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The Major Seaports of the United Kingdom

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... Fernand Braudel (1979) afirmou que a centralidade das cidades marítimas na época pré-revolução Industrial esteve relacionada com a sua inserção nas rotas marítimas comerciais que a partir dos séculos XVII e XVIII adquiriram dimensão mundial. Geógrafos como James Bird (1963), André Vigarié (1979) e Brian Hoyle (1989), descreveram a expansão das atividades portuárias como contributo para o desenvolvimento urbano e portuário. Desta forma, na perspetiva histórico-morfológica, o modelo Anyport elaborado por Bird (1963) pretendia identificar e analisar a natureza e a evolução histórica referente à funcionalidade portuária e urbana. ...
... Geógrafos como James Bird (1963), André Vigarié (1979) e Brian Hoyle (1989), descreveram a expansão das atividades portuárias como contributo para o desenvolvimento urbano e portuário. Desta forma, na perspetiva histórico-morfológica, o modelo Anyport elaborado por Bird (1963) pretendia identificar e analisar a natureza e a evolução histórica referente à funcionalidade portuária e urbana. A reflexão teórica de James Bird entendeu o espaço portuário como uma sucessão cronológica da evolução do desenvolvimento físico dos portos. ...
... O modelo Anyport, refere inicialmente o desenvolvimento da cidade portuária a partir de um porto com uma localização adjacente ao centro urbano. A escolha dessa localização original dependia das referências geográficas e das funções portuárias (Bird, 1963). Segundo Hoyle (1989), o porto tinha uma relação física e funcional com o tecido urbano sem fronteira entre as duas estruturas com uma simbiose urbana, económica e social. ...
Article
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O objetivo principal desta investigação é avaliar o papel dos portos como âncora de desenvolvimento territorial das pequenas e médias cidades europeias com canais aquáticos, enquanto elementos centrais de organização espacial e funcional urbana. O caso de estudo “O Porto e a Cidade de Aveiro” é analisado nas diferentes escalas territoriais e temporais tendo por base uma análise de benchmarkingque incidiu sobre as pequenas e médias cidades de Gent, Bruges, Mechelen, Veneza, Huelva e os respetivos portos circundantes, considerando a dimensão populacional entre 20.000 e 500.000 habitantes, segundo o relatório Europa 2000+ (CE,1995).Para cumprir o objetivo principal, a investigação pretende estruturar uma matriz de critérios de análisecomo principal ferramenta de análise de dados quantitativos e qualitativos. Assim, a investigação passará por diversos métodos nomeadamente a compilação de material gráfico e bibliográfico, análise dos mesmos na escala local e regional e posteriormente a interpretação das realidades territoriais expressadas na matriz de critérios de análise e na cartografia. The main purpose of this research is to assess the role of harbours as anchors for territory development of small and medium sized European cities with water canals, as central elements for spatial and functional urban organisation. The study case “Harbour and City of Aveiro” is analysed on various territory and time scales based on a benchmarking analysis that having as examples of study of the small and medium sized cities of Gent, Bruges, Mechelen, Venice, Huelva and their respective surrounding harbours, considering a population ranging between 20.000 and 500.000 inhabitants, according to the report Europe 2000+ (CE, 1995).So as to accomplish this purpose, the research intends to structure a matrix for analysis criteria as the main quantitative and qualitative analysis tool.Thus the research shall rely on various methods, namely a compilation of graphic and bibliographic material, and corresponding analysis on a local and regional scale and later interpretation of territorial realities expressed on the matrix of criteria analysis and cartography.
... Taaffe et al. (1963) proposed that as certain ports grow at the expense of others, the port industry is likely to experience the emergence of high-priority linkages and a concentration in maritime traffic. Other authors such as Bird (1963) and Rimmer (1973) developed evolutionary models where port growth and size depend upon their stages of development, which encompasses setting, expansion and specialization (Rodrigue et al., 2009). ...
