Apartment Listings

Total Page:16

File Type:pdf, Size:1020Kb

Apartment Listings Apartment Listings Name Address City Phone # American Housing Apts 205 Vidor Drive Vidor 409-769-8739 Autumn Trace Apartments 1300 Hwy 327 Silsbee 409-385-6071 Beaumont Downtown Lofts 620 Pearl Beaumont 409-832-3131 Chateau Royal 208 N. 10th Orange 409-886-4176 Chrisleigh Manor Apartments 1604 W Cherry Ave Orange 409-886-2862 Colonial South Apartments 4810 Park Beaumont 409-363-2510 Creel Investments 2535 McFaddin Beaumont 409-838-2102 Cypress Cove Apartments 3819 N. Meeks Dr Orange 409-886-5273 Cypresswood Crossing 1010 Hwy 87 S Orange 409-886-0644 Fox Run Apartments 2600 Allie Payne Orange 409-883-4828 Gardens at Sienna 6210 Sienna Trails Beaumont 409-898-8100 Hearthland Inc 245 Tenney Bridge City 409-735-7696 International Apartments 4750 Meeks Dr Orange 409-886-5611 James Zay Roberts Apartments 610 Burton Orange 409-670-9071 Legacy Senior Apartments 3225 Lake Arthur Port Arthur 409-729-3225 Linkwood Garden Apartments 1500 W Link Orange 409-886-2862 Lumberton on the Lake 187 South L.H.S. Drive Lumberton 409-755-7024 O W Collins Apts (50 Plus) 4440 Gulfway Dr Port Arthur 409-982-6441 Orange Apartments 3333 Ridgemont Drive Orange 409-883-2937 Palm Gardens 1727 37th Orange 409-670-0980 Parkway Apartments 5725 MLK Beaumont 409-832-6464 Pine Club Apartments 5015 Pine Orange 409-899-2900 Pine Hollow Apartments 4020 Sikes Orange 409-883-9699 Pirate Cove Apartments 425 S. Archie Vidor 409-813-1510 Poole Avenue Apartment Homes 1501 Poole Avenue Port Arthur 409-962-6655 Sabine Park Apartments 111 Pine Orange 409-886-3578 516 Burton, Orange, TX 77630 409-883-5882 Email: [email protected] Apartment Listings Name Address City Phone # Silsbee Oakleaf 1195 Hwy 327 E Silsbee 385-7945/385-7351 Southern Oaks 1517 Texas Ave Bridge City 409-735-7696 Southwood Crossing Apts 3901 Hwy 73 Port Arthur 409-962-9292 Stone Hearst Apartments 1650 East Lucas Beaumont 409-892-1124 Sunset Apartments 2801 W Sunset Orange 409-883-0854 Vidor Twelve Oaks 2405 Highway 12 Vidor 409-769-1230 1425 Washington Villas of Sunnyside Village Pkwy Beaumont 409-840-4332 The Village Apartments 245 Tenney Bridge City 409-735-7696 Virginia Estates 2250 W. Virginia Beaumont 409-842-3647 516 Burton, Orange, TX 77630 409-883-5882 Email: [email protected] One Bedroom Listing CONTACT NAME PROPERTY ADDRESS CITY PHONE # Charles Mouton 650 Adams Beaumont 351-0806 Charles Mouton 652 Adams Beaumont 351-0806 Charles Mouton 664 Adams Beaumont 351-0806 Golden Triangle Inv 2525 Broadway Beaumont 409-832-2222 Golden Triangle Inv 629 Nolan Beaumont 409-832-2222 James Matthew 1069 GRAND Beaumont 790-4748 James Matthew 2201 AVE A Beaumont 790-4748 Melba Wilson 110 5th Street (All bills paid) Port Arthur 409-728-0784 Richard Cook 3075 N. 14th St (furnished) Orange 409-779-6299 Silsbee Oakleaf 1195 Hwy 327 E Silsbee 385-7945 Woodrow Dorman 727 Gunstream Ln #7 Orange 409-988-9336 516 Burton, Orange, TX 77630 409-883-5882 Email: [email protected] Two Bedroom Listing CONTACT NAME PROPERTY ADDRESS CITY PHONE # Bruce Ibach Properties 690 Ave E #B Beaumont 409-835-1859 