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An examination is made of developments in port dynamics since 1965. Initially, this task is addressed by studying changes in past port patterns using a simple descriptive model to accommodate shifts induced by containerization. Over time these changes have led to the reversal of the concentration and centralization of port activities. Then consideration is given to the behavior of stakeholders active in the contemporary port scene by elaborating a bipolar global-local analytical framework through an invocation of the hybrid concepts of glocalization and loglobalization. This analysis leads to an examination of emerging economies to gauge future trends in port dynamics following the dramatic emergence of China. Finally, there is a discussion of the need to go beyond inter-port competition to comprehend global production-distribution networks by exploring synergies between the supply chain and the total transport network to bring out parallels in the hub-and-spoke structure not only underpinning maritime activities but also air transport and telecommunications.

Boards of directors often attempt to foster corporate entrepreneurship by replacing a firmʼs chief executive officer (CEO). Compelling theoretical arguments and anecdotal evidence suggest that when firm performance has suffered, a new CEO is best suited to lead the firmʼs creative endeavors. On the other hand, among firms that retain their existing CEO after a decline in performance, manipulating the CEOʼs compensation package is a common governance practice used by boards to encourage innovation. In these cases, some have argued that increasing the CEOʼs pay will encourage corporate entrepreneurship, because the CEO has been compensated for assuming additional risk. Counter to these propositions, this study develops theoretical arguments that a firmʼs existing CEO is better equipped to foster corporate entrepreneurship and that this probability increases when the CEOʼs cash compensation is decreased. Results from a sample of 100 single-product manufacturing firms suggest firms that retain their current CEO and decrease the CEOʼs cash compensation are most likely to engage in corporate entrepreneurship. Implications that this research has for corporate entrepreneurship, corporate governance, and firm performance are discussed.

This paper investigates the nature of port-city relationships in two major port regions of the world, Europe and Asia. Although this issue is well analyzed through either isolated case studies or general models, it proposes a complementary approach based on urban and port indicators available for 121 port cities. In terms of demographic size and container traffic, it shows the decline of port-urban dependence, stemming from changes in global transportation and urban development. However, European and Asian port cities are not identically confronted to the same challenges, notably in terms of their hinterlands. A factor analysis highlights a regional differentiation of port-city relationships according to their insertion in both urban and port systems, with a core-periphery dualism in Europe and a port-city hierarchy in Asia. Thus, the distance to inland markets for European ports and the size of coastal markets for Asian ports are the main factors to explain the nature of port-city relationships in the two areas. It helps to evaluate which European and Asian port cities are comparable beyond their cargo volumes, by putting together micro (local environments) and macro (regional patterns) factors.

This paper deals with the performance of port clusters. Port clusters are analyzed using a framework that draws from different schools that deal with clusters (see De Langen, 2004). Central to the framework is the identification of eight variables of cluster performance. Four of those-agglomeration and dis-agglomeration forces, internal competition, heterogeneity of the cluster and the level of entry and exit barriers-are related to the structure of a cluster and fourthe presence of trust, the presence of intermediaries, the presence of leader firms and the quality of collective action regimes-are related to the governance of clusters. The validity of these variables is confirmed in three case studies, of the port clusters of Rotterdam, Durban, and the lower Mississippi. The strengths and weaknesses of the three port clusters, the importance of the variables discussed above and opportunities for policy and management to improve the performance of clusters are discussed. The results of this study are relevant for cluster scholars and for scholars specializing in port studies and, since implications of this study for policy and management in (port) clusters are discussed, the study is also relevant for (port) cluster managers and for managers affirms in (port) clusters.