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Building a Bridge Between Port and City: Improving the Urban Competitiveness of Port Cities
... Simple Additive Weighting (SAW) [35,36] Complex Proportional Assessment (COPRAS) [35,36] Technique for Order Preference by Similarity to Ideal Solution (TOPSIS) [35] Descriptive Statistics Tables and Charts [37][38][39][40][41][42][43] Mathematical Models [44] Descriptive Models Network Analysis [17] Economic Models [45] Estimation Models Spatial Econometric Methods [46] Allometric Growth Model [47] Economic Geography Modelling [48] Quadratic Assignment Procedure [49] Super-Efficiency EBM-DEA Model [50] Forecast Models PCR studies leverage a wide range of methodologies to capture the multifaceted nature of PCRs. From economics and social research to transportation and environmental studies, PCRs encompass diverse fields within these key gateways for goods and people. ...
... Containerization, a key contributor to this growth, encompasses two aspects: multimodal transportation and simplified goods transit. These elements not only enhance the quality of airfreight accessibility [84,88] but also improve the access to maritime transport itself [23,49,62,84,124,130]. Unlike traditional single-mode transportation, containerization allows for the strategic coordination of various goods movement options. ...
... Global conditions and cutting-edge global technologies align with the city port's economic growth [52,68] and the development of ports that is influenced by capital flows [17,122]. They have increased port production results and improved port performance, which resulted from the implementation of integrated territorial investments [23], investments in fixed assets throughout society [34,51,59,61,118], and by assessing the amount of domestic and foreign investments [33,34,49,81,118]. These themes eventually lead to a rise in the general budget of local financial resources [51]. ...
Planning for port development presents a complex challenge. Along with fostering cooperation and economic synergies, port development also necessitates careful balancing with existing city functions. Previous research on port–city relationships (PCRs) has yielded valuable insights, but a comprehensive systematic and bibliometric review to identify future research directions is lacking. Moreover, existing research in this field has not addressed the need for a comprehensive classification of content, methods, and driving forces. This study addresses these gaps by analyzing 113 academic articles published on PCRs between 2000 and 2023. Using a bibliometric approach, this study leverages the JavaScript programming language, VOSviewer 1.6.20 software, and the Scopus database. This paper aims to identify key research areas and influential studies within the field of PCRs. This analysis reveals emerging research topics and themes within PCRs. Additionally, it depicts which research countries, journals, and keywords are the most prominent with regard to this field, outlining the relationships between them. This study’s findings provide valuable insights into the current state of PCR research, including geographical distribution, publication trends, methodological approaches, and key research variables.
... Ominously, Bangladeshi seaports are not yet considered efficient by the global standard in terms of technical or non-technically especially operational efficiency, infrastructural bottleneck, backward transport networks, poor information technology usage, financial delay in investment and poor port management [2] . Mention that the strong relationship between the port and port city or city is weakening both in economic and geographical terms [3] . Moreover, a port is the heart of the transport system to interfaces among various transport modes to enhance connectivity to their hinterlands and forelands [1,4] . ...
... Port productivity and performance are related to the effectiveness of the supply chain as a whole where ports and users can take advantage of complementary strategies and capabilities to improve the port performance technically [19] . In the empirical analysis, Zhao et al. [3] provided their concept on the port characteristics where maritime connections, hinterland connectivity and port efficiency are the major variables in port networks. Talley [20] concluded that technically efficient optimum throughput, cost-efficient optimum throughput and effective optimum throughput are the economic objectives of a port that will satisfy all stakeholders of a specific port. ...
... The development of the global supply chain bounded to change the traditional role of ports (Loading and discharging operations) and enhanced the capacity to a new role as efficient distribution of products across the supply chain and integrated logistics service providers as a part of the global distribution channel [19] . Port investors always look forward to tying with the port cities to get all kinds of logistics facilities and security for supporting the maritime trade because port-city relationship exhibits substantial significance in the development of port by attracting international investor and their hinterland while also sufficient spatial economic disassociation and environmental tension [3] . Talley [20] advised considering the operations, economic and port management objectives in port performance. ...
Chittagong Port is the principal seaport in Bangladesh that has contributed
to the national economy with the opportunity to be a world-class regional
port in South Asia. Cooperation among the three national ports Chittagong,
Mongla and Payra is essential to do maritime logistics business in the
region after serving the nation proudly. Here, Chittagong Port Authority
(CPA) has the opportunity to help others in the process of port development
for increasing efficiency and productivity by providing financial and
technical assistance because of its financial and technical capabilities
as a pioneer seaport in the port world. This paper examines the role of
CPA to bolster and develop the underutilized Mongla Port and newly
established Payra Port, where qualitative research methodology is applied
to explore the ways, by which CPA can assist, link and integrate with
others effectively, especially in developing the port infrastructure and
inland transport networks. In addition, the research found the prospectus
of Mongla and Payra to supply port services to the neighbors India, Nepal,
and Bhutan as well as serve the South-West part of China with the aim of
increasing regional connectivity and promoting international trade in those
basically landlocked areas and countries of Asia.
... Los puertos fungen como catalizadores de las actividades económicas para las ciudades que los albergan (Zhao, Xu y Wall, 2017); fomentan el crecimiento económico e industrial (Zhang y Lam, 2013); y son espacios estratégicos que ayudan a la inclusión de las economías (Vergara, Herrera y Armas, 2021). ...
... Por ello, una ciudad que cuenta con un puerto funcional, desde el punto de vista marítimo y terrestre, es considerada una ciudad portuaria (Cong et al., 2020); donde se produce la interacción entre lo urbano y lo portuario y, de esta forma, permite el enlace entre la económica local y global (Xiao y Lam, 2017). Asi mismo, las actividades portuarias actúan como factor sociocultural incuestionable que impacta en los procesos sociales e históricos de la localidad (Andrade et al., 2021); contribuyendo a mejorar la competitividad urbana (Zhao et al., 2017). ...
... En esta línea, Andrade et al. (2021), en un estudio en Málaga, reportaron que las interacciones funcionales, el patrimonio industrial, los espacios públicos, los recuerdos de la población y el significado que le atribuyen son factores que ayudan a identificar las oportunidades de desarrollo. Pese a que las ciudades que cuentan con un puerto pueden presentar grandes desafíos, especialmente el poco conocimiento y comprensión que el público tiene sobre las actividades portuarias y el papel que cumple el puerto en la economía (Hall, 2018); todo indicaría que las condiciones económicas, sociales y de infraestructura que existen en la ciudad y el puerto configuran un sistema simbiótico de mutua colaboración (Zhao et al., 2017). Para Schipper, Vreugdenhil y De Jong (2017), el desarrollo portuario trae beneficios a la región, sin embargo, las grandes infraestructuras pueden ocasionar problemas ambientales, sociales y de salud que afecten a la población. ...
La convivencia entre el puerto y la ciudad que lo alberga se puede estudiar desde diferentes ángulos, sin embargo, el factor social y su vínculo con el desarrollo de la población joven podría ser un elemento importante en estos tiempos de cambio. El objetivo de la investigación es conocer la percepción sobre la relación ciudad puerto y su vínculo con la satisfacción con la vida en estudiantes universitarios. La investigación tuvo un enfoque cuantitativo, correlacional, no experimental y transversal; la muestra estuvo conformada por 433 estudiantes universitarios de la provincia constitucional del Callao, de Lima, Perú. Según los resultados, existe correlación mediana, positiva y significativa entre las variables de estudio (.38); la primera y tercera dimensión de la relación ciudad puerto presentaron índices de .37 y .43 respectivamente con la satisfacción con la vida; mientras que el impacto positivo en la económica obtuvo una correlación pequeña (.28) con la satisfacción. Se observaron diferencias significativas en ambas variables respecto a la característica sociodemográfica sexo, obteniendo mayor puntaje las mujeres. También se encontraron diferencias significativas según edad y tiempo viviendo en el Callao. Se concluye que la relación ciudad puerto se asocia con la satisfacción con la vida de los jóvenes universitarios.
... Historically, ports and cities were deeply intertwined, but containerisation, globalisation, and urban expansion have led to a spatial and functional separation of these entities (Hesse, 2013;Urbanyi-Popiołek & Klopott, 2016). Today, urban redevelopment and sustainability concerns are driving initiatives to reconnect these spaces, albeit not without challenges (Bruns-Berentelg et al., 2022;Zhao et al., 2017). ...
... While some studies concern port cities in general (Hesse, 2013;Jansen & Hein, 2023;Vroomans et al., 2022), others have a more specific focus. In particular, within the context of container ports, often mega-ports like Rotterdam and Hamburg, the discussion of port-city relationships focuses on the relocation of container terminals outside of cities; this is driven by the need for larger spaces and reduced urban congestion (Bartłomiejski, 2016;Urbanyi-Popiołek & Klopott, 2016) and the weakening of direct economic and social ties between the port and the city, creating challenges for maintaining mutually beneficial relationships (Schubert, 2020;Zhao et al., 2017). Environmental concerns, such as emissions and noise pollution from container logistics, are another common topic, bringing research to eco-efficient practices and digitalisation as solutions for sustainable port operations (D'Amico et al., 2021). ...
The transition towards smart cities demands a multifaceted approach, which becomes particularly challenging in port cities, where urban life intersects with global logistics. While ports serve as critical logistic nodes, they hold the potential for diverse urban uses beyond mere ship traffic. This study investigates the integration of physical and digital infrastructures in port cities, focusing on the area where urban space expands towards RoPax terminals that combine wheeled cargo and passenger transport. The study is designed as a case study of a Baltic Sea port city undergoing significant infrastructural changes, including the construction of a new passenger terminal and rearrangement of the area surrounding the port. We explore the development of digital infrastructure to facilitate the coexistence of a liveable city and efficient transport connections. Our analysis is based on the dimensions of a smart city and related interfaces. The findings identify key digital interfaces between the city and its port, highlighting five types of such interfaces and the unique challenges and opportunities in balancing the smart city goals of urban and port authorities. This study contributes to the literature on smart cities by demonstrating the critical role of ports in the formation of smart cities, with implications for similar urban contexts.
... Peyrelongue (1999) define conceptualmente la competitividad portuaria por la relación espaciotemporal, donde el espacio es el ámbito local donde se integra el hinterland con los procesos globales que articula el puerto (conectividad marítima y terrestre), y el tiempo se mide en la aceleración de los flujos de mercancías mediante indicadores de rendimiento en unidades de tiempo (maniobras, permanencia embarcaciones en puerto, entre otros) principalmente determinados por la infraestructura y servicios provistos en puerto. Zhao, Xu et al. (2017) analizan la competitividad de las ciudades-puerto, estudiando el nivel de significación de la variable "actividad portuaria" en la competitividad urbana mediante modelos de regresión lineal y problemas de asignación cuadrática (QAP de sus siglas en inglés) en ciudades portuarias y no portuarias. De este estudio se desprende una polarización del efecto de la actividad portuaria dependiendo de la inserción en la jerarquía global de ciudades. ...
... Sin embargo, esta investigación observa que el trabajo llevado a cabo por Zhao, Xu et al. (2017) omite en su modelización el impacto de la inserción en la red de puertos de las ciudades puerto periféricas, en su distancia económica a los mercados globales. Es decir, las ciudades-puerto que no logran insertarse en la competencia portuaria global, ven incrementada su distancia económica, lo que impacta directamente en sus costos logísticos, en la competitividad de su industria regional en el comercio internacional, redundando en un aumento de costos en los bienes de consumo locales, lo que vuelve aún menos competitiva a esa ciudad intermedia. ...
La investigación consiste de una propuesta metodológica interdisciplinar para dimensionar el grado de integración en la relación ciudad-puerto, a través de un abordaje cuali-cuantitativo. Mediante la revisión bibliográfica y entrevistas a expertos se definen las variables que condicionan la competitividad de la actividad portuaria y el desarrollo urbano sostenible, y los sistemas de medición u indicadores para su evaluación.
El principal objetivo es trascender la dicotomía ciudad vs. puerto bajo la premisa de que el puerto contribuye a la centralidad de las ciudades, su economía y posicionamiento global, y que las economías de aglomeración incrementan la competitividad del puerto y su hinterland asociado. La nueva geografía económica mundial es el escenario donde se insertan, ambos participando y compitiendo en procesos globales con impacto confluyente en la escala local, para lo cual es necesario trascender el estudio sesgado y parcial de la unidad territorial e incorporar una mirada interdisciplinar a la relación ciudad-puerto.
La propuesta pretende ser una herramienta para cualquier ciudad cuyas funciones portuarias de carga contenedorizada convivan con áreas urbanas consolidadas, por su vinculación a los mercados de consumo y la gran utilización de suelo urbano que realizan. Una propuesta interdisciplinaria como instrumento de diagnóstico, en pos de mejorar la competitividad y desarrollo sostenible de las mismas. Para ello, la escala territorial se define por el puerto, la ciudad y su interfaz urbano-portuaria. La investigación aplica la metodología planteada a un estudio de caso: la Ciudad de Buenos Aires y Puerto Buenos Aires.
