. Creative Commons Attribution-ShareAlike 3.0 Unported License, n.d. Web. 13 May 2014.
Power of buyers High, because of the low switching cost in change shippers and buyers are price sensitive so they could lead price war. Threat of substitutes Low, because ocean shipping is optimal choice for big and heavy cargo, air transport is too expensive and only attract buyers that are time sensitive. Rivalry among existing competitors High, because of the similar services among the container shipping industry, particularly MOLs, is a big pressure on Meli if it takes the acquisition. o SWOT Analysis • Strengths - Strong financial position of Meli: continuous profit from 19952007.
Grouchier, C & Walton, L. 2013. The maritime world: The Atlantic, Pacific and Indian Ocean World. Vol 2. London & New York.
More than forty thousand merchant ships, and countless number of smaller coastal craft, ply world oceans which comprise nearly seventy percent of the earth’s surface. Each year approximately ten million containers of cargo, containing raw materials to finished goods are transported by seas. The ships are owned by different states, private companies or individuals and manned by mixture of seafarers from different countries, mixed together from various nationalities. These ships are perhaps the most autonomous entities on earth as rule of law allows frequent change of their allegiance or identity by choosing a flag to suit their requirement.
Dominate Characteristics: With globalization, shipping is now a major priority for businesses and many individuals, especially those that use the internet to do a lot of shopping.
The authors try to emphasize the importance of new growth dynamics for containerization not just for being a transport unit but also as a supply or commodity chain unit as well. The group of authors also briefly explain that Containerized freight is commonly characterized by the movement of manufactured goods and parts from manufacturing facilities to retail activities with the whole range of distribution activities in between, such as terminals and distribution centers. The way containerized freight is used is a benefit in multiple ways from the space flexibility to movement of goods shown in terms of distribution efficiency. Containerization dynamics has for some time relied on a variety of factors that are noted as being derived volume linked with globalization, the substitution of break-bulk traffic into
Interdependence: The possibility that unhindered commerce trade prompts interconnections that make clash too much over the top.
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