David Dickerson 3010 Bernhardt Dr Port Arthur 409-543-0741 Darick Martin 634 Bridalwreath Orange 630-248-7206 Donna Allain 4180 Highland Beaumont 504-9588/767-4690 Jackie Sibley 217 Knox Orange 337-912-9236 Jennifer Chapman 2404 Pacific Orange 779-5411 Letha Papillion 1104 11th Orange 409-886-2964 Long's Rental 3013 Western Orange 988-4527 Long's Rental #5 Circle P Orange 988-4527 Michelle McKinley 115 N. Dewitt Vidor 769-5411/926-7485 Patricia Sezar 103 Cherry Orange 337-589-4311 Paula Kimble 2726 13th Street Port Arthur 409-433-4535 Reyna Sanchez 801 W. Park Orange 337-788-1035 Richard Cook 1919 Simpson (furnished) Orange 409-779-6299 Robin Marshall 710 Livingston Orange 886-3045, 338-5242 Sabrina Chaisson 5285 Pine Burr Beaumont 409-679-7249 Sandra Battles 4360 Congress Beaumont 409-291-2205 Silsbee Oakleaf 1195 Hwy 327 E Silsbee 385-7945/385-7351 Sylvester Scott 605 Lee Beaumont 409-842-5073 Tony Morgan 530 Cornell #2 Vidor 409-289-2139 Willie Joubert 4125 Dallas Beaumont 409-842-3262 Willow Simpson 2222 Norwood Orange 409-886-5055 Willow Simpson 1411 John Orange 409-886-5055 516 Burton, Orange, TX 77630 409-883-5882 Email: [email protected] Three, Four, and Five Bedroom Listing Bedroom CONTACT NAME PROPERTY ADDRESS CITY PHONE # Size A&R Investments 4065 W Lynwood Beaumont 892-8824 3 Betty Lefler 2118 North 8th Street Orange 281-924-5318 3 Brad Prejean 2024 Coronado Orange 409-670-2395 3 Carlton Zetar 1309 W Cherry Orange 210-663-0947 3 Carlton Zetar #2 Sunset Circle A Orange 210-663-0947 3 Debra Holst 169 Private Road 8940 Deweyville 409-454-3487 3 Ed Walker 2707 Thomas Blvd Port Arthur 728-3224 3 Herman Raney 408 Burton Orange 670-0239 4 James Weiss 2309 3rd Orange 365-9881 4 John Murdock 3745 Mockingbird Orange 284-1106 3 Johnathon Friend 107 Dahlia Orange 771-9652 3 Kevin Hampton 2200 Monterrey Orange 670-5918 3 Leroy Breedlove 2234 Westway Orange 409-886-2550 4 Longs Rental 570 Hydrangea Orange 988-4527 3 Loria Douglas 2275 Harriot Beaumont 832-1873 3 Mahogany Mgmt 3721 Ridgemont Orange 323-406-3432 3 Mamie Watson 1050 Ruby Lane Orange 886-9713 4 Marcy 1501 Inwood Orange 242-0567 3 Mitch Devillier 3250 Ogden Beaumont 791-2504 3 Paulette Jackson 311 Massachusets Orange 310-527-1130 3 Paulette Jackson 811 Hart Orange 310-527-1130 3 Paulette Jackson 1601 Georgia Orange 310-5274-1130 3 Roman Reyes 1118 3rd St Orange 409-433-3501 4 Roy Sullivan 3615 Hemlock Orange 972-283-5786 3 or 4 Sabrina Chaisson 1410 Sherman Beaumont 679-7249 3 Samuel Gasaway 657 Cherry Vidor 658-5453 3 Tom Moses 2615 Euclid Beaumont 409-838-4422 3 Tracey Hill 3325 Lincoln Dr Orange 682-552-8606 3 Vanessa Ramsey 3300 N 19th Street Orange 713-289-5892 3 Wendy Solomon 15 Byron Rd Orange 221-0927 4 Willie Joubert 2318 Pierce Beaumont 842-3262 3 Willis Gentry 2210 Pacific Orange 883-5832 3 Willow Simpson #5 Inwood Circle B Orange 886-5055 3 Zoreh Shahrodi 6260 Pansy Beaumont 409-866-1145 3 Zoreh Shahrodi 1375 Stacewood Beaumont 409-886-1145 3 Zoreh Shahrodi 1040 Earl Beaumont 409-866-1145 4 Zoreh Shahrodi 3305 Magnolia Beaumont 409-866-1145 5 516 Burton, Orange, TX 77630 409-883-5882 Email: [email protected].