... The extracted category clusters indicate that the city and the port have experienced four temporal-spatial stages Vol:. (1234567890) et al., Chen & Lam, 2018;Chia-Hong, 2013;Ducruet, 2007;Lee & Ducruet, 2009;Montanari, 1988), changes in employment (Grossmann, 2008;Norcliffe et al., 1996), increased spatial, functional, economic, and institutional conflicts at the interface (Calabrò et al., 2019;Daamen & Vries, 2013;Hoyle, 1989;Wang & Ducruet, 2012;Wiegmans & Louw, 2011), lack of synchronization between urban infrastructure development and port development, port-city separation (Chen & Lam, 2018;Daamen & Vries, 2013;Ducruet & Lee, 2006;Hayuth, 1982;Hoyle, 1989Hoyle, , 2001Lee & Ducruet, 2009;Merckx et al., 2003;Norcliffe, 1981;Norcliffe et al., 1996;Wiegmans & Louw, 2011;Zhao et al., 2017). Thus, many studies have been conducted on port-city relations in developed countries and related port cities. ...
... Hence, the period after the establishment and exploitation of Shahid-Rajaee-Port has been investigated. Since port-city relations are mostly considered a qualitative issue (Ducruet, 2007), the data Lee and Ducruet, 2009;Luan et al., 2010;Zhen, 2016 and others Social Dimension population Montanari, 1988;Ducruet, 2007;Lee and Ducruet, 2009;Chia-Hong, 2013;Akhavan, 2017;Chen and Lam, 2018;Calabrò et al., 2019 andothers employment Norcliffe, 1996;Grossmann, 2008 Wiegmans and Louw, 2011;Hall and Jacobs, 2012;Wang and Ducuret, 2012;Daamen and Vries, 2013;Zhen, 2016;Debrie and Raimbault, 2016;Xiao and Siu Lee Lam, 2017;Hesse, 2017;Dadashpoor and Arasteh, 2017;Teschner, 2018;Pugliano et al., 2018;Berghe et al., 2018;Monios et al., 2018;development programs -spatial policies, development, transportation, and rules-Wiegmans et al., 2011;Daamen and Louw, 2016;Debrie and Raimbault, 2016;Akhavan, 2017;Teschner, 2018;Calabrò et al., 2019 et al Spatial Dimension Construction -urban, port, transportation, industrial andecological-Cowen &Bunce, 2006;Ducruet, 2007;Lee and Ducruet, 2009;Luan et al., 2010;Wiegmans et al., 2011;Hall and Jacobs, 2012;Wang and Ducuret, 2012;Hesse, 2017;Xiao and Siu Lee Lam, 2017;Akhavan, 2017;Chen and Lam, 2018;Monios et al., 2018;Liu et al., 2019spatial continuity Norcliffe, 1996Ducruet, 2007;Lee et al., 2008;Hall and Jacobs, 2012;Xiao and Siu Lee Lam, 2017;Akhavan, 2017;Calabrò et al., 2019historical evolution Montanari, 1988Hoyle, 1989;Norcliffe, 1996;Grossmann, 2008;Lee et al., 2008;Akhavan, 2017;Arasteh et al., 2017;Berghe et al., 2018;Calabrò et al., 2019transportation Cowen & Bunce, 2006Ducruet, 2007;Lee et al., 2008;Lee and Ducruet, 2009;Wiegmans et al., 2011;Wang and Ducruet, 2012;Chia-Hong, 2013;Zhen, 2016;Wang & Zhang, 2017;Zhao et al., 2017;Xiao and Siu Lee Lam, 2017;Akhavan, 2017;Pugliano et al., 2018;Teschner, 2018 environment Chen and Lam, 2018 land uses Cowen & Bunce, 2006;Lee and Ducruet, 2009 obtained from in-depth and unstructured interviews 1 with those working at the port are analyzed under social, spatial-functional, economic, and governance components using constructive grounded theory. ...
The port-city interface, as a spatial-functional concept, and its relations have been reproduced many times in developed and developing countries. However, there are few studies on such relations in West Asia while urbanization and shipping in this region are considered ancient concepts. The present study investigates the port-city relations in Bandar-Abbas County after the establishment and exploitation of Shahid Rajaee container port to bridge the gap in the study of port-city relations in West Asia, with distinct national–international political contexts. Also, it aims to methodologically analyze the interface as a multi-layered space where the city and the port geographically meet, and different urban, port, and related industrial uses cooperate, conflict, and give character to the port-city. In other words, the present study seeks to understand how the development of containerization of the port and the subsequent required spatial changes in recent decades have influenced the formation of port-city relations in Bandar-Abbas County. To this end, the social, spatial-functional, economic, and governance components are investigated and analyzed, using the qualitative approach of constructivist grounded theory. The extracted category clusters indicate that the city and the port have experienced four temporal-spatial stages in their relations during this period. Although in Bandar-Abbas County, no large-scale displacement of uses is observed, introducing new port and industrial uses to the outskirts of the city under factors such as macro-policies and the economy, has created a lot of competition, in addition to increasing spatial-functional conflict in the port-city interface. In general, despite a great social cohesion in port-city relations, these relations have developed separately in spatial, functional, economic, and governance areas.
... Ports, as catalysts for urban economic development, facilitate industrial integration and the clustering of service industries, generating signi cant economic and social bene ts (Cong et al. 2020;Zhao et al. 2017). However, this study found that the impact of port transport on inclusive growth exhibits signi cant heterogeneity, which may highlight the moderating role of institutional environments and industrial structures. ...
This study employs panel data from 20 countries with relatively strong comprehensive transportation infrastructure capabilities over the period of 2010–2021 to investigate the impact of transportation infrastructure on inclusive growth and to analyze the heterogeneity between developed and developing countries. A panel data fixed-effects model is constructed, with the Inequality-adjusted Human Development Index (IHDI) serving as a proxy for inclusive growth, and transportation infrastructure measured by variables such as railway passenger carried, air passenger carried, and container port traffic. GDP per capita is introduced as a control variable. Findings highlight substantial heterogeneity across transport subsectors and development contexts: rail transport significantly promotes inclusive growth, air passenger transport shows no significant effect, while air freight has opposite impacts—positive in developing countries but negative in developed ones. Port infrastructure benefits inclusive growth only in developed countries. This study underscores the importance of transport subsector differentiation and contextual analysis, contributing to the theoretical advancement of inclusive infrastructure research. JEL Classification: A12·B23·C33·H54·L91
... The development of ports can effectively reduce operational costs for enterprises, thereby fostering progress in port cities and their surrounding areas. Correspondingly, the development CONTACT Xuanchao Cai caixuanchao@stu.shmtu.edu.cn of urban economy provides essential support for port expansion to improve infrastructure and services, thus reinforcing the central position of ports as crucial transportation nodes (Song & Cui, 2014;Zhao et al., 2017). Furthermore, economic growth can drive the optimization of industrial structures in port cities, promote substantial industrial agglomeration, and further enhance urban industrialization processes, which in turn contributes to overall economic development. ...
Interaction between ports and urban economies plays a crucial role in enhancing both port competitiveness and urban development. To deeply understand their relationship, this study explores the dynamic interaction between Shanghai Port and the urban economy by utilizing the time series data of Shanghai from 2000 to 2022 and incorporating exogenous variables such as international economic fluctuation, technological change and economic policy uncertainty. The Structural Vector Autoregressive (SVAR) model alongside cointegration tests, Granger causality tests and variance decomposition methods were also employed for empirical analysis. The main purpose of this study is to provide a theoretical framework for the benign interaction between Shanghai Port and the urban economy, specifically examining the interaction mechanism between Shanghai Port cargo throughput, container throughput and Shanghai GDP. The results of our study show that there is a stable dynamic equilibrium relationship between Shanghai Port and GDP, where the contribution of GDP to container throughput is much greater than that of cargo throughput, and the contribution of cargo throughput to GDP is higher than that of container throughput to GDP. Finally, recommendations are proposed for promoting the coordinated development of the Shanghai Port and the urban economy.
... In summary, the issue can be simplified into geographical proximity and non-geographical proximity, and the interaction effects between the two can be examined by QAP method, a widely used approach for examining multidimensional proximity effects. Q. Zhao et al. (2017) applied QAP to detect the relationship between port activity and city competitiveness; Sun and Grimes (2017) used QAP to explore the determinants of interregional technology transactions in China; W. Zhang et al. (2019) employed QAP to investigate factors influencing three types of intercity connectivity networks (transportation infrastructure connectivity networks, business linkage networks and daily travel networks) within the YRD; and Květoň et al. (2022) investigated the role of geographical and cognitive proximity in knowledge networks. ...
As one of the largest metropolitan clusters in China, the Yangtze River Delta (YRD) has reached the networking stage of development. The current research primarily identifies bottom-up patterns of development using big data on economic and social activities. Interaction between local governments also plays a crucial role in regional governance but lacks quantitative analysis. This study drew on data from the 14th Five-Year Plans (FYP) of YRD cities to extract linkages from the texts to create a network, examined its properties, and applied the quadratic assignment procedure (QAP) method to quantify the influence of multidimensional proximities. The findings revealed that YRD’s intergovernmental network was polarised, with cities that served specialised functions standing out. Intra-provincial networks were at various stages and reflected the town system plans. Geographical proximity had a significant impact, while technological and informational proximities were less influential. This study introduces new data and methods for visualising intergovernmental relations and provides insights for regional multi-scale spatial governance.
... Acciaro (2008) focused on the creative role of ports in related industries and their impact on urban development. Zhao et al. (2017) pointed out that ports influence urban development by attracting related industries to cluster in port cities, and accelerating the integration of port industry and city has become a key factor in the transformation and high-quality development of port cities. ...
Port-industry-city is a primary carrier of high-quality economic development, and promoting the integration of port, industry and city is an important measure to realize port reform and industry-city integration. Based on the panel data of port-industry-city in the Bohai Rim region from 2012 to 2021, this study used the ITARA-EDAS model, ArcGIS spatial analysis tool and spatial Durbin model to explore the spatiotemporal evolution characteristics and spatial spillover effects of port-industry-city integration. The results show that: (1) The integration of port, industry and city in the Bohai Rim region has significant spatiotemporal differences, and the distribution pattern of "high in the south and low in the north" is more prominent, especially the gradient pattern with core cities as the center and key cities as the support. (2) The economic impact of port-industry-city integration in the Bohai Rim region has an agglomeration-diffusion effect, i.e., port-industry-city integration promotes the agglomeration of factors of production and promotes the growth of the local economy, which results in the restriction of the development of the neighboring regions; at the same time, port-industry-city integration accelerates the investment in the infrastructure of the neighboring regions through the extension of the industrial chain and its functions and leads to the inter-regional mobility of the production factors and regional cooperation. (3) There are significant regional differences in the direct and indirect effects of port-industry-city integration in provincial-level areas, and there are differences in the regression results with those in the Bohai Rim region. That is, the integration of port, industry and city in Liaoning and Shandong has a significant positive spatial spillover effect, while the economic impact of port-industry-city integration in the Tianjin-Hebei region has a diffusion boundary.
... The analysis process of this paper (see online version for colours) An insightful discussion of the relationship between port production and local economic development helps to enrich the understanding of port-economy interaction (Crotti and Ferrari, 2022;Zhao et al., 2023). A large amount of literature echoes that ports are the catalysts for the economic development of a region, accelerating economic industry integration and service agglomeration, thereby generating socioeconomic benefits (Funke and Yu, 2011;Song and Geenhuizen, 2014;Zhao et al., 2017). According to Ma et al. (2021), port integration has a positive effect on the economic growth of cities in the YRD, particularly in small-and medium-sized port cities. Heijman et al. (2017) inferred that world trade has been contributed by ports because the shipping industry plays a foundational role in global import and export trade from the case of the Rotterdam Port. ...
... Studies have shown that port can not only reduce transportation costs, stimulate urban economy, and promote employment, but also produce agglomeration effect [31,[36][37][38]. On the contrary, the urban economy can not only expand the scale of port [26], improve the port infrastructure, and accelerate the spatial agglomeration of production factors [32,[39][40][41], but also provide financial, information, technology and other services for the port, affecting the future development direction of the port [42,43]. For example, the port infrastructure investment can promote urban economy increase, and urban economy promote the expansion of port throughput [27,41]. ...
Cities are commonly recognized as the immediate hinterland of ports and play a crucial role in fostering the sustainable development of ports. Therefore, it is imperative to investigate the influence of cities on ports. By employing panel data from 2001 to 2021 for both ports and cities in the Bohai Rim region, this study examines the spatial spillover effect of urban economy on port efficiency using the spatial error model (SEM). The findings show that urban economies have a significant spatial spillover effect on port efficiency, but this effect diminishes across different spatial matrices. In particular, the geographical matrix demonstrates a stronger spatial spillover effect of the urban economy on port efficiency. These research findings help to establish a collaborative mechanism for port-city development and provide useful insights for government management decision-making.
