The Red Sea crisis is unprecedented since the Suez Crisis of 1967 and Yom Kippur War of 1973. The crisis brings to fore attention on geopolitical tension and shipping network disruption. The study applies the Structure-Conduct-Performance (SCP) paradigm to investigate shipping line behavior and its impact on container ports. The focus is on the Asia-Europe and Asia-Mediterranean trade routes. Market structure considers the distribution of ports-of-call, while conduct analyses shipping line service organization and vessel deployment strategies. Performance considers the aspects of efficiency, market growth and market share for weekly shipping service calls at container ports. The focus is on shipping services as they form the basis of shipping networks. Data mining is performed to draw information from three sources including AIS information. Results show that while the Cape Route is the alternative to the Suez Canal, longer sailing distance saw shipping lines deploy additional vessels to maintain frequency of port-calls. Adjustments to port-calls reveal transshipment containers handled by Eastern Mediterranean and Red Sea ports to be relatively “footloose”. Implications to ports from shipping network operation, resilience strategies, and port choice are offered.

中文翻译：

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地缘政治紧张局势和航运网络中断：红海危机对集装箱港口停靠的分析


红海危机是自1967年苏伊士危机和1973年赎罪日战争以来前所未有的。这场危机引起了人们对地缘政治紧张局势和航运网络中断的关注。该研究应用结构-行为-性能（SCP）范式来调查航运公司的行为及其对集装箱港口的影响。重点是亚洲-欧洲和亚洲-地中海贸易航线。市场结构考虑停靠港分布，行为分析航线服务组织和船舶部署策略。绩效考虑了集装箱港口每周停靠的航运服务的效率、市场增长和市场份额等方面。重点是航运服务，因为它们构成了航运网络的基础。执行数据挖掘是为了从三个来源获取信息，包括 AIS 信息。结果显示，虽然开普航线是苏伊士运河的替代方案，但由于航行距离较长，航运公司需要部署更多船只来维持港口停靠频率。港口停靠调整显示，东地中海和红海港口处理的转运集装箱相对“自由”。提供了航运网络运营、弹性策略和港口选择对港口的影响。