... In this stochastic setting, container traffic at a port follows a Markov chain if, knowing its container volume S t at time t, we can predict the future throughput (S t+1 ) regardless of its previous traffic. In this process, the probability p ij,t that a port of size category S i at time t, advances to a size category S j in the next period t +1 is then given by: Source: authors, based on data from Containerisation International Yearbook and other sources 3 In this paper, the discretization process draws upon Quah (1996), Eaton and Eckstein (1997), Black and Henderson (2003) and most of the contributions on urban hierarchies and the rank-size rule, with cut-off points exogenously defined, leading to 5 groups of ports. See Quah (1996) for methodological justification on the discretization process in Markov chains. ...
... Standard errors in parentheses and *** p < 0.01, ** p < 0.05, * p < 0.1. 4 For an explanation of the robustness of the discretization process of the rank-size distribution, see the seminal paper of Quah (1996) or its application to city-size hierarchies from Black and Henderson (2003) or Schaffar and Dimou (2012). 5 First time passages indicating the mean number of years for a port to reach another class have also been calculated. ...
Article
The aim of this paper is to test for the existence of a middle-rank growth trap in the container port market. This work adopts an original perspective to study the dynamics of port hierarchies by applying different rank-size models, a Markov chain approach and transition modelling to a dataset featuring the annual traffic of 222 container ports from 2000 to 2015. The main findings are that (i) the global port rank-size distribution is characterized by the importance of midsize ports with high traffic volatility; however, the impact of these ports declines over time in favour of the largest ports at the top of the hierarchical system; (ii) port growth does not lead to convergence in port size, except for in the Americas; (iii) there is a relatively low mobility of ports in the container traffic distribution with downward mobility being much higher than upward mobility. These results seem to confirm the existence of a middle-rank growth trap in port hierarchies, which suggests that medium ports should be wary of making large investments to compete with top ports and instead should focus on maintaining their existing position.
... 16 Vraisemblablement, Alger, cette ville « mouvementée » 5 n'a pas droit à l'erreur pour une opération de telle ampleur, jusqu'à là privée de toute urbanité en front d'eau car la mer reste inaccessible pour Alger séparée par le port et une interface rigide, le réaménagement de sa zone portuaire qui compte plus de 180ha en plein centre-ville et pied dans l'eau, peut être considéré comme l'opération urbaine du siècle. Alger n'est pas la première ville à opter pour une reconversion portuaire, comme susmentionné, ce phénomène s'avère mondial pour les villes-ports, il est apparu durant les années 1451 et s'est diffusé depuis, sous différentes vagues de 'Waterfronts revitalizations' (Bird, 1963). 17 acceptation par la ville de demain, mais parallèlement il sera censé de façonner une grande partie de ce que sera la ville prochainement. ...
... Les anciennes installations portuaires deviennent caduques et quittent les anciens ports au profit de nouvelles infrastructures portuaires en zones suburbaines et en eau profonde , ouvrant ainsi la chance à leurs villes de reconfigurer et reconquérir ces espaces et de renouer à nouveau avec la mer dont elles se sont longtemps éloignées. du modèle mondial des villes-ports, ou le modèle de « Anyport model » (Bird, 1963), le processus de délocalisation et de remplacement sont censés libérer l'emprise de l'ancien port et qui sera réapproprié par la ville, le port d'Alger subira un réaménagement urbain dit Waterfront revitalization. Suivant ce raisonnement, la reconquête du port par la ville s'approche. ...
... (Julien et al., 1975). Aussi, le concept néologisme de « futuribles » (Bird, 1963 ;Wren, 1983 (Bird, 1963 ;Wren, 1983 ; Chap. 5 ...