... The port contributes to the city's well-being by supporting trade, employment, economic growth, and environmental sustainability. Meanwhile, the ports depend on the city for its workforce [33]. Sustainable development in port cities necessitates a thoughtful and planned approach where, according to [34], transitional management can serve as a suitable method to analyze and plan the evolution of the sustainable relationship between the port and the city. ...
Sustainable development, urban planning, mobility, and transport planning, integrated within the context of sustainable urban mobility, have been central themes in both scientific and applied spheres over the past few decades. In port cities, it becomes particularly essential to tackle sustainability issues given the pollution and noise emanating from ships and other port-related activities. To meet mobility and transportation sustainability needs in the port area, a port should implement measures aligned with a sustainable urban mobility planning (SUMP) approach. However, many ports have thus far achieved limited results in this direction due to the absence of an approach to defining sustainable mobility solutions based on the SUMP approach for an urban area associated with the given port. The overall aim of this paper is to support the development of territorial SUMP for port areas by proposing a methodology that identifies and prioritizes sustainable mobility solutions tailored to a specific port area. The proposed methodology is applied in the Port of Bar (Montenegro) through an appropriate case study. In this case study, the methodological steps are systematically followed, resulting in the practical implementation of the selected mobility solution: the use of a hybrid bus for internal employee transportation within the port area. The undertaken case study underscores the simplicity, practical applicability, and adaptability of the proposed methodology.
... Les aspects macros de la performance portuaire portent sur les relations que le port entretient avec son lieu de localisation. Deux approches existent et sont, principalement, soulignées en économie portuaire et en géographie des transports (Bichou, 2006;Zhao et al., 2017). La première approche consiste, par exemple, à considérer un port comme performant si ses activités contribuent à une dynamique économique régionale : croissance économique, réduction du chômage, développement des infrastructures (Warf & Cox, 1989;Gripaios & Gripaios, 1995;Notteboom & Rodrigue, 2005;Pettit & Beresford, 2009). ...
The concept of performance has got growing interest in management research for several years today. In its general sense, there has been much progress on its definition in French and Anglophone literature. However, despite the progress observed, the definition and evaluation of the concept are not yet the subject of total consensus. Also, when the concept of performance is studied in the seaport context, there is a notorious absence of works in French that attempts to understand and evaluate it. Thus, the article aims to seek to understand the concept of performance, more particularly port performance. In this sense, the study is based on relevant literature in port management. The results indicate, mainly, that, in the seaport context, performance is a concept which has two dimensions, namely efficiency and effectiveness. These two dimensions make it possible to understand port activities from both the point of view of producers and users.
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Le concept de performance fait l'objet, depuis plusieurs années, d'un intérêt croissant dans les recherches en management. Pris génériquement, dans les travaux en français comme en anglais, il y a de nombreuses avancées sur sa définition. Toutefois, malgré les progrès observés, la définition et l'évaluation du concept ne font l'objet que d'un consensus partiel. Aussi, lorsque le concept de performance est rapporté au contexte portuaire, il existe une absence criarde de travaux en langue française qui tentent de l'appréhender et de l'évaluer. Ainsi, l'article se donne pour but de chercher à comprendre le concept de performance plus particulièrement la performance portuaire. Pour ce faire, l'étude s'appuie sur la littérature pertinente en management portuaire. Les résultats indiquent, principalement, que, dans le contexte portuaire, la performance est un concept à double dimension à savoir l'efficience et l'efficacité. Ces deux dimensions permettent d'appréhender les activités portuaires aussi bien du point de vue des producteurs que des utilisateurs.
... Zhao Q. та інші дослідники на підставі досліджень 50 найбільших контейнерних портів світу засвідчив, що, незважаючи на позитивний взаємозв'язок між портами та портовими містами, портові міста не демонструють значних переваг перед непортовими містами в контексті залучення прямих іноземних інвестицій. Конкурентоспроможність портового міста більше залежить від міських особливостей, ніж від портових факторів [10]. ...
... When ports increase their regional area of influence, they also generate numerous services and supply chains. Ports can influence cities by attracting specific transport service companies (Zhao et al., 2017). ...
The paper aims to identify the environmental sustainability initiatives applied in Brazilian public ports. The survey was conducted with twenty port managers located along the Brazilian coast, and the results revealed that sustainability initiatives in Brazilian public ports are consistent with international practices. The study observed a trend in which ports integrate management indicators with sustainable development goals. Brazilian ports have demonstrated a commitment to publishing sustainability reports, although only eight ports currently use the GRI guidelines to prepare these reports. Therefore, there is room for improvement in aligning with international standards and improving external communication. Companies and stakeholders can compare sustainability reports more easily using a common international standard, facilitating benchmarking and identifying best practices. The enhancement of port resilience to the impacts of climate change requires continuous monitoring, and ports have access to various databases and tools for this purpose. According to the study, the most commonly used databases by the surveyed ports are meteorological/climatological and oceanographic/hydrological. Only 5% of all ports had green tariff incentives to reduce emissions in port regions. Furthermore, nearly 40% of all ports monitored CO2 emissions through emissions inventories, and only two ports employed solar energy. The paper outlines the main environmental sustainability initiatives in Brazilian public ports and provides insights for promoting more sustainable ports and cities.
... As a result, ports are said to be an essential location factor for cities, supporting international trade and investment as well as urbanization processes. The importance of better understanding the relationship between port management, urban competitiveness, and investor attractiveness is underlined (Zhao et al., 2017). ...
Purpose: The primary aim of the research is to examine the branding and positioning of cities within the framework of competitiveness. In this regard, Silifke which is a district in Turkey has been analyzed in terms of competitiveness with its branding and positioning tendency. Theoretical framework: It is well-known fact that cities are in a competition with each other to attract entrepreneurs, tourists and citizens in today's globalized world. It is considered that the competitiveness of a city is largely determined by its branding and positioning features. Design/methodology/approach: The mixed research approach was preferred in the research process and data were obtained through a questionnaire using the Drugan’s (2014) Brand City Scale. In order to ensure the highest level of measurement quality, that encompasses reliability of the research, the simple random sampling method was preferred. The analysis process was carried out with the data from 476 participants. Findings: When the discourse analyses including qualitative data have been taken into account, it was found that the city differs with its sea, historical background, agricultural features, river and tourism opportunities. These features occur as competitors however; quantitative data analyses’ results identify that the city has only been regarded as a branding city with its agricultural production capacity. Research, Practical & Social implications: It is suggested that the future researches highlight the contributions by carrying out the comparative studies between the cities. Originality/value: The original aspect of the research is that there hasn’t been any research dealing with the city itself in terms of branding and positioning.
... Literature [22] summarized the influencing factors of urban competitiveness into economic determinants and strategic determinants, and built an evaluation model of urban comprehensive competitiveness accordingly. Literature [23] summarized the characteristics that a competitive city must have six aspects: high-quality life, attractive environment, high-quality services, competitive policies, human resources, and urban taste. Literature [24] emphasizes that urban competitiveness is affected by both internal and external factors. ...
In the network economy domain, urban competitiveness refers to the comparison between cities in terms of competition and development. It is the ability to gain competitive advantage under different factors. The evaluation of urban competitiveness will help cities to learn from each other, and provides reference for the government to enhance urban competitiveness. Unlike various studies in the literature exploiting only the non-linear characteristics of urban competitiveness, this paper selects BP (Back Propagation) network as the main framework for evaluation. A Genetic Algorithm BP (GABP) network based on genetic optimization is utilized. The weights are optimized besides the crossover mutation of GA algorithm. To compensate the slow prediction in the stand-alone mode, this work proposes a MapReduce (MP) based method; MR-GABP via cloud computing. The model ensures effective urban competitiveness evaluation with improved convergence speed and threshold generation speed. The systematic experiments conducted verify effectiveness of the method while the results obtained reveal that performance of the method is better than the other methods in terms of accuracy and recall yielded as 95.1% and 92.6% respectively.
... According to Merk and Hesse (2012), port-city relations have positive effects on the regional and national scales; however, they reveal their negative effects on the port-city close area and its contiguous hinterland. These positive and negative effects and their various functions have led to a progressive separation in port-city relations (See Hayuth, 1982;Hoyle, 1989;Norcliffe et al., 1996;Ducruet & Lee, 2006;Lee & Ducruet, 2009;Wiegmans & Louw, 2011;Daamen & Vries, 2013;Zhao et al., 2017;Chen & Lam, 2018;and others). For this reason, after Hein (2011) defined port-cityscapes as dynamic, multiscaled, and interconnected cityscapes, a relational approach has been formed in port-city studies and developed well by scholars such as Merk andHesse (2012), Hesse (2017), Xiao et al. (2017), Tan (2007, Berghe et al. (2018) and others. ...
Despite the focus of specialized transportation studies on port-city relations from the early days of the container revolution in the mid-twentieth century in developed countries, only a few studies have been carried out on such relations in West Asia. While considering the historically conflicting context, Bandar-Abbas demonstrates a unique and distinctive example of port-city relations. Moreover, despite the historical studies of port-city relations in the literature, qualitative methodologies have not been properly introduced in the relevant field. Therefore, the present study aims to identify and study the development stages of port-city relations, coexistence, or historical separation of these two phenomena. In addition to comprehending the historical dynamics of port-city relations in Bandar Abbas County and its affecting factors, it also intends to understand how the port-city has functioned in the national-spatial structure since its establishment. To this end, it investigates historical documents to understand this phenomenon based on the fundamental changes in Iran and the region, and thereby the conversion of the port-city function and its relations since the beginning of the sixteenth century by focusing on thematic analysis, utilizing the historical-comparative approach and Atlas.ti software. The results confirm the coexistence of the city and the port during their development in four historical periods. While in the final stage and after containerization, city and port functions are separated by moving toward specialization. Also, the results demonstrate that the role of Bandar-Abbas County in the national-spatial structure has been dependent on port-city relations.
... Green ports need to optimize their energy management systems [97] and consider the fuel consumption and emission reduction performances of different energy systems [121]. Moreover, hybrid port energy storage systems [122] and renewable energy storage systems [123] should be used to improve energy efficiency. (4) Cluster #8 (port earthing system) involved mutual influence, high-voltage shore-connected ships, to-ground faults, and medium-voltage shore-side systems. ...
Green port research integrates numerous theoretical and empirical studies of topics of important concern over the years, involving comprehensive scientific analyses. Learning about the global evolution of research on green ports can improve the understanding and evaluation of green ports by scholars and practitioners. In this paper, a total of 1051 papers from the Web of Science core collection for the period during 1992–2021 are collected as sample data. Based on the database, an analysis is conducted with CiteSpace software to map the knowledge regarding the field of green ports and explore the current research trends; the cooperation networks among countries (regions), institutions, and authors; and the evolution and mutation of keywords. The results indicate that the overall number of green port papers has increased over time. The countries with the highest numbers of papers published and the greatest influence are China and the United States, respectively. Additionally, the cooperative networks among authors, institutions, and countries are not mature enough and need to be strengthened further. Existing studies focus on the environmental impacts, evaluation, and construction of green ports. Recent trends indicate that researchers have become increasingly focused on reducing emissions, optimizing operations, evaluating policies, and identifying post-pandemic health issues associated with green ports. This study contributes to knowledge by assessing the state of the most significant studies published in the field of green port research, and the results contribute to a better understanding of green port research, which can further provide directions for the sustainable development of green ports.
... The city uses the port to attract more enterprises and talents, thereby enhancing the city's competitiveness. The relationship between the port and the city is inseparable [13]. In most economically developed countries and regions-such as London and Rotterdam in Europe, New York and Los Angeles in North America, and Dubai, Yokohama, Busan, Singapore, Hong Kong, and Shanghai in Asia-cities and ports have been integrated [7,14] and have become important international hubs and economic centers. ...
In both developed and developing countries, port-city relationships have always attracted much attention. However, in the port–city interface, views differ as to whether the port drives the city or vice versa. The combination of remote sensing data and geospatial big data (point of interest) has provided a favorable solution. Taking the typical estuarine and coastal port cities in China’s coastal zone as an example, this study examines the following contents based on the port–city interface: the formation age of urban built-up areas and port areas on both sides of the port–city boundary; interaction between port and urban built-up areas; and the distribution of urban functional areas outside the port. Results show that the degree of spatial integration in estuarine port cities is higher than that of coastal port cities and that in the past 30 years, the expansion of ports has led to the expansion of cities. This expansion is port- and sea-oriented, and the expansion direction of the port city is consistent. On the port–city interface, the estuarine and coastal port cities form different urban regional structure modes. Aside from enriching literature on the port–city relationship, this study provides a reference for the spatial planning and transformation of ports and cities in the future.
... The port-city relationship has always been a hot topic in scientific research, which is significant for promoting port-city integration and realising port-city balanced development (Deng et al., 2020;Guo et al., 2020). With the further development of economic globalisation, ports have become an important link for the country to deepen reform and open up and integrate into global development, and they play an important role in promoting regional economic development and realising the country's internationalisation strategy (Zhao et al., 2017;Sakalayen et al., 2017;Chen et al., 2019). Today, ports and cities have become carriers for countries or regions to participate in global competition and undertake industrial transfers. ...
