Containerisation has dramatically reshaped the geography of the world for two main reasons. First, the emergence of East-asian countries on the international scene since the 1970s could be partly explained by the rise of major Asian carriers. They have based their development on the growth of their country's international trade. Second, competition has also encouraged innovation so that each shipping line can create comparative advantages over its competitors. This has resulted in the establishment of global interconnected networks, giving rise to a few global shipping lines.
However, global carriers no longer have the room to innovate and stand out from the others. Developments in international trade give them less scope to pursue linear growth. Consolidation of the industry freezes acquired positions for a long time. Horizontal integration brings them into direct competition with their customers.
New developments are coming from the most dynamic part of the world, from the region of East Asia with extensions to the Indian Ocean. The evolution of maritime networks is a testimony to the ongoing regional integration in this part of the world.
Thus, we wish to highlight two types of maritime networks. The global networks of the largest carriers are now frozen due to the oligopolistic situation. The aim of these shipping companies is to preserve their acquired position. In contrast, the networks of Asian regional shipping lines are centred on the most dynamic part of the world. In the future, they may challenge the hegemony of the global carriers.
The consequences of this new situation for the ports will then have to be highlighted. American and European ports are increasingly dependent on a limited number of global shipping lines, whereas for Asian ports, the game remains more open
Mots clés : maritime transportation|containerisation|globalisation|maritime networks
A102389AF