Thesis
This thesis aims to make a scientific contribution and a trial application of the prospective by the method of scenarios in urbanism, more precisely on the urban phenomenon of Waterfronts revitalizations that the city of Algiers and its port will undergo. While recent work on the city port interface has made it possible to better understand the role of ports in port cities, the anticipation of their future is still limited. In order to develop these urban spaces and ensure their sustainable development for the present and the future, decision-makers must be able to take a stand on the present reality and guide it in the desired direction. The prospective helps to inform and guide the decision-making process for defining a strategy and the resulting policies. Formerly, the prospective comes from futurology, a scientific discipline that appeared in the late 1940s. Developed by Herman KAHN (1960) for strategic military purposes, during the Cold War, since then, the scenario method has become almost usual for prospective work, particularly in fields of application in economics, management, and more recently in urban planning. The transposition of "Waterfronts revitalizations" since the 1950s is considered a "bandwagon" effect that affected all port cities. Indeed, the spatialized prospective approach provides us the opportunity to evaluate the main trends and the possible future of a territory under different scenarios. This method is particularly adapted to situations of entanglement of systems vis-à-vis the future, by its two exploratory and anticipatory approaches; it makes it possible to clarify the major issues and levers of action in relation to complex situations, especially dynamic situations, and whose future is uncertain. The contribution of this thesis is illustrated by its transversality, between "The Waterfronts revitalizations of Algiers" projected in the future, and the reference to global case based on analogy as guidance tools. The linking of these two notions justifies the comparative and analogical inflection throughout this work, which refers to examples of Waterfronts projects in the world. The thesis is not intended to develop a bibliographic file on the mentioned themes, its main purpose is to develop a strategy, by the scenario method, which tends to guide the present action and identify the possible futures.
... James Bird's (1963) "Anyport" model remains a foundational text of transport geography. ...
... Some of the earliest transport geography publications considered the port-city relationship (Bird, 1963;Hoyle, 1968). At that time most world ports were still located in the same natural harbour and estuary locations where they were first established hundreds of years previously. ...
... At that time most world ports were still located in the same natural harbour and estuary locations where they were first established hundreds of years previously. Bird's (1963) original model of the spatial evolution of port infrastructure included six phases: the original port, quay extension, quay elaboration, dock elaboration, simple lined quays, specialised quays. Later authors summarised these six into three phases: setting, expansion and specialisation (Rodrigue et al., 2009). ...
Article
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Port facilities expand or are relocated from their original locations according to several factors, such as outgrowing a limited space or avoiding clashes of use with expanding cities. Previous spatial models such as the famous Anyport model imply a natural evolution in port systems which can in reality be complicated by issues of port governance and competition. The goal of this paper is to enrich the Anyport model with insights from port governance and the port life cycle model, focusing on strategies of port actors to avert a potential decline when the port reaches geographical or economic constraints. The empirical application explores the evolution over five decades of the port of Guayaquil, Ecuador's primary port and the second-busiest container port on the west coast of South America. In the 1990s and 2000s, port governance reform introduced devolution from the national level to local port authorities, the signing of terminal concessions to private operators and competition from other ports in the vicinity. In 2006 a new deep-water port, 85 km downriver and in a different governance jurisdiction, was proposed. Continuous legal and operational challenges stalled the construction of the new port, until it finally entered into operation in 2019. Despite this development, the existing Guayaquil port decided to go ahead with more channel dredging and to extend the existing container terminal concession for an additional 20 years in order to maintain its operations. Thus, rather than a simple port migration to deeper water based on specialisation of tasks between deep sea and feeder activities, what has emerged is a competitive situation for the same hinterland between old and new ports. The port life cycle model provides a more dynamic view than purely spatial models, highlighting governance conflicts between local and national levels, power dynamics between global carriers and port terminal operators, changes in intra- and inter-port competition and horizontal complexities arising from municipal and regional boundaries between existing and available port locations.
... Dentro desse panorama urbano-portuário diversos são os estudos que trataram sobre as transformações na relação porto-cidade (Bird, 1963;Hayuth, 1982;Hoyle, 1989;Meyer, 1999;Ducruet, 2004;Notteboom & Rodrigue, 2005;Hein, 2011). Menos explorada é a perspectiva de como essas mutações funcionais da atividade portuária influenciaram na transformação do território urbano ao longo do tempo e engendraram a forma das cidades em que se inserem. ...