... In fact, the reverse situation can be explained by the siphon effect. The siphon effect refers to the ability of a city to attract superior resources from adjacent small cities [51], thereby crowding out inferior resources. The siphon effect results in the centralization of land for service section supply due to the regional aggregation capacity of urban resources. ...
High land use efficiency is the key to improving total factor productivity, and also an important force behind achieving sustained economic growth. Existing studies have mainly focused on the land use efficiency of the industry sector. Yet, the issue of land use efficiency of the service sector (SLUE) has been largely overlooked. This study examines regional differences and efficiency decomposition by using a slack based model (SBM) of undesirable output, and the Malmquist productivity index (MPI) under a data envelopment analysis framework. The results reveal that: (1) In China, the land use efficiency of the service sector is unbalanced, showing an inverted growth law of “low in developed areas and high in backward areas”. (2) The land use efficiency of the service sector can be decomposed into technical progress, pure technical efficiency, and scale efficiency. From the decomposition results, the growth rate of pure technical efficiency presents a trend of “low in the east and high in the west”; the scale efficiency also falls into the situation of weak group growth. Technological progress has maintained steady improvement. (3) The coordinated improvement of land use efficiency of the service sector needs to focus on resolving the “beggar-thy-neighbor” issue caused by existing large regional differences. In this article, the puzzle of land use efficiency differences in the service industry is well solved, and thus provides valuable enlightenment for the benign growth of service industries in countries and regions around the world.
... Some results have suggested that in addition to hardware facilities, port competitiveness is affected by economic soft power factors such as policy, efficiency, interdepartmental patency, and supply and demand scale and structure [14]. Therefore, many researchers have attempted to analyze port competitiveness through correlation regression [15], evidence theory [16], the entropy-weight cloud model [17], and the TOPSIS evaluation method [18]. In practice, such as in national or regional statistical yearbooks, the main indicators of port competitiveness are throughput, 10,000 tons of berths, and other hardware facilities. ...
Attention is increasingly being paid to the influence of hinterland cities on port competitiveness, but in-depth research is lacking on the formation conditions and mechanism of hinterland cities’ influence on port competitiveness. Based on the technology–organization–environment (TOE) framework and the characteristics of Chinese government organizational behavior, in this study, we used fuzzy-set qualitative comparative analysis (fsQCA) to conduct a condition configuration analysis of 21 coastal ports and their hinterland cities in China. The findings showed the following: (1) The technology, organization, and environment conditions of hinterland cities cannot provide the necessary conditions for high or low port competitiveness alone: different combinations of these conditions have produced three high and four low port competitiveness configurations. (2) The three configurations of high port competitiveness are the organization–environment, economy–balance, and finance–balance types. Adequate government financial supply, high tertiary industry proportion, good economic development, and market openness are the core conditions required for achieving high port competitiveness. (3) The four configurations of low port competitiveness are finance–facilities–environment, capability–finance–environment, technology–finance–economy, and capability–industry–economy restrictions. Here, low-level innovation capability, inadequate government financial supply, and low tertiary industry proportion are the core conditions leading to low port competitiveness. We revealed the concurrent synergistic effect of the three conditions of technology, organization, and environment in hinterland cities and demonstrated the causal complexity and asymmetry of the impact of hinterland cities on port competitiveness. Our conclusions provide empirical evidence that will aid hinterland cities in formulating differentiated port competitiveness promotion policies according to their own conditions and endowments.
... Ports have an important place in international trade, as world trade is largely carried out by maritime transport and it forms the most important infrastructure of maritime trade. The effect of the ports on the development of industry and trade is clear, and they have contributed significantly towards the regional and national economies (Funke and Yu, 2011;Yu et al., 2017, Cong et al., 2020. In addition to intensely increasing industrial activities, ports perform various value-added services, as well as cargo handling and storage services due to ever increasing technological and logistics innovations (Bayraktutan andÖzbilgin, 2013, Tatar et al., 2019). ...
Demand for the transport sector is a derived demand; however, the transport sector is not only affected by the demand for the goods transported, but can also influence demand for itself by providing more transport facilities, which can affect trade by generating more options for foreign trade stakeholders. Accordingly, we have examined the effect of the Liner Shipping Connectivity Index (LSCI) variable, which is an indicator of countries' liner transportation connectivity, on Turkey's export and import container traffic, by using regression analysis. We have enriched our model by adding the real exchange rate variable, which is the most important factor affecting foreign trade. Our results show that a 1% increase in the country's LSCI increases export and import container traffic by approximately 1%. This result shows that not only exchange rate and production policies, but also transportation policies, are critical in improving foreign trade of the country. The development of transportation facilities can both reduce transport costs and shorten the delivery time, thereby supporting Turkey's policies to become a production centre.
... Although many factors may affect trade attractiveness, such as economic indicators, population, and import trade volumes, the specific gross regional product, human capital, and total import trade volumes are the key factors that influence trade attractiveness (Su and Liu, 2016;Zhao et al., 2017;Bakshi et al., 2020;Saidi et al., 2020). Moreover, some scholars have investigated the impacts of 3 Taking the shipping route from Wuhu Port to Shanghai Port along the Yangtze River as an example, there exist two main shipping lines from Wuhu Port to Shanghai Port. ...
We address the problem of the impacts of COVID-19 pandemic on foreign trade transport by introducing a foreign trade intermodal transport accessibility (FTITA) index. First, we present the definition of FTITA, which combines the convenience of transporting domestic cargoes to overseas regions by an international intermodal transport network and the trade attractiveness of the domestic cargoes in the overseas regions. Second, we analyze the path choice behaviors of domestic shippers and propose the measurement method of the FTITA index. Finally, using the 41 cities in the Yangtze River Delta region in mainland China as origins and eight overseas regions as destinations, we empirically analyze the impacts of COVID-19 pandemic on the FTITA. With the empirical study conducted in prepandemic and postpandemic years, we analyzed the overall trends of the FTITAs from the YRD region to eight overseas regions, spatial patterns of the distributions of the FTITAs in the YRD region, rankings of average FTITA values for the top ten cities in the YRD region, and the FTITAs for different cargoes. The results indicate that the FTITAs of the YRD region in the prepandemic year are significantly higher than those in the postpandemic year. Moreover, in both the prepandemic and postpandemic years, the FTITAs to North America, Japan/South Korea, Europe, and Southeast Asia are significantly higher than those to Oceania, Middle East, South America, and Africa. Through analysis of the spatial patterns of the FTITAs across cities in the YRD region, we find that the cities with high FTITA are mainly close to Shanghai Port and Ningbo Port; the cities with middle-high FTITA are mainly located in southern Zhejiang and the regions along the Yangtze River; the cities with middle-low FTITA are mainly located in northern Jiangsu; and the cities with low FTITA are located in northern Anhui. Furthermore, comparing the impacts of COVID-19 pandemic on the FTITAs for different cargoes, we observe that COVID-19 has the least impact on foodstuffs and event cargoes. Our findings can guide decision makers in implementing policies for alleviating the impacts of COVID-19 pandemic on foreign trade transport and further promoting the sustainable development of port and shipping industries.
... Often the goal of these publications is geared toward policymaking and economic development assessment. In "Building a Bridge Between Port and City", Zhao and colleagues show through statistics that the port still matters to the city (Zhao et al. 2017) The work of the French geographer Cesar Ducruet is emblematic of this approach (Ducruet, Cuyala and El Hosni 2017). His visuals clearly identify shipping networks in relation to specific ports and city locations, exploring, for example, interrelationships between the size of the port and the size of the city (and its region), as well as the relevance of a port within the global system (Ducruet, Cuyala and El Hosni 2017). ...
... Si [32] found a significant correlation between port infrastructure and port cities' economy, with infrastructure construction having a role in promoting the latter's economic development. Zhao et al. [33] pointed out that although ports are the driving force behind the economic development of port cities, the competitiveness of such cities depends more on cities' own characteristics. Cong et al. [34] examined the interaction between a port's throughput and the economic indicators of its port city, and found that the former has a positive impact on the latter's GDP, which has synchronous growth with the value added by the port's secondary industries. ...
Diversification-driven industrial transformation (DIT) has become a strategy for port enterprises dealing with the dual impacts of slowing economic growth and pressure from domestic competitors. Considering the interactive relationship between ports and port cities, the subjects of this study were publicly listed port-related enterprises in China and corresponding port cities. The main and regulatory effects were used to test and analyze the impact of port enterprises’ DIT and port cities’ urban economic development (UED) level on three aspects of enterprises’ operating performance: profitability, operating capacity, and development capability. The study found that the relationship between DIT and operating capacity is nonlinear and shaped like an inverted U, and exhibits an increasing negative impact on profitability and development capability. The UED level promotes those two aspects of port enterprises, has minimal impact on operating capacity, and has a positive regulatory effect on the relationship between port enterprises’ DIT and operating performance. The empirical test results can provide decision-making basis for port enterprises to formulate diversified transformation strategy reasonably and achieve performance improvement, which is conducive to promoting the interactive development and integration of port city in China.
... Danielis & Gregori, 2013;Jouili, 2016;Valantasis-Kanellos & Song, 2015). However, the traditionally strong relationship between ports and communities is weakening due to the emerging negative externalities of ports (Merk, 2013;Zhao et al., 2017). These are caused by the handling of goods, by ships calling at the port and by traffic serving the port hinterland (OECD, 2011), and are reflected in air emissions, water quality degradation, soil pollution, waste production, biodiversity loss, increased noise, land use impacts, traffic impacts (congestion) and other impacts such as visual impact, odour, dust and social impacts (Merk, 2013). ...
... Within the port and city interface, however, there are specialized business activities that are related to the port, shipping, and the city through various types of transactions (e.g. finance, risk management, consulting, etc.) (Zhao et al., 2017). These specialized business activities within the port-city Matrix of the relationship between the port and the city -Source: Ducruet and Jeong (2005). ...
The strong and close relationship between the port and the city, which is often a consequence of historical circumstances, has become disrupted due to the negative impact of the port on the urban environment. The disruption of this relationship is forcing port city authorities worldwide to find effective methods to renew the port – city relationship. As an additional element to this complex relationship, the concept of sustainability is taken into consideration. Therefore, the relationship between the port and the city needs to be studied in compliance with economic, social and environmental criteria. This paper studies port and urban systems interdependently, as well as their integration into a sustainable whole. The dynamics of change in the port – city interface zone require careful planning and assessment before intervention and development. Accordingly, transition management is presented as a mechanism for renewing, coupling, and monitoring the relationship between the port and the city concerning their complex and dynamic nature. The paper’s key findings are based on the contribution of relevant economic, social, and environmental criteria through which the possibility of developing a systematic framework for a coordinated transition to a cooperative relationship between the port and the city from the perspective of sustainability is realized.
... In this sense, the relationship becomes above all one of coexistence of proximity, however, the network or the separation wall between the two areas, when located in proximity to each other, which actually divide two worlds that travel at different speeds and with different relationships. The case is different in which, instead of goods, passengers are considered [22]. ...
Safety and security represent central elements of policies at local, national and international levels. They are recalled particularly to-date in light of issues related to major threats as terrorism and, recently health-related events as global pandemics and epidemics. These two concepts are particularly relevant and become central in choices dealing with social and economical aspects. With a particular focus on Geographical Information Technologies and the Information and Communication Technologies (ICT), the paper hereby presented focuses on cartographic and geographic aspects on security, particularly related to the port areas and to the relations these have with the rest of the transport systems and cities with which, at least in more mature economies, they share spaces and issues. Starting from more general considerations that links cartography and security, in the present work we examine the topic by means of recent research projects dealing with the Port of Trieste and the perspectives related to security.
... Ma et al. (2021), Zhang et al. (2021) and Kong and Liu (2021) analysed the coordination status of port and city systems using the coordination degree model by constructing an evaluation indicator system of a port and city development. However, some of the indicators have high requirements for the data and are difficult to obtain, so (Nian et al., 2017;Sdoukopoulos & Boile, 2020;Zhao et al., 2017) calculated the degree of synergy between ports and cities based on the grey correlation model. (Ganbin & Lin, 2015;Lei et al., 2018) analysed the characteristics of port-city coupling and coordinated development of five cities along the Yangtze River in Anhui Province based on the coupling and coordination model which can be used to better analyse the internal relationship between a port and city. ...
The synergetic development level of port and city is an important index to measure the radiation effect of the port. Through systematic analysis and study at the development level of port-city systems in the Chengdu-Chongqing Economic Circle, this paper constructed a synergistics-based synergy degree model and proposed an index system of synergy degree measurement for a port-city complex system based on a coupling coordination degree model. Results show that the ports and cities in the Chengdu-Chongqing Economic Circle are still far from high-level synergetic development. In general, the comprehensive synergetic development level of the ports and cities are rising, in which Chongqing ranks the top and is still in a rising trend. The comprehensive development level of Luzhou and Yibin is also on the rise, but the gap between them and Chongqing is becoming bigger. The synergetic development level of port and city is an important index to measure the radiation effect of port and constructs a synergistics-based synergy degree model for a complex system and proposed an indicator system of synergy degree measurement for a port-city complex system based on a coupling coordination degree model from the perspective of systematics.