Recommended publications
  • Lakes Port & Harbor: Infrastructure & Dredging Cost Estimate Matrix Tool
    Great Lakes Port & Harbor: Infrastructure & Dredging Cost Estimate Matrix Tool and Duluth, MN/Superior, WI and Toledo, OH Case Studies Gene Clark1 and Dale Bergeron2 1 WI Sea Grant [email protected] 2 MN Sea Grant dbergeron@ d.umn.edu Defining the parameters of the Matrix Great Lakes ports, harbors and marinas are vulnerable to several potential climate change impacts. The two major impacts most relevant and potentially most costly are water level and storm intensity. Both rising and falling water levels can impact infrastructure stability and overall strength, as well as requiring additional channel dredging. A climatic change resulting in an increase in severe storms (more precipitation, higher winds and greater number of storm events) is also viewed as having detrimental affects on infrastructure. More severe storms can create larger waves, more extreme Seiche events and greater storm-surges that can damage port and harbor infrastructure requiring costly rehabilitation or replacement. In addition to infrastructure issues, an increased storm frequency and intensity will increase channel silting and sedimentation, compounding dredging problems analogous to lower water level scenarios. Climate model predictions for specific weather outcomes vary greatly throughout the Great Lakes Basin, and include both higher and lower water levels scenarios. However, all predictions seem to include an increase in both the number and intensity of major storm events. This combination can result in unanticipated water level change, larger waves, more dramatic Seiches and greater storm surges than considered in original design parameters (all of this in addition to the antiquated and sometime dilapidated state of our Great Lakes infrastructure).
    [Show full text]
  • All Aboard: the Aggregate Effects of Port Development
    All aboard: The aggregate effects of port development César Ducruet1, Réka Juhász2, Dávid Krisztián Nagy3, and Claudia Steinwender4 1CNRS 2Columbia University 3CREI, Universitat Pompeu Fabra and Barcelona GSE 4MIT Sloan ∗ July 3, 2019 Abstract This paper studies the distributional and aggregate economic effects of new port technologies developed in the second half of the 20th century. We show that new technologies have led to a significant reallocation of shipping activity from large to small cities. This was driven by a land price mechanism; as new port technologies are more land-intensive, ports moved from large, high land price cities to smaller, lower land price ones. We add endogenous port development to a standard quantitative model of cross- city trade to account for both the benefits and the costs of port development. According to the model, the adoption of new port technologies leads to benefits through increasing market access but is costly, requiring the extensive use of land, suggesting a reallocation of shipping activities towards cities with low land prices and thus net gains from new port technologies that are heterogeneous across cities. Counterfactual results suggest that new port technologies led to sizable aggregate gains for the world economy, with substantial heterogeneity in the effects across countries. More generally, accounting for the costs of port infrastructure development endogenously has the potential to alter the size and distribution of the gains from trade. ∗We thank David Atkin, Don Davis, Dave Donaldson, Joseph Doyle, Matt Grant, Gordon Hanson, Tom Holmes, Amit Khandelwal, Jim Rauch, Roberto Rigobon, Esteban Rossi-Hansberg and Tavneet Suri for helpful comments and discussions.
    [Show full text]
  • Lectures 13 to 15 CHAPTER 3: PUBLIC GOODS
    Lectures 13 to 15 CHAPTER 3: PUBLIC GOODS 3.1: Public Goods Pure Private to Pure Public Good • Private good consumed only by one person: food, holidays, clothes • Family/household: all collective decisions and no market. ‘Micro- collective’. Share kitchens, TV, bathrooms. • Many families/household: roads and paths, communal halls, clubs etc. Tennis and golf clubs, plus Tidy Towns’ committees for example. ‘Mini- collective’. • Option public goods: fire brigade, hospitals, museums, etc. Provided by state but not used by all. ‘Partial full collective’ • Pure public goods benefit ALL. ‘Full collective’. National security, environment, lakes, sea and mountains. Used by all but to varying degrees. • Exclusion impossible. Raises free-rider problem: e.g. lighthouse, but now excludable. Firework display a good example (see later) • Public goods bring benefits just like private goods: Ui = F(A, B, C, D) • Same supply for ALL: G1=G2=G3= etc. Not same utility though. • Private good, A; same price and utility but different supply • Pure v impure PGs: security v bridge (Fig 3.1) • Fire brigade example (p. 144). Available to all, but only used when needed if ever. Private company would protect only those how had paid. • Public goods v natural monopolies (e.g. electricity or water) but private A fireworks display is a public good because it is non-excludable (impossible to prevent people from viewing it) and non-rivalrous (one individual's use does not reduce availability to others). Voluntary payment (Fig 3.3) • MC curve same as that for private goods (Fig 3.3): n people benefit though from every extra unit.
