Port facilities expand or are relocated from their original locations according to several factors, such as outgrowing a limited space or avoiding clashes of use with expanding cities. Previous spatial models such as the famous Anyport model imply a natural evolution in port systems which can in reality be complicated by issues of port governance and competition. The goal of this paper is to enrich the Anyport model with insights from port governance and the port life cycle model, focusing on strategies of port actors to avert a potential decline when the port reaches geographical or economic constraints.

The empirical application explores the evolution over five decades of the port of Guayaquil, Ecuador's primary port and the second-busiest container port on the west coast of South America. In the 1990s and 2000s, port governance reform introduced devolution from the national level to local port authorities, the signing of terminal concessions to private operators and competition from other ports in the vicinity. In 2006 a new deep-water port, 85 km downriver and in a different governance jurisdiction, was proposed. Continuous legal and operational challenges stalled the construction of the new port, until it finally entered into operation in 2019. Despite this development, the existing Guayaquil port decided to go ahead with more channel dredging and to extend the existing container terminal concession for an additional 20 years in order to maintain its operations.

Thus, rather than a simple port migration to deeper water based on specialisation of tasks between deep sea and feeder activities, what has emerged is a competitive situation for the same hinterland between old and new ports. The port life cycle model provides a more dynamic view than purely spatial models, highlighting governance conflicts between local and national levels, power dynamics between global carriers and port terminal operators, changes in intra- and inter-port competition and horizontal complexities arising from municipal and regional boundaries between existing and available port locations.

港口设施会根据多种因素进行扩展或从其原始位置迁移，例如超出有限的空间或避免与扩张中的城市发生冲突。以前的空间模型，例如著名的Anyport模型，暗示着港口系统的自然演变，实际上，这可能会因港口管理和竞争问题而变得复杂。本文的目的是利用来自港口治理和港口生命周期模型的见识来丰富Anyport模型，重点是港口参与者在港口受到地理或经济限制时避免潜在下降的策略。

该经验应用探索了瓜亚基尔港，厄瓜多尔的主要港口和南美西海岸第二繁忙的集装箱港口在过去五十年中的演变。在1990年代和2000年代，港口治理改革导致了从国家层面到地方港口当局的下放，对私人经营者的码头特许权的签署以及附近其他港口的竞争。2006年，提出了一个新的深水港口，该港口位于下游85公里处，且位于不同的管理辖区。持续的法律和运营挑战使新港口的建设停滞不前，直到新港口于2019年正式投入运营。尽管如此，

因此，不再是根据深海和支线活动之间任务的特殊性将港口简单地迁移到更深的水域，而是出现了新旧港口之间同一腹地的竞争态势。与纯粹的空间模型相比，港口生命周期模型提供了更动态的视角，突出了地方和国家层面之间的治理冲突，全球承运人与港口码头经营者之间的动力动态，港口内和港口间竞争的变化以及市政和港口部门之间的水平复杂性现有港口位置与可用港口位置之间的区域边界。