... Nevertheless, environmental management strategies are rare in marinas [57]. The relationship with the environment has been studied for the commercial ports, such as relations with their surroundings [79,83,106] or the safety of facilities [40,107,108], but to a lesser extent for marinas. The main topics related to the condition of the marina on the surrounding development are the participation of local communities [91,[109][110][111][112][113] as well as the relationship with nautical tourism [6,89,92]. ...
Marinas are known to be features related to nautical tourism. Nevertheless, the responsibility of managers does not lie solely on providing accurate services to boats, seafarers and visitors. Thus, an effective management should include other factors, because marinas are embodied in a singular space, with links to diverse nature. Landscape, known as the relationship between people and their environment, represents a set of these links. In this paper, we attempt to delve into the marina management and landscape. Firstly, a targeted exploration of the main issues related to the management of marinas was accomplished. Secondly, based on the previous items, a screening was carried out from a landscape viewpoint with the aim to stablish which elements of marina’s management are significant when tackling landscape. The results indicated that there is a concern with environmental aspects, specifically, on issues related to marine pollution and water quality. However, the determination of the main management-related issues, valued from a landscape perspective, may provide the main issues that need to be addressed in decision-making processes, incorporating the landscape dimension. Thus, we have attempted to understand and discuss how the landscape should be considered in marina management as a potential competitive advantage.
... However, existed study emphasized on the relationship between port and city (e.g. Chen and Lam 2018;Guo et al. 2020;Zhao et al. 2017). Especially, the cluster of port-led maritime industries in port cities has gradually caught the attention of related scholars. ...
To identify the impacts of both port relocation and agglomeration effects on the spatial patterns of basic shipping service industries, a multimethodological framework was employed to identify maritime clusters, the colocation patterns between pairs of shipping service industries, and the determinants of the (re)location of shipping service firms. Taking Dalian Port as a case study, the firm-level (re)location data of 6 types of shipping services were collected and analysed. The results showed that although a maritime cluster appeared around the new port area, no significant colocation patterns were found, and the shipping service firms preferred the existing maritime cluster to the new port area.
The concept of green ports is becoming increasingly important every day. However, operating existing ports as green ports or planning newly constructed ports as green ports brings certain requirements. It is seen that the importance of location selection in green ports significantly affects the efficiency of the port and its suitability to its name. In this study, the criteria affecting the selection of green port locations were evaluated using the Analytical Hierarchy Process (AHP), which is a multi-criteria decision-making method (MCDM). The study results show that the most important criterion among the criteria considered in the selection of green port locations is Environmental and Social Sustainability (29.27%). Geographical and Natural Conditions (24.78%) emerges as the second most important criterion. Infrastructure and Operational Efficiency (18.47%) and Economic and Commercial Issues (16.8%) are also emphasized in close competition with each other in terms of weight. Management and Strategic Importance (10.68%) are in the last place. In the selection of green ports, it is necessary to adopt a business style that respects the environment and humanity. Before the industrial revolution, the port-city relationship has given way to distant relations today. In this respect, for a clean future, integrated systems need to be created not only from green ports but also with green hinterlands and green cities.
Liquefied natural gas (LNG), as a transitional fossil fuel, plays a vital role in the modern energy transition process. In the context of the Russia–Ukraine geopolitical conflict, studying the evolution pattern and mechanisms of LNG trade networks is crucial for maintaining global energy security, particularly for countries relying on LNG imports. The study is based on multisource big data from 2021 to 2022, including Automatic Identification System (AIS) data, Gdelt news data, and remote sensing satellite data. It utilizes complex network metrics and the temporal exponential random graph model (TERGM) method to analyze the evolution patterns and mechanisms of the global LNG trade network. The research findings indicate the following: (1) The Russia–Ukraine conflict has led to a significant increase in LNG imports by European countries. Many countries have opened temporary direct shipping routes, which has accelerated the decline in the average path length of the network and improved network efficiency. (2) The global LNG trade community trend has been strengthened by the Russia–Ukraine conflict. The number of members within the trading community in which the United States is located has increased, with some European countries moving into this community. (3) The reciprocal structural characteristics of the LNG trade network drive its development, and the expansion of the national port handling capacity ability also drives network growth. Conversely, large differences in geopolitical relations, culture, and levels of governance between countries can hinder global LNG network development. This study provides a theoretical basis and decision-making reference for energy security under major geopolitical conflicts.
The sustainable development of border port-cities is of considerable significance to the stabilization and consolidation of border areas, unlike coastal-ports cities that consist of coastal ports and cities. Border ports should continue to drive the development of their surrounding towns to provide high-quality living conditions, employment, and housing for inhabitants of such towns and enhance the population agglomeration capacity of border areas. This study aimed to analyze the structure of employment and settlement in the cities surrounding the Khorgas Port at the different stages of its development—employing semi-structured interviews with individuals to analyze the spatial orientation characteristics of the daily needs of different groups of people and reveal the ways in which border ports drive the development of their surrounding towns—and recommend ways in which this can be improved. This study finds that as the Khorgas Port’s mutual trade market, industrial base, comprehensive management, and other functions continue to grow, the port is becoming increasingly important. As more people work and settl in the surrounding towns, their living needs also increase. However, a considerable number of employed people do not live nearby, and many living needs are not being addressed in the towns surrounding the port. The study also reveals the living services demands of government management personnel who work at the port on weekdays and return to Yining City on weekends, employees of industrial enterprises who work at the port and return home for the New Year’s celebration, and government management personnel and individual business personnel who work at the port and live nearby. In the future, the focus should be on improving the living conditions of the inhabitants of the towns surrounding Khorgas Port, including public services and the settlement ability of employees of industrial enterprises to better realize the radiation drive of the port on the surrounding towns.
Extended Abstract
Background and Objectives: A city’s long-term future vision is created through the process of creating an urban development strategy, upon which executive plans are created. The main objective of urban development strategy is to increase economic competitiveness, but it also addresses issues related to the environment, finances, infrastructure, urban design, and poverty alleviation. The aim of this research is to analyze and evaluate various aspects of the development strategy in Galougah city in order to gain a better understanding of the situation there. The study outlines the comprehensive urban plan that was implemented in 2010, as well as a detailed tourism plan for the Galougah Sea that was developed in 2003. However, the city’s master plan has failed to effectively guide urban development and meet the needs of the current population. The planning process does not involve the urban beneficiaries, and they lack knowledge about how decision-makers make decisions regarding urban challenges. Urban challenges, such as services, environmental problems like the urban sewage system, specific problems of inefficient urban fabrics, and physical problems like the transportation network, sidewalks, and road network lighting, have not been properly identified due to a lack of awareness and effective two-way communication between various city managers. To support this research, the implementation of an urban development strategy plan in Galougah city can be beneficial. This is due to the fact that the issues with urban management not only affect the city but also impact other urban stakeholders, such as the economy, sustainable urban employment, and seasonal migrations. By considering these issues, along with the structural limitations of traditional plans and the distinct conditions of Galougah city, an urban development strategy plan could provide a more comprehensive approach to addressing the city’s challenges.
Methods: This research is both descriptive and analytical in nature and aims to be practical. The data was collected through surveys and documentary methods. The researcher developed a questionnaire using a five-point Likert scale as the research tool. The statistical population of this study includes experts in urban issues and residents of Galougah city. In order to gather information, documentary, library, and survey methods were employed. Before being distributed to the statistical population, the prepared questionnaire underwent content validity by being tested with individuals who had opinions on this issue, which helped to ensure its dependability. Cochran’s methodology was followed and employed by a simple random sampling technique to distribute 355 questionnaires to heads-of-household, ensuring that they were representative of the city. A random selection technique was used for each questionnaire. A snowball sampling approach was used to identify a group of specialists, and ultimately, 22 experts were included in the study. To analyze the data, descriptive analysis techniques such as frequency percentage, mean, standard deviation, and variance were employed. Inferential tests in SPSS, including the one-sample t-test, independent t-test, one-way analysis of variance (ANOVA), LSD post hoc test, and Pearson correlation, were also used.
Findings: The results of this study demonstrate that Galougah is dealing with issues, all of which have resulted in a decline in the city’s quality of urban life. The mandatory components of the urban development strategy can be strengthened in order to improve the city’s livability. According to the statistical tests conducted, the research findings showed that the relevant indicators for the residents and experts of Galougah City are below average. The dimension of urban livability was found to be weaker than other dimensions among the average indicators for residents, while the dimension of urban competitiveness ranked second. The following scenario involves urban governance and banking. Urban specialists assess these dimensions in the same context. The statistically significant difference observed between the two study groups’ viewpoints is due to the lower average of the analyzed dimensions by the experts, despite their alignment with the residents’ perspectives. This is because experts are more involved in practical and unbiased city issues, such as competition and government, which may have influenced their evaluations.
Conclusion: According to the test results, Galougah City is not in an acceptable state for city development strategies, and there is a greater need than ever to prepare and implement the city development plan. Due to the poor and intolerable situation in Galougah city, improving and applying livability approaches appears important. The study of sustainable development goals in cities is based on governance, and proper observance and use of indicators can increase public confidence in institutions of urban management. The assessment and analysis conducted in this research can serve as the framework for assessing various concerns for the mentioned program. In general, the results of this research demonstrate the importance of developing an urban development strategy plan. The research results have the potential to improve our understanding of various challenges faced by citizens and urban management. These findings can be used by managers, planners, and policymakers to develop a city development strategy plan that addresses the city’s current situation and helps to solve its problems in a logical manner.
Number of References B ACKGROUND AND OBJECTIVES: A city's long-term future vision is created through the process of creating an urban development strategy, upon which executive plans are created. The main objective of urban development strategy is to increase economic competitiveness, but it also addresses issues related to the environment, finances, infrastructure, urban design, and poverty alleviation. The aim of this research is to analyze and evaluate various aspects of the development strategy in Galougah city in order to gain a better understanding of the situation there. The study outlines the comprehensive urban plan that was implemented in 2010, as well as a detailed tourism plan for the Galougah Sea that was developed in 2003. However, the city's master plan has failed to effectively guide urban development and meet the needs of the current population. The planning process does not involve the urban beneficiaries, and they lack knowledge about how decision-makers make decisions regarding urban challenges. Urban challenges, such as services, environmental problems like the urban sewage system, specific problems of inefficient urban fabrics, and physical problems like the transportation network, sidewalks, and road network lighting, have not been properly identified due to a lack of awareness and effective two-way communication between various city managers. To support this research, the implementation of an urban development strategy plan in Galougah city can be beneficial. This is due to the fact that the issues with urban management not only affect the city but also impact other urban stakeholders, such as the economy, sustainable urban employment, and seasonal migrations. By considering these issues, along with the structural limitations of traditional plans and the distinct conditions of Galougah city, an urban development strategy plan could provide a more comprehensive approach to addressing the city's challenges. M ETHODS: This research is both descriptive and analytical in nature and aims to be practical. The data was collected through surveys and documentary methods. The researcher developed a questionnaire using a five-point Likert scale as the research tool. The statistical population of this study includes experts in urban issues and residents of Galougah city. In order to gather information, documentary, library, and survey methods were employed. Before being distributed to the statistical population, the prepared questionnaire underwent content validity by being tested with individuals who had opinions on this issue, which helped to ensure its dependability. Cochran's methodology was followed and employed by a simple random sampling technique to distribute 355 questionnaires to heads-of-household, ensuring that they were representative of the city. A random selection technique was used for each questionnaire. A snowball sampling approach was used to identify a group of specialists, and ultimately, 22 experts were included in the study. To analyze the data, descriptive analysis techniques such as frequency percentage, mean, standard deviation, and variance were employed. Inferential tests in SPSS, including the one-sample t-test, independent t-test, one-way analysis of variance (ANOVA), LSD post hoc test, and Pearson correlation, were also used. F INDINGS: The results of this study demonstrate that Galougah is dealing with issues, all of which have resulted in a decline in the city's quality of urban life. The mandatory components of the urban development strategy can be strengthened in order to improve City Development Strategy Livability Urban Governance Financial Resource Competitiveness Galougah City ARTICLE INFO Extended ABSTRACT Article History: Extended ABSTRACT the city's livability. According to the statistical tests conducted, the research findings showed that the relevant indicators for the residents and experts of Galougah City are below average. The dimension of urban livability was found to be weaker than other dimensions among the average indicators for residents, while the dimension of urban competitiveness ranked second. The following scenario involves urban governance and banking. Urban specialists assess these dimensions in the same context. The statistically significant difference observed between the two study groups' viewpoints is due to the lower average of the analyzed dimensions by the experts, despite their alignment with the residents' perspectives. This is because experts are more involved in practical and unbiased city issues, such as competition and government, which may have influenced their evaluations. C ONCLUSION: According to the test results, Galougah City is not in an acceptable state for city development strategies, and there is a greater need than ever to prepare and implement the city development plan. Due to the poor and intolerable situation in Galougah city, improving and applying livability approaches appears important. The study of sustainable development goals in cities is based on governance, and proper observance and use of indicators can increase public confidence in institutions of urban management. The assessment and analysis conducted in this research can serve as the framework for assessing various concerns for the mentioned program. In general, the results of this research demonstrate the importance of developing an urban development strategy plan. The research results have the potential to improve our understanding of various challenges faced by citizens and urban management. These findings can be used by managers, planners, and policymakers to develop a city development strategy plan that addresses the city's current situation and helps to solve its problems in a logical manner. HIGHLIGHTS:-The livability and competitiveness are low in relation to the studied case.-It is necessary to prepare and implement the city development plan for small cities in order to improve the quality of life, governance, efficient and correct financial resource management, and competitiveness. ACKNOWLEDGMENTS: This research did not receive any specific grant from funding agencies in the public, commercial, or not-forprofit sectors.