    [Show full text]
  • Public Goods for Economic Development
    Printed in Austria Sales No. E.08.II.B36 V.08-57150—November 2008—1,000 ISBN 978-92-1-106444-5 Public goods for economic development PUBLIC GOODS FOR ECONOMIC DEVELOPMENT FOR ECONOMIC GOODS PUBLIC This publication addresses factors that promote or inhibit successful provision of the four key international public goods: fi nancial stability, international trade regime, international diffusion of technological knowledge and global environment. Each of these public goods presents global challenges and potential remedies to promote economic development. Without these goods, developing countries are unable to compete, prosper or attract capital from abroad. The undersupply of these goods may affect prospects for economic development, threatening global economic stability, peace and prosperity. The need for public goods provision is also recognized by the Millennium Development Goals, internationally agreed goals and targets for knowledge, health, governance and environmental public goods. Because of the characteristics of public goods, leaving their provision to market forces will result in their under provision with respect to socially desirable levels. Coordinated social actions are therefore necessary to mobilize collective response in line with socially desirable objectives and with areas of comparative advantage and value added. International public goods for development will grow in importance over the coming decades as globalization intensifi es. Corrective policies hinge on the goods’ properties. There is no single prescription; rather, different kinds of international public goods require different kinds of policies and institutional arrangements. The Report addresses the nature of these policies and institutions using the modern principles of collective action. UNITED NATIONS INDUSTRIAL DEVELOPMENT ORGANIZATION Vienna International Centre, P.O.
    [Show full text]
  • Port Expansion and Negative Externalities: Estimating the Costs Borne by Local Residents
    Port expansion and negative externalities: estimating the costs borne by local residents Salvador del Saz-Salazar1, Leandro García-Menéndezb,1 a Department of Applied Economics II, University of Valencia, Valencia, Spain, Email: [email protected] b Department of Applied Economics II, University of Valencia, Valencia, Spain, Email: [email protected] ABSTRACT Port expansion has been seen as the origin of negative externalities affecting local residents’ wellbeing and contributing to the poor public image of ports. In this study the contingent valuation method is used to estimate the costs borne by local residents as a consequence of the negative externalities derived from the growth of the Port of Valencia (Spain) in the last thirty years. Although the current practice is to use the willingness to pay measure to value both gains and losses, in this case it was deemed more appropriate to use the willingness to accept (WTA) measure given the perceived property rights. The econometric analysis undertaken reveals that WTA is positively related to the bid offered and negatively related to family income, as expected. Among the different externalities derived from this growth, the only concern that affects individuals’ WTA is the reclamation of land from the sea. Finally, the results obtained show that the present value of the costs potentially borne by local residents ranges from a minimum value of €64.4 million to a maximum value of €107.4 million depending of the aggregation criterion chosen. Key Words: Contingent valuation, willingness to accept, port expansion, negative externalities, land reclamation. JEL code: Q51. 1. Introduction Throughout history seaports have played a vital role in promoting the economic development and prosperity of nations.
    [Show full text]
  • Central New York Inland Port Market Feasibility Study
    FINAL REPORT CENTRAL NEW YORK INLAND PORT MARKET FEASIBILITY STUDY potenti PREPARED FOR: NEW YORK STATE DEPARTMENT OF TRANSPORTATION SUBMITTED BY: RSG CENTRAL NEW YORK INLAND PORT MARKET FEASIBILITY STUDY PREPARED FOR: NEW YORK STATE DEPARTMENT OF TRANSPORTATION CONTENTS 1.0 EXECUTIVE SUMMARY .................................................................................................................. 1 Purpose and Background ................................................................................................................ 1 Principal Findings ............................................................................................................................. 1 2.0 INTRODUCTION AND BACKGROUND .......................................................................................... 6 2.1 | Physical Requirements .................................................................................................................. 6 2.2 | Central New York Inland Port Proposals: History ......................................................................... 7 3.0 INFORMATION SOURCES .............................................................................................................. 8 4.0 TRANSPORTATION INFRASTRUCTURE AND OPERATIONS .................................................. 10 4.1 | Rail Service ................................................................................................................................. 10 4.2 | Highway ......................................................................................................................................