... Este mapeamento foi possível através da identificação da forma e das estruturas urbanas em cartografias históricas, registros iconográficos e imagens de satélites, como a ferramenta imagens históricas do Google Earth. A partir de então, correlacionaram-se as variáveis da forma urbana -forma compacta, fragmentada e dispersa -com as etapas descritas pelos modelos evolutivos da relação porto-cidade de Bird (1963), Meyer (1999) e Notteboom & Rodrigue (2005). ...
... Dentre os modelos analíticos acerca da evolução das cidades portuárias, os quais revelam momentos de integração e dissociação entre porto e cidade, o mais reconhecido modelo conceitual é o modelo Anyport, de J. Bird (1963). Organizado a partir de uma perspectiva histórico-morfológica da análise em portos britânicos, este modelo (ver Figura 1) descreve em três etapas as transformações funcionais da atividade portuária e os seus desdobramentos nas cidades em que se inserem: estabelecimento, expansão e especialização. ...
Article
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From a functional point of view, port and city create a set of interactions and complementarities change over time under the influence of economic, productive, technological and social dynamics. Considering these variables, analytical models point to the occurrence of common and recurring phases in port cities around the world. From this standpoint, the present study seeks to reveal how the mutations in the functional relations between the city and the port activity, in conjunction with the productive arrangements, influenced the urban-territorial configuration. For this, a reading of the urban form of Dublin, capital of Ireland, was performed, regarding the design of its occupation over the territory along a time line. In this study, the port is considered to be key equipment for changes in the shape of the city because it is directly associated with changes in the local and global productive and economic process. When establishing a parallel between the port activity and the urban form, it was concluded that the different stages of approach and mainly the distance between the city and the port activity created centralities, dispersion and obsolescence in the urban fabric, corroborating the formation of new territorial organizations.
... James Bird, the doyen of port geographers, had first discussed the topic with me at the annual meeting of the Institute of British Geographers three years earlier in Liverpool. Not only did Bird (1963Bird ( , 1967Bird ( , 1971) elaborate his conceptual framework for studying intra-port infrastructural developments and their relationship to the city in British ports at that meeting but also went on to test his 'Anyport' model in Australia, and attract further testing and elaboration by a legion of port geographers in other parts of the world (e.g. Hoyle, 1967Hoyle, , 1989McCalla, 2004). 1 I was not one of Bird's disciples, preferring to examine changes in inter-port dynamics through the further elaboration of Edward Taaffe, Richard Morrill and Peter Gould's (1963) model of transport development in underdeveloped countries. ...
... James Bird, the doyen of port geographers, had first discussed the topic with me at the annual meeting of the Institute of British Geographers three years earlier in Liverpool. Not only did Bird (1963Bird ( , 1967Bird ( , 1971) elaborate his conceptual framework for studying intra-port infrastructural developments and their relationship to the city in British ports at that meeting but also went on to test his 'Anyport' model in Australia, and attract further testing and elaboration by a legion of port geographers in other parts of the world (e.g. Hoyle, 1967Hoyle, , 1989McCalla, 2004). 1 I was not one of Bird's disciples, preferring to examine changes in inter-port dynamics through the further elaboration of Edward Taaffe, Richard Morrill and Peter Gould's (1963) model of transport development in underdeveloped countries. ...
... James Bird, the doyen of port geographers, had first discussed the topic with me at the annual meeting of the Institute of British Geographers three years earlier in Liverpool. Not only did Bird (1963Bird ( , 1967Bird ( , 1971) elaborate his conceptual framework for studying intra-port infrastructural developments and their relationship to the city in British ports at that meeting but also went on to test his 'Anyport' model in Australia, and attract further testing and elaboration by a legion of port geographers in other parts of the world (e.g. Hoyle, 1967Hoyle, , 