Cross-border investment is essential for western China’s globalization. Global value chain (GVC) forms cross-border investment networks between industries in western China and overseas cities. Focusing on GVC, this study uses the social network analysis method, entropy method, multi-index comprehensive evaluation method, and quadratic assignment procedure analysis method to examine the characteristics and influencing factors of the urban networks of research and development (R&D), production, and sales formed as a result of the overseas investments of listed manufacturing companies in western China. Results showed that the three types of investment networks involved multiple industry types and multiple central cities with differentiated diversity and multicentrality. The R&D urban network’s leading sub-industries were the mechanical equipment and instruments, medicine and biological products, and metal and nonmetal industries. The destination cities were mostly those home to educational and scientific research centers. The production urban network’s leading sub-industries were the mechanical equipment, instrument, and food and beverage industries. The destination cities were mostly regional central cities in developing countries. The sales urban network’s leading sub-industries were the mechanical equipment and instrument, metal and nonmetal, and petrochemical and plastics industries. The destination cities were numerous and scattered. In addition, the R&D urban network easily formed specialized clusters, core nodes easily controlled the production urban network, and individual nodes did not easily control the sales urban network. Technological and economic system advantages greatly impacted the three network types. Considering the different influencing factors, this study suggests optimizing the institutional investment environment to narrow the institutional gap, adjusting and optimizing the investment layout to expand overseas markets, and increasing R&D funds to stimulate technological progress and overseas investments in western China.
Port cities in Southeast Asia (SEA) have been undergoing intensive land use and land cover change (LUCC) because of rapid socio-economic development in recent decades. However, various development statuses among these cities could result in divergent LUCC transitions and therefore affect the local ecosystem at different levels. This study investigated the historic land-use transition in the SEA port cities by classifying Landsat images from 1990 to 2020 with the Random Forest algorithm, and further integrated these patterns with land-use modeling to inform the future land uses under the current developing mode. DIVISON was used to assess land-use fragmentation and investigated its relationship with development levels represented by the average nighttime light index (ANLI). The results showed an intensive LUCC in SEA port cities in 1990–2020, with artificial surface increasing by 9.2% (175.9 km2) of the total area, mainly converted from cultivated land which decreased by 136.9 km2. An inverted V-shaped relationship between fragmentation and development level was found at the landscape level and for cultivated land, in which both turning points (TP) occurred in the mid-developed stage (ANLI = 41.1 and 20.0, respectively). Artificial surfaces tended to be more aggregated in later developed stages, showing a TP of ANLI around 53.2. Under the current developing mode, the aggregation trend will be generally continued for the next three decades, mainly resulting from the increased connection in artificial surfaces. The findings also highlighted a tradeoff between city development and agricultural production in SEA port cities, leading to increased food insecurity in more developed stages. Recent developments also negatively affected aqua ecosystems, such as aquaculture, mangroves, and natural waterbodies in several cities. This study underscored the importance of the sustainable LUCC strategy in SEA port cities and provides insights into rationalizing land-use policies for other port cities worldwide.
Port cities hold an important role in economic development both in the global and local contexts. Urban ports and their host city may form mutualistic symbiosis as ports generate economic activity while cities enable agglomeration of commodities and labours. However, some tensions may form between the two entities as ports exert a considerable amount of negative externalities in the form of congestion and pollution, and urban development can limit the space available for ports. The urban environment itself is a complex system characterised by self-organisation, where interactions of agents at the local scale result in the emergence of patterns at larger scales. In port cities, the system is further complicated by the interactions between port and urban developments. Due to these intricate relationships, there have been a substantial amount of port city studies from various academic points of view. A review of these studies showed that most port city studies are based on a limited number of specific cases. This is unfortunate, as generalised insights into the individual interactions of urban agents are critical in successful transport and land use planning of port cities as these would allow planners to better predict the long-term outcomes of their plans. There is, therefore, a need to integrate more historical approaches and simulation modelling techniques into port city studies to test the broader applicability of previous case-specific port city studies. Therefore, this research seeks to address this research need by gaining an understanding of the interactions between urban transport, port development, and urban development in port cities through simulation modelling approach that can facilitate examination of urban dynamics in a wide range of port cities. To achieve this, this thesis is divided into three main parts and an additional fourth one. The first part of this thesis seeks to develop a framework for examining port cities by critically assessing the port city concept within the academic literature. This culminates in the formation of a two-tiered taxonomy system, built on existing spatial and functional port city frameworks, as a port city examination framework. The second part develops a modelling framework suitable for simulating port and urban dynamics. This is done through a land use and transport interaction (LUTI) model based on cellular automata (CA). This modelling framework demonstrates the advantage of using hexagonal cells over square cells, which is the first academic work in urban CA modelling to do so. The third part addresses the quantification of urban interactions in port cities by describing the methodology and results of model calibration to generate insights on the interactions within 46 port and 10 non-port settlements in Great Britain. These three parts contribute to a better understanding of urban dynamics in port cities. Further, the final part uses the simulation model to put together these interactions to examine the evolution of both hypothetical and actual port cities. This thesis makes several important contributions to the body of knowledge on port cities. The two-tiered taxonomy system contributes to the conceptual view of port cities by encouraging a more comprehensive and unbiased framework. The second part of this thesis contributes an improvement in the urban modelling methodology. The third part extends what is currently known about urban and port interactions in port cities by both operationalising theoretical interactions into a set of calibrated variables and generalising insights from a large number of port cities. By doing so, this thesis paves the way for future studies to examine the evolution of port-city systems, which is demonstrated in the fourth and final part.
The port–city coupling system and spatial correlation are new perspectives in studying the port–city relationship. The flow space and the element network activate the economic location through the temporal and spatial compression effect, reshape the temporal and spatial relationship, and challenge the traditional port–city relationship. Based on the theory of ‘flow space’ and the ‘port–city relationship’, this study constructs two network systems of port and city. A theoretical framework and a measurement method for evaluating the coupling relationship between the port-city and the city from the perspective of flow space are proposed. Using Chinese coastal port cities as examples, this paper discusses the network characteristics and coupling patterns of port–city relations in the context of port regionalisation. The main findings are as follows. First, the port network system is subject to obvious geographical constraints and exhibits the network characteristics of ‘group development’ and ‘axis-spoke’ coexistence; the urban network system reduces to a certain extent the dependence on the space of port cities. It shapes the traditional geographical space and exhibits the network characteristics of ‘multi-core’. Second, types of port–city coupling are diverse, but the regional agglomeration characteristics are obvious. Compared to 2006, the distribution of coupling types in the whole network system of port cities in 2016 is relatively balanced, and the structure tends to be perfect. Finally, flow elements and port functions are the core elements that influence the coupling characteristics of port cities from the perspective of ‘flow space’. The flow element promotes an advanced community relationship between port cities. The port and the city realise the greatest value and the highest comprehensive efficiency. Due to the intergenerational differences of ports, the impact of port functions on the evolution of city functions is different, leading to some level differences in the development of port cities.
To date, comparative research of multiple urban networks are constantly emerging, but the relationship between virtual networks and physical networks still remains a riddle to be discovered. To step into this field, we used flight data and patent transaction data of prefecture-level cities in China from 2010 to 2015 to construct the aviation network and the innovation network. After conducting a comparative study, we found that the structure of these two networks is different: the aviation network is a “hub-and-spoke network” structure while the innovation network is a diamond-shaped structure; the spatial organization pattern of the aviation network is decentralized, while the innovation network shows a high geographic agglomeration; furthermore, the connectivity of the aviation network contributes to the balanced regional development, but that of the innovation network shows a preferred trend, with more concentration given to the development of eastern China. Finally, we also found that the innovation network and the aviation network are not completely interdependent, which reveals that the coupling relationship between the “virtual network” and the “physical network” in the urban network is also affected by other factors.
Port city is an important part of marine economic activities, whose development contributes to the connection of economic and environment between home and abroad. Sustainability of port cities not only can enhance the competitiveness of port cities, but also affects the city development process and characteristics. Therefore, it is pivotal to evaluate sustainability of port cities in advance. However, existing research on sustainable port cities is quite limited. And most of them are limited to the qualitative perspective, with little quantitative analysis. Therefore, this paper adopts a novel hybrid model THPD to evaluate sustainable port cities, expanding sustainability theories by taking port cities as research object. 21 port cities in China are selected for quantitative study. The results display that the sustainable level of port cities in China is at a medium level. The weaknesses and critical factors are varied, which points out the improvement direction for sustainable port cities.
Ports are important hubs that have positive impacts on the regions they serve, but they also pose some challenges that need to be addressed. Many ports around the world have aligned their development strategies with the concept of green growth; however, the green and efficient performance of ports does not only depend on the port management itself; some elements need to be negotiated and approved by local and national governments. One of such elements is road port access. We investigated the impact of port gate location and port gate procedures on port’s performance by examining the case of the Adriatic port of Koper, the only Slovenian international cargo port. We found that significant external costs are incurred due to a non-optimized situation caused by the lack of coordination and cooperation on all levels, although the port of Koper is one of European core ports. Further, delayed digitalization of port gate procedures caused by port management adds to degradation of port city relations.
Port system development is a key theme in port geography literature. Recent decades have brought a rise in container terminal development at estuarine, coastal and offshore port locations, in part driven by scale increases in vessel size. This paper examines how container ports located upstream on rivers use processes of adaptive capacity building in an attempt to remain competitive in port systems. We link the development path of upstream seaports to a range of economic, technological, social and political factors. When combined, these factors shape the willingness and capacity of an upstream seaport to adapt to changing conditions such as an increasing demand for nautical accessibility. The case study results on Antwerp and Hamburg show that the discussion on the future of these upstream seaports cannot be detached from broader public policy and stakeholder management concerns and the influences of retention mechanisms, power, politics and collective action by the port community.
Regional trade co-operation, economic growth and greater political stability have enabled increased container throughput and container port capacity development. Earlier academic work has indicated that the functional position of this port region in the global maritime network might be shifting from a remote region in the periphery of the network to a more intermediate position. This paper aims to analyze the changing level of peripherality and remoteness of the Southern African container port system as part of the global container shipping network. The central hypothesis is that Southern Africa has moved from a remote shipping region to a more central shipping region in the global network. The methodology consists of the calculation of network measures for Southern African ports. The changing geographical distribution of flows among the main container ports in South Africa, Namibia, Mozambique, Mauritius and Madagascar will also be explored in terms of their respective shipping services, port calling patterns, market structure (in terms of the number of active carriers) and the up-scaling of vessel and port capacity. The overall result is a mapped port hierarchical structure with a clear indication of the shifted maritime centrality of Southern African ports from 1996 to the present decade.
Port authorities increasingly need to communicate with a variety of external stakeholders in order to maintain and strengthen the societal acceptance of seaport activities. The availability of socio-economic impact studies on port authority and regional development agency websites has often made this information accessible to the public at large. However, the differences in methodologies adopted, in terms of selecting, defining and measuring various types of socio-economic impacts, sometimes lead to misconceptions as well as misleading comparisons across ports within and between regions. In this paper, we suggest guidelines for the design and application of a potential best practice from an interregional perspective (UK, France and Belgium), based on research in the framework of a European Commission co-funded project, ‘IMPACTE’. The paper also aims to develop guidelines for comparing the socio-economic impacts of ports across regional and national borders and discusses the development of a European port economic impact measurement toolkit. We analyse a sample of 33 recent socio-economic impact assessment reports in terms of methodologies adopted and types of impacts measured. The review shows a great diversity among these studies, leading to important differences between the impacts of port activity communicated to stakeholders.
