linda@gwt188.com
世界集装箱港口系统的特点是运输量高度集中，2020 年，25 个最大的集装箱港口将处理全球超过 49.8% 的运输量。全球最大的集装箱港口凸显了出口型港口（如上海和香港）、进口型港口（如洛杉矶/长滩）和中间枢纽（如新加坡和迪拜）之间错综复杂的关系。此外，还出现了集装箱港口地理格局，包括集装箱港口之间的专业化分工。 网关 和 中间枢纽.门户港口是通往大型制造或市场地区的通道，也是长途走廊的先导。香港、洛杉矶和鹿特丹都是通往广阔而复杂的腹地的港口。中间枢纽港（或离岸枢纽）是集装箱在全球海运系统不同环节之间转运的中间地点，其方式类似于空运枢纽。新加坡和迪拜是最著名的转运枢纽，分别服务于特定的转运市场（东南亚和中东/南亚）。
The recent changes in containerized traffic reflect the shifting commercial dynamics in the global economy. North American ports have experienced limited changes, partly due to peaking consumption levels, with port demand substantially impacted by the recession of 2008-10. By 2015, container traffic volumes were barely back to their 2008 levels. Japanese ports experienced significant growth in the 1970s and 1980s, supplemented by Korean and Taiwanese ports in the 1990s. The most significant recent growth dynamic took place along the Chinese coast, where during the 2000s, the export-oriented process was in full gear. Ports of the northern European range, mostly Antwerp and Rotterdam, have grown partly due to extensive hinterland accessibility deep inside Europe. There is also a “transshipment belt” ranging from the Strait of Malacca to the Strait of Gibraltar that has experienced notable traffic growth. It particularly concerns Singapore, Dubai, the outlet of the Suez Canal (e.g. Port Said), and the Strait of Gibraltar (Tangier Med, Algeciras, and Valencia). South American ports are also actively growing through economic growth (strengthening of the hinterland) and transshipment (Panama, Cartagena, Callao).
