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By Howard Dick, Peter J. Rimmer

This booklet indicates the influence of globalization on Southeast Asia, which over a number of a long time has developed from a unfastened set of war-torn ex-colonies to being a centre of worldwide production. concentrating on towns, Howard Dick and Peter J. Rimmer clarify the emergence of recent Southeast Asia and its expanding integration into the area economic system through exhibiting how technological swap, financial improvement and politics have remodeled the flows of products, humans and data.

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Additional resources for Cities, Transport and Communications: The Integration of Southeast Asia Since 1850 (Modern Economic History of Southeast Asia)

Example text

By modern standards these early flights were slow and expensive. Flying was possible only in daylight hours with frequent refuelling stops. Their main function was to speed the conveyance of mails and to promote national prestige. Airlines did not become commercially competitive with ocean liners until the 1960s (Chapter 2). The basic colonial pattern of sea and air routes persisted into the 1970s. Decolonization of the Philippines (1946), Burma (1948), Indonesia (1945–49), Indochina (1945–54), Malaysia-Singapore (1946–63), the erosion of colonial economic control and the growth in trade with East Asia was reflected in the establishment of national carriers and the increased importance of Hong Kong and Japanese lines.

The new trading settlement was brilliantly located for any vessels passing through the Straits of Malacca had to pass in sight of Singapore (Wong 1960: 195). As the focal point of modern Southeast Asia, Singapore’s networks of shipping and trade gave coherence to the region. In the mid-nineteenth century Singapore was a regional entrepot, not yet a world port. 1). Shipping beyond Asia to Europe, America and Australia was only 13 per cent. Trade data is broadly consistent with this picture. 0 Source: Calculated from Wong (1960).

Some colonies were almost bypassed by the railway age. Hence, although all main cities of Southeast Asia were eventually connected to international transport and communications networks, the rate and form of dispersion into their hinterlands varied tremendously, with profound consequences for economic and administrative development. After a very brief overview of the technological revolution, this chapter will first examine the international networks of telecommunications, steamships and airlines, then the autonomous networks of railways, roads and urban public transport.

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