    [Show full text]
  • Port Infrastructure Development Grants and Port Planning And
    Port Infrastructure Development Grants and Port Planning and Investment Toolkit Norfolk, VA AAPA Oct 14, 2019 Travis Black Port Infrastructure Development Program Team Office of Ports & Waterways Planning Maritime Administration 1200 New Jersey Ave., SE | Washington | DC 20590 w w w . d o t . g o v U.S. Transportation System Overview • The transportation system moved 17.7 billion tons of goods valued at over $18.1 trillion in 2016.(1) • Trucks carried 62.7 percent of the tonnage, 11.1 billion tons, and 61.9 percent of the value. • Rail moved 1.6 billion tons, 8.9 percent of goods, and water moved 0.8 billion tons, or 4.5 percent, in 2016. Remainder was carried by air, pipeline, or a combination of modes. • Goods valued at $527 billion moved on all waterways of the United States. • Transportation’s contribution to the U.S. GDP was $1,066.9 billion in 2016 according to the U.S. Department of Transportation’s Bureau of Transportation Statistics (BTS).(2) • For-hire transportation contributed $562.4 billion or 2.97 percent to the U.S. GDP. • In-house transportation contributed another $504.5 billion or 2.66 percent. • Inland water transportation contributed $19.2 billion to U.S. GDP. • For-hire water transportation contributed $16.5 billion and in-house contributed $2.8 billion.(3) (1)Transportation Statistics Annual Report, 2018. U.S. Department of Transportation Bureau of Transportation Statistics. (2)In-house transportation is business-related transportation. Business-related transportation includes privately owned and operated vehicles of all body types, used primarily on public rights of way, and the supportive services to store, maintain, and operate those vehicles.
    [Show full text]
  • High-Rise Elevators Enabling Green Buildings Green Motion Technology
    High-rise elevators Enabling green buildings Green Motion Technology. Schindler high-rise products All over the world. contribute to achieve all global building certificates, Schindler Green Motion Technology. such as... The world’s population is growing rapidly. Urbaniza- One key issue is the burden that growth is placing Schindler inverter technology The optional ECO Mode (Energy Control Option) is LEED comprises a suite of rating systems for the tion – the demographic transition from rural to on urban infrastructures and environments. Urban When the elevator is in generator mode, Schindler’s the power management of the elevator system, design, construction and operation of high perfor- urban – is gathering speed. For the first time ever, residents all over the world want – and deserve – a own drive technology recuperates the clean energy which continually provides the adequate number of the majority of the world‘s population live in cities, good quality of life. and feeds it back in to the power grid of the eleva-tors based on the current and forecast traffic and this proportion continues to grow. The mega- Tomorrow’s green building is a key contributor to building. The technology reduces or eliminates the situa-tion. cities of 10 million-plus people persistantly expand avoiding foreseeable urban and environmental need for machine-room cooling. AQUA is a Brazilian certificate that guarantees the at breakneck speed. collapse. high environmental quality of construction projects. High-efficiency drives Optimized standby mode They are increasingly becoming the growth engines Especially in tall buildings, the power consumption Industry-leading technology (e.g. permanent-mag- The elevator system detects components such as BREEAM is the world’s longest established and most of their respective domestic economies.
    [Show full text]
  • The Role of Port Infrastructure for Economic Development with an Application to Belgium and the Port of Antwerp
    The role of port infrastructure for economic development with an application to Belgium and the Port of Antwerp 1 Table of Contents 1. CHAPTER ONE: INTRODUCTION........................................................................................................ 8 1.1 Setting and Outline of the Research .................................................................................................. 8 1.2 Background: Economic geographic shift / business relocation ......................................................... 8 1.3 Modern Industrial Dynamics (MID) ................................................................................................. 11 1.4 Global Container Transport System (GCTS) ..................................................................................... 12 1.5 Evolution of port to commercial location and commercial cluster formation ................................ 13 1.6 Rationale for study ................................................................................................................................ 15 1.7 Methodologies ....................................................................................................................................... 16 1.8 Structure of the Thesis .......................................................................................................................... 17 2. CHAPTER TWO: LITERATURE REVIEW ...................................................................................................... 20 2.1 Scope of the chapter .............................................................................................................................