Sustainability agendas are challenging port authorities around the world to find ways to use port assets more efficiently and productively in economic, social, as well as environmental terms. To this end, one of the most strategic port assets is the port–city interface – waterfront zones in which the geography of the port and its city meet each other. In this paper, we explore the relationship between the institutions and governance processes behind spatial projects currently taking place in the interface of four European port cities: Marseille, Barcelona, Hamburg, and Rotterdam. Results show that laws and regulations dominate the spatial outcomes of governance processes between city and port, and that these tend to frustrate experimental efforts towards truly sustainable results. In addition, development orientations that foresee an on-going port migration process away from the urban core are still common among urban planning and policy makers, which impedes on the joint governance processes needed for building renewed, sustainable port–city relations and spatial projects. Contours of such a joint governance process have only been found in the Rotterdam case.
Human geographers actively studied ports in past decades. However, the extent to which port geography constituted a specific research stream within human geography remained largely unanswered. By reviewing 399 port papers published in major geography journals, the authors critically investigated the trends and changing tides of port geography research. The findings point out the emergence of the core community shifting from mainstream geography research to increasing connection with other disciplines, notably transport studies. The paper offers a progressive view on human geographers’ abilities to form a research community on port development, while identifying opportunities in the pursuit of collaboration between different academic disciplines.
This study examines whether the network characteristics represented on the Internet drive or reflect other events and occurrences in the offline environment. More specifically, the purpose of this study is to investigate the relationship between the web visibility network of Korea’s National Assembly members and the amount of financial donations they receive from the public. The results of the linear correlation analysis indicate a positive direction, suggesting that politicians who occupy a central position in the web visibility network are more likely to receive financial donations than those occupying a peripheral position. The quadratic assignment procedure (QAP) correlation results revealed a significant correlation between politicians’ web visibility network and their political finance network. This study identifies the structural relationship between Korean politicians’ online and offline networks.
Coupled and interdependent networks constitute a relatively recent research field that has been so far little invested by port and maritime specialists. The extent to which certain ports benefit from being connected to multiple commodity flows in the maritime network has in fact been poorly addressed. A global database of merchant vessel inter-port movements that occurred in October and November 2004 allows building the respective weighted graphs of solid bulk, liquid bulk, container, general cargo, and passenger/vehicles. Main results underline a very strong influence of commodity diversity on the distribution of maritime traffics among ports and links between them. The research also underlines the role of different regional settings in the specialization of traffic flows.
This working paper offers an evaluation of the performance of the Port of Hamburg, as well as an analysis of the port?s impact on its territory and an assessment of relevant policies and governance. It examines port performance in the last decade and identifies the principal factors that have contributed to it. In addition, the report studies the potential for synergies between the Hamburg and Bremerhaven ports. The study also considers the effect of these ports on economic and environmental questions. The value added of the port cluster of Hamburg is calculated, and its linkages with other economic sectors and regions in Germany are delineated. Specifically, the paper outlines the impact of the port?s operations, and shows how its activities spill over into other regions. The report also assesses major policies governing the port, as well as transport and economic development, the environment and spatial planning. These policies include measures instituted by the port authority and local, regional and national governments. Governance mechanisms at these different levels are described and analysed. Based on the report?s findings, proposed recommendations aim to improve port performance and increase the positive effects of the port on its territory.
This working paper offers an evaluation of the performance of the ports of the Seine Axis (Le Havre, Rouen, Caen and Paris), as well as an analysis of the impact of the ports on their territory and an assessment of policies and governance in this field. It examines declining port performance in the last decade and identifies the principal factors that have contributed to it. In addition, the report studies the potential for synergies between the different ports, and surveys impending developments that are likely to influence port performance. The effect of the ports on economic, social and environmental questions is studied and quantified where possible. The value added of the port cluster of Le Havre/Rouen is calculated and its interlinkages with other economic sectors and other regions in France delineated. The paper outlines the impact of the ports' operations, and shows how their activities spill over into other regions. The major policies governing the ports are assessed, along with policies governing transport and economic development, innovation, the environment and spatial planning. These include measures instituted by the port authorities, as well as by local, regional and national governments. Governance mechanisms at these different levels are described and analysed. A port reform package, implemented in 2011, has changed the roles of the principal actors within the ports, and initiatives at the regional level have been intensified. Based on the report's findings, recommendations are proposed with a view to improving port performance and increasing the positive effects of the ports on their territory.
Despite ongoing transformations in the maritime transportation industry and the rise of global supply chain systems, most of the world's important container ports remain urban. Ports continue to occupy urban spaces, are embedded in localized knowledge systems, draw on urban labour markets and infrastructure and are subject to local politics and policy concerns. We identify contemporary geographic theories which help us understand the often increasingly urban attachment of core economic activities despite globalization. We explore how these theories may apply to port studies, highlighting both how they have been used by maritime scholars to this point and also why further development and application are warranted. We argue that a central concern of these geographic theories is the articulation of place- and sector-specific processes operating at a variety of spatial scales. This is in contrast to most maritime studies which continue to be dominated by perspectives which emphasize the global logic of the transportation industry and the analysis of space in generalized and abstract terms. We conclude that a re-appreciation in maritime studies of urban economic processes, informed by geographical theory, will provide policy-makers and others with more understanding of why deep connections between ports and urban places still matter.
The world's great cities are important nodes in the world economy. Major theorists (Friedman, Sassen, Castells) conceptualize global cities as the command and control centers for contemporary global capitalism. The authors' research offers a view of the global system based on a careful examination of the relations and connections between world cities and how those patterns change over time. Formal network analysis allows the authors to interpret data on flows of airline passengers between the world's great cities for six time points between 1977 and 1997, focusing on the changes in network characteristics (especially centrality hierarchies and clique membership) for the entire global city system. Although New York, Paris, London, Tokyo, and a few other major European and North American metropolises dominate this urban hierarchy throughout the two decades, the network roles and positions of other places shift considerably. The article concludes that research on world city networks once again demonstrates that global urbanization patterns are characterized by the uneven development dynamic anticipated by world-system analysis.
The gradual integration of nations within our globalizing world is strongly related to the economic networks formed by multinational headquarters and their various subsidiaries located across the globe. Although the corporate reach of multinational corporations (MNCs) is clearly global, the geographical scope of their activities remains limited. Focusing on the network of ownership relations between the global Fortune 100 MNC headquarters and their subsidiaries, it is shown that global corporate activity remains unevenly distributed across the globe. Besides showing that richer countries are better connected within the global system than the poorer countries, the authors also reveal considerable differences in connectivity within the group of rich countries. Based on various determinants, these variations in network connectivity are explained.
The mega‐project is experiencing revived interest as a tool for urban renewal. The current mode of large‐scale urban development is, however, different from its predecessor in so far as its focus is flexible and diverse rather than singular and monolithic. However, the diversity that the new approach offers, we argue, forecloses upon a wide variety of social practices, reproducing rather than resolving urban inequality and disenfranchisement. Further, we suggest that the diversity of forms and land uses employed in these mega‐projects inhibits the growth of oppositional and contestational practices. The new mega‐project also demonstrates a shift from collective benefits to a more individualized form of public benefit. The article is based on Toronto's recent waterfront development proposals, which we identify as an example of a new paradigm of mega‐project development within the framework of the competitive city. Its stated but paradoxical goal is to specialize in everything, allowing for the pretence that all interests are being served while simultaneously re‐inscribing and reinforcing socioeconomic divisions. Our findings are centred on four areas: institutional change; the importance of mega‐projects to global interurban competition; the exclusive nature of public participation processes; and the increasing commodification and circumscription of urban public space.
Résumé
Le mégaprojet connaît un regain d'intérêt en tant qu'outil de rénovation urbaine. Le mode actuel d'aménagement urbain à grande échelle diffère toutefois de son prédécesseur dans la mesure où son orientation est souple et diverse, au lieu d'être unique et monolithique. Cependant, à notre avis, la diversité qu'offre la nouvelle approche exclut une grande variété de pratiques sociales, puisqu'elle reproduit, plutôt qu'elle ne résout, l'inégalité urbaine et la privation de droits. De plus, la diversité dans les formes et les utilisations de l'espace de ces mégaprojets empêche le développement de pratiques d'opposition ou de contestation. En outre, le mégaprojet révèle un décalage des bénéfices collectifs vers une forme plus individualisée de bénéfice public. Les propositions récentes d'aménagement du front de mer de Toronto sont identifiées comme typiques d'un nouveau paradigme du mégaprojet d'aménagement dans le cadre de la ville compétitive. Son objectif affiché, quoique paradoxal, est d'être spécialisé en tout, ce qui permet de prétendre que tous les intérêts sont pris en compte, tout en réimplantant et en renforçant les divisions socio‐économiques. Nos résultats portent sur quatre aspects: la transformation des institutions, l'importance des mégaprojets dans la concurrence interurbaine mondiale, la nature exclusive des processus de participation publics, ainsi que l'accentuation de la marchandisation et des délimitations de l'espace public urbain.
Inland distribution is becoming a very important dimension of the globalization / maritime transportation / freight distribution paradigm. Observed logistics integration and network orientation in the port and maritime industry have redefined the functional role of ports in value chains and have generated new patterns of freight distribution and new approaches to port hierarchy. Existing models on the spatial and functional evolution of ports and port systems only partially fit into the new freight distribution paradigm. This paper aims to add to existing literature by introducing a port regionalization phase in port and port system development. It is demonstrated that the regionalization phase and associated hinterland concepts demand new approaches to port governance and a functional focus that goes beyond the traditional port perimeter.
This paper is essentially an empirical investigation in the network analysis of inter-port traffic flows. Based on a database of vessel movements, it applies conventional techniques of network analysis to the graph of Northeast Asian liner networks in 1996 and 2006. Such approach proves particularly helpful for analysing the changing position of major hub ports and for revealing their respective tributary areas within the region. Despite rapid traffic growth at Chinese ports during the period under study, the latter seem to remain polarized by established hubs such as Korean ports and Hong Kong. This research reveals the strong relation between local port policies and the evolution of shipping network design.
Soil disturbances that exert strong impacts on biota and their resources are expected to induce changes in the web of correlations among soil variables. The objective of this paper was to explore the hypothesis that during the first years after the conversion from conventional to organic farming gradual changes occur in the correlations among nematode, microbial and nutrient flow components, resulting in increased complexity of the soil system.
To check this hypothesis, we used network analysis techniques to analyze data from conventional (Conv) and organic asparagus cultivations, as well as from the adjacent hedgerows (Hedg). Organic cultivations were managed organically for 2, 3 and 5 years (Org-2, Org-3, Org-5), representing thus steps along a gradient that corresponds to the duration of organic farming.
The estimated network cohesion and centrality, as well as the key player metrics, showed that the correlation network of the newest organic systems, and mostly that of Org-3, was disorganized compared with that of Conv. This trend was reversed and a complex and more cohesive network was formed in Org-5. In addition, by employing QAP techniques and Spearman rank correlation coefficients, inter-network correlations were estimated and showed similarity in the correlation network from Org-2 with that of Org-3. The structure of the latter was correlated with that from Org-5.
Our results indicated that the conversion of a conventional system to organic induces a disturbance into the soil system routine, probably launching secondary successional changes in the interactions among soil components. These changes seem to involve the gradual destruction of existing interactions leading to the disorganization of the correlation network and the reconstruction of a more complicated one after 3 to 5 years.
Within research on world cities, much attention has been paid to advanced producer services (APS) and their role within both global urban hierarchies and network formation between cities. What is largely ignored is that these APS provide services to firms operating in a range of different sectors. Does sector-specific specialisation of advanced producer services influence the economic geography of corporate networks between cities? If so, what factors might explain this geographical pattern? This paper investigates these theoretical questions by empirically focusing on those advanced producer services related to the port and maritime sector. The empirical results show that the location of AMPS is correlated with maritime localisation economies, expressed in the presence of shipowners and port-related industry as well as APS in general, but not by throughput flows of ports. Based upon the findings, policy recommendations are addressed.
This paper is an empirical attempt to measure the relative concentration of port–city functions in the context of globalisation.
It reviews a number of urban and port issues regarding their complementary and contradictory aspects about the evolution of
port cities. The main purpose is to verify how port function is more or less important to local economies, compared to other
functions, through a temporal and global approach. Based on a matrix of port–city centrality and intermediacy, the main indicators
available for international comparison are urban population and container throughput. An analysis of 653 places between 1970
and 2005 period is provided, using the relative concentration index (RCI) proposed by Vallega. The appropriate geographical
scale to measure the relative evolution of port cities at a global level is discussed. Results tend to question previous models
which consider functional and spatial separation between the city and its port as an ineluctable process. The port–city evolution
appears to be gradual rather than linear or chaotic, and in many cases largely influenced by regional factors and local strategies.
Globalization and transport revolutions, logistics integration, and the consequent expansion of port area and hinterland in the maritime industry have redefined the functional role of ports in supply chains and have generated a new pattern of freight distribution. This phenomenon again requires a new approach towards port development and related urban planning. Such changes have inevitably influenced the spatial structure of hub port cities. As existing models on spatial and functional evolution of ports and cities are mainly derived from European and American cases, this paper attempts to introduce evidence from an Asian perspective, focusing on the particular case of global hub port cities such as Hong Kong and Singapore.