    [Show full text]
  • Skyscraper Height
    Skyscraper Height Jason Barr∗ Rutgers University, Newark [email protected] Rutgers University Newark Working Paper #2008-002 Abstract This paper investigates the determinants of skyscraper height. First a simple model is provided where potential developers desire not only profits but also status, as measured by their rank in the height hi- erarchy. The optimal height in equilibrium is a function of the cost and benefits of building as well as the height of surrounding buildings. Using data from New York City, I empirically estimate skyscraper height over the 20th century. The results show that the quest for status has increased building height by about 15 floors above the non- status profit maximizing height. In addition, I provide estimates of which buildings are “too tall” and by how many floors. JEL Classification: D24, D44, N62, R33 Key words: Skyscrapers, building height, status, New York City ∗I would like to thank Alexander Peterhansl, Howard Bodenhorn, Sara Markowitz and seminar participants at Lafayette College for their helpful comments. I would like to acknowledge the New York City Hall Library, the New York City Department of City Planning and the Real Estate Board of New York for the provision of data. This work was partially funded from a Rutgers University, Newark Research Council Grant. Any errors are mine. 1 1 Introduction Skyscrapers are not simply tall buildings. They are symbols and works of art. Collectively they generate a separate entity—the skyline—which has its own symbolic and aesthetic importance. Despite the initial fears that the attacks of September 11, 2001 would cur- tail construction, skyscrapers continue to be built in large numbers around the globe (Economist, 2006).
    [Show full text]
  • Global Public Goods: Critique of a UN Discourse Author(S): David Long and Frances Woolley Source: Global Governance, Vol
    Global Public Goods: Critique of a UN Discourse Author(s): David Long and Frances Woolley Source: Global Governance, Vol. 15, No. 1 (January–March 2009), pp. 107-122 Published by: Brill Stable URL: https://www.jstor.org/stable/27800741 Accessed: 19-09-2019 14:45 UTC JSTOR is a not-for-profit service that helps scholars, researchers, and students discover, use, and build upon a wide range of content in a trusted digital archive. We use information technology and tools to increase productivity and facilitate new forms of scholarship. For more information about JSTOR, please contact [email protected]. Your use of the JSTOR archive indicates your acceptance of the Terms & Conditions of Use, available at https://about.jstor.org/terms Brill is collaborating with JSTOR to digitize, preserve and extend access to Global Governance This content downloaded from 143.107.26.62 on Thu, 19 Sep 2019 14:45:00 UTC All use subject to https://about.jstor.org/terms Global Governance 15 (2009), 107-122 Global Public Goods: Critique of a UN Discourse David Long and Frances Wool ley The concept of global public goods has been advanced as a way of under standing certain transborder and global problems and the need for a coor dinated international response. It has been used to describe everything from global environment, international financial stability, and market effi ciency, to health, knowledge, peace and security, and humanitarian rights. Using an internal critique, this article finds that the concept is poorly de fined, avoids analytical problems by resorting to abstraction, and masks the incoherence of its two central characteristics.
    [Show full text]
  • The Impacts of Port Infrastructure and Logistics Performance on Economic Growth the Mediating Role of Seaborne Trade Munim, Ziaul Haque; Schramm, Hans-Joachim
    The Impacts of Port Infrastructure and Logistics Performance on Economic Growth The Mediating Role of Seaborne Trade Munim, Ziaul Haque; Schramm, Hans-Joachim Document Version Final published version Published in: Journal of Shipping and Trade DOI: 10.1186/s41072-018-0027-0 Publication date: 2018 License CC BY Citation for published version (APA): Munim, Z. H., & Schramm, H-J. (2018). The Impacts of Port Infrastructure and Logistics Performance on Economic Growth: The Mediating Role of Seaborne Trade. Journal of Shipping and Trade, 3(1). https://doi.org/10.1186/s41072-018-0027-0 Link to publication in CBS Research Portal General rights Copyright and moral rights for the publications made accessible in the public portal are retained by the authors and/or other copyright owners and it is a condition of accessing publications that users recognise and abide by the legal requirements associated with these rights. Take down policy If you believe that this document breaches copyright please contact us ([email protected]) providing details, and we will remove access to the work immediately and investigate your claim. Download date: 27. Sep. 2021 Munim and Schramm Journal of Shipping and Trade (2018) 3:1 Journal of Shipping DOI 10.1186/s41072-018-0027-0 and Trade ORIGINAL ARTICLE Open Access The impacts of port infrastructure and logistics performance on economic growth: the mediating role of seaborne trade Ziaul Haque Munim1* and Hans-Joachim Schramm2,3 * Correspondence: [email protected] Abstract 1School of Business and Law, University of Agder, Kristiansand, Considering 91 countries with seaports, this study conducted an empirical inquiry Norway into the broader economic contribution of seaborne trade, from a port infrastructure Full list of author information is quality and logistics performance perspective.
    [Show full text]