This is the second edition of the celebrated volume by Professor John H. Dunning, first published in 1993, which has now been not only updated but also enriched with the addition of a number of new topics. This addition was not least due to the expertise of the co-author, Sarianna Lundan, in the institutional aspects of international business and the internal governance of transnational corporations (TNCs). It is a comprehensive synthesis of all the theories in International Business based on extremely rich data evaluation in almost all fields of TNC activities and their environment. It is a “creative masterpiece which unbundles the DNA of the field of international business” as described by Alan Rugman in his assessment of this volume.
This article first traces the changing world economic scenario for international business over the past two decades, and then goes on to examine its implications for the location of foreign direct investment and multinational enterprise activity. It suggests that many of the explanations of the 1970s and early 1980s need to be modified as firm-specific assets have become mobile across natural boundaries. A final section of the article examines the dynamic interface between the value-added activities of multinational national enterprises in different locations.
Based on QAP (Quadratic Assignment Procedure) correlation and complex network theory, this paper puts forward a new method named QAP Weighted Network Analysis Method. The core idea of the method is to analyze influences among relations in a social or economic group by building a QAP weighted network of networks of relations. In the QAP weighted network, a node depicts a relation and an undirect edge exists between any pair of nodes if there is significant correlation between relations. As an application of the QAP weighted network, we study international services trade by using the QAP weighted network, in which nodes depict 10 kinds of services trade relations. After the analysis of international services trade by QAP weighted network, and by using distance indicators, hierarchy tree and minimum spanning tree, the conclusion shows that: Firstly, significant correlation exists in all services trade, and the development of any one service trade will stimulate the other nine. Secondly, as the economic globalization goes deeper, correlations in all services trade have been strengthened continually, and clustering effects exist in those services trade. Thirdly, transportation services trade, computer and information services trade and communication services trade have the most influence and are at the core in all services trade.
Ports in Proximity provides an overview of key contemporary research in the field through a broad range of international case studies. The concepts of strategic management, supply chain management, port and transport economics and economic and transport geography are applied throughout the book to offer an in-depth understanding of the processes underlying spatial and functional dynamics in port systems. The opportunities for cooperation between competing adjacent ports is examined while the avenues for further joint research are identified, setting an agenda for further study. © Theo Notteboom, César Ducruet and Peter de Langen 2009. All rights reserved.
'This Report - 2011 gives an overwhelming amount of comprehensive information for city managers trying to cope with the ever-increasing competition between cities in attracting investments, talent, firms, knowledge, events etc. Apart from an update of the ranking of 500 cities this new publication offers a lot of additional information, such as a selection of the best examples of competitive cities. The book is recommended for everybody interested in the strengths and weaknesses of the major cities in the world.'- Leo van den Berg, Erasmus University Rotterdam, The Netherlands.
China׳s seaports belong to the largest in the world. The question is to what extent port infrastructure investment in China also contributes to growth of the regional economies involved, through mainly direct and indirect relations. We estimate the output elasticity of port infrastructure through production function, applying panel data analysis for the period of 1999–2010, and calculate the model at the level of four port regions as well as the port province level. The results indicate clear positive effects of port infrastructure investment in all regions, however, the strength varies considerably among the four regions, with the Yangtze River Delta region (Shanghai) at the strongest level, followed by the Bohai Rim region (Tianjin), the Southeast region (Guangzhou) and the Central region, where the influence is the weakest. The analysis indicates that differences are related to the character of the port (land or sea), stage of economic development of the region, international network connectivity, and the spillover effects from adjacent regions. Overall, the weakest relation tends to be with landside transport infrastructure density. The paper closes with some policy implications.
Ports have been regarded as economic infrastructure and catalysts for the economies they serve, and it is evident that the associated development would generate economic benefits. In this paper, the economy‐wide impacts of port development in South Africa are examined via a computable general equilibrium analysis. Central to the analysis is to make quantitative contributions to the understanding of the impacts of port investment and changes in freight costs on the national economy. The results support the economic significance of port development, as a means of promoting growth, trade and employment, in South Africa.
Using a unique dataset from a provincial competitiveness survey and the rising foreign direct investment (FDI) from joining the World Trade Organization (WTO), I find that variations in economic institutions across the provinces of Vietnam are associated with the flow of foreign investment. To overcome endogeneity problems, I use the minimum distance from each province to a main economic centre as an instrument for foreign investment inflows. The instrumental variable approach shows that the direction of influence is from greater foreign investment to better institutions. These results hold after controlling for various additional covariates, and are also robust to various alternative measures of institutions. I also find that foreign direct investment has greater short-term impacts on institutional quality in the northern provinces.
This paper extends Alvin Toffler’s “three waves” concept into a classification framework that describes three stages and six types of port-city developments. These waterfront developments inject huge capital, but require a longer period for return on investment, and public–private partnership is commonly adopted as necessary for enhanced efficiency and risk sharing in many of the development projects. The concept of diverse developments is discussed, in which the content of development is first analyzed and then subdivided into development units grouped as having similar attributes. A corresponding leading organization for the given development unit is then chosen based upon the analyzed attributes. Using the series of steps in constructing the framework, the purpose of obtaining maximum social benefits and appropriate risk management is thus achieved. Waterfront development case studies are also included to explain advantages of adopting the concept of diverse developments. Finally, examples will be included to illustrate how this diverse development analysis can be applied in a flexible way so that competitive and high quality waterfronts can be created.
The global spread of urban waterfront redevelopment, hitherto largely confined to advanced countries, is now starting to impact upon developing countries too as they seek to revive historic cities in contexts including postcolonialism, multiculturalism, heritage conservation, tourism development, inter-port competition and globalization. This paper reports on the experience of Dar es Salaam, Tanzania where waterfront redevelopment is making progress as an element in urban conservation, with the support of local, national and international organizations. Within a theoretical context and regional frameworks, the paper includes an account of the condition of the Dar es Salaam urban waterfront as observed from the landward and maritime sides in the later 1990s. The case study is related to wider problems and policy issues, to relevant literature and to experience elsewhere.
This paper is devoted to foreign direct investments (FDIs), which have been allocated on a very low regional level. This makes it possible to first position Vienna within a global city system according to international capital flows and to analyze changes in this position. In addition to being a case study, this paper shall attempt to make a contribution to the conceptualisation of global cities as focal points of FDI-capital flows and the formation of a global city network by firm hierarchies. The dataset is used to analyze Vienna’s FDI-relations to other cities and makes it possible to examine spatial hierarchies based on uneven capital flows. As the data extend over a period of 17 years (from 1989 to 2005), the question can be posed whether geostrategic changes like the fall of the Iron Curtain and Austria becoming a member of the EU have led to new patterns of capital flows. It could be established that there is an ongoing degree of hierarchization within Vienna’s global city network and that the above mentioned changes in the “long decade of the 1990s” established Vienna as a gateway-bridge between the East and the West. On a global scale, however, Vienna’s city status was not raised in the process.
During recent decades, most European river-port cities and also many seaport cities have undergone a major transition towards a service-centred, rather than industrially-based metropolis, offering a high quality urban environment with a revitalised waterfront. Hamburg is one of the few river-port cities that have chosen the course of port expansion instead. This paper discusses the consequences of current global technological, organisational and economic developments for the port. Changing requirements imply rising monetary and land-use costs and environmental and social impacts, and also entail the risk that the port may not be able to fulfil new requirements and could thus lose market shares to coastal competitors. More importantly, the world-wide economic shift towards the service sector has affected port-dependent jobs in two ways: Directly port-dependent jobs have been reduced to a fraction, while many indirectly port-dependent jobs no longer require physical proximity of the port. Those benefits that continue to arise tend to spread over a much larger geographical region, while the port’s costs remain locally concentrated. Given the increasing competition between world-wide metropolitan regions that seek to establish themselves in new sectors and attract a qualified workforce, it is particularly relevant for Hamburg to account for these changes and to incorporate an assessment of the port’s changing costs and benefits into planning processes. To date, this task has received little attention from the city.
It has been suggested in two potentially influential documents that the development of ports could be an important tool of regional economic growth in areas such as South West England. This proposition is analysed in this article by detailed examination of the case of Plymouth, one of the areas in the region for which port development has been mooted. It is concluded that the Plymouth evidence suggests that it is easy to exaggerate the existing and potential role of ports in the regional development process. Ports are not big employers of labour and are no longer the inter-related industrial complexes that they once were. In most cases, therefore, they serve industry in areas distant from their own.
An overview of training and education of the next generation of coastal professionals is given. Past efforts at defining capacity building needs in integrated coastal management (ICM) are examined. Current experiences with education and training in ICM are reviewed. Further, issues for consideration by scientists and decision-makers concerned with ICM capacity building are covered.
This paper attempts to provide general guidelines for conducting a port' economic impact analysis. In so doing, a methodology is proposed to organize efficiency the search for port-related industries and to determine the degree of their dependence on a port. this methodology is applied to the port of Hampton Roads. In addition, some constraints in predicting the changes in the economic impact of a port attribute to changes in the volume cargo are identified.
The quadratic assignment paradigm developed in operations research is discussed as a general approach to data analysis tasks characterized by the use of proximity matrices. Data analysis problems are first classified as being either static or nonstatic. The term "static" implies the evaluation of a detailed substantive hypothesis that is posited without the aid of actual data. Alternatively, the term "nonstatic" suggests a search for a particular type of relational structure within the obtained proximity matrix and without prior statement of a specific conjecture. Although the static class of problems is directly related to several inference procedures commonly used in classical statistics, the major emphases in this paper are on applying a general computational heuristic to attack the nonstatic problem and on using the quadratic assignment orientation to discuss a variety of research tactics of importance in the behavioral sciences and, particularly, in psychology. An extensive set of numerical examples is given illustrating the application of the search procedure to hierarchical clustering, the identification of homogeneous object subsets, linear and circular seriation, and a discrete version of multidimensional scaling. (79 ref) (PsycINFO Database Record (c) 2012 APA, all rights reserved)
ABSTRACT This paper attempts to identify and adjust for several shortcomings of previous port impact studies in the estimation of primary port economic impact. These shortcomings are found to create the potential for both positive and negative bias. Also presented in this paper is a technique for circumventing several practical problems in the estimation of secondary economic impact. These adjustments are applied to estimate the economic impact of the Port of Hampton Roads, Virginia.
Waterfront redevelopment is an outcome of the interaction of factors operating on the port-city interface, itself an expression of wider land-maritime interrelationships. The sequence of port-city linkages over time, and factors involved in waterfront redevelopment, are described. The retreat from the traditional waterfront has created an inner-urban vacuum, and redevelopment is constrained by a complex set of perspectives and interests. Examples used include Marseille-Fos.
In this paper, we contribute to the literature on the determinants of foreign direct investment in developing countries and re-evaluate the role of the quality of institutions on FDI independently of the general level of development. We implement cross-section estimations based on a newly available database with unprecedented detail on institutions for a set of 52 countries, as well as panel data estimations based on Fraser Institute's data. Furthermore, we control for the correlation between institutions and GDP per capita and for endogeneity of institutions. Finally, we evaluate whether the similarity of institutions between the host and the origin country raises bilateral FDI. We find that a wide range of institutions, including bureaucracy, corruption, but also information, banking sector and legal institutions, do matter for inward FDI independently of GDP per capita. Interestingly, weak capital concentration and strong employment protection tend to reduce inward FDI. Institutional proximity between the origin and the host country also matters, but we find little impact of institutions in the origin country. These results are encouraging in the sense that efforts towards raising the quality of institutions and making them converge towards those of source countries may help developing countries to receive more FDI, independently of the indirect impact of higher GDP per capita. The orders of magnitude found in the paper are large, meaning that moving from a low level to a high level of institutional quality could have as much impact as suddenly becoming a neighbour of a source country.
Competitive planning programmes for global integration have been created in cities throughout developed and developing countries during the past 2 decades. In China, global aspiration planning has been characterised by the establishment of Pudong New Area of Shanghai in 1990, with a group of foreign direct investment (FDI)-oriented themed zones targeting different types of global flows. Pudong very rapidly became a focus of FDI in the city, which extended to China as a whole in the 1990s, and now is further extended to playing a global role. However, spatial planning for the themed zones in Pudong has been limited in its scope to the physical design, land use, and the pattern of transport routes. This limited role of land use planning has been inadequate to coordinate the mutual engagement between global and local factors; however, an improved mechanism for coordinating planning has not yet emerged to replace it. The competitive and entrepreneurial approach of land management in conjunction with the imperatives of global firms has effectively diminished the original plan's intention that each zone should focus on particular industries, with each of them complementing the others.
This paper proposes an evolutionary model of spatial economic development in which agglomeration economies and the hub-effect of transport nodes interplay in the making of major cities. The model explains the irreversibility of spatial economic development such as the continuing prosperity of port cities even after their initial advantage of water-access had become irrelevant. It is also shown that in order to decentralize industries from the core region to a periphery region, a temporary protection of industries in the periphery by worsening the transport connection with the core for a short period of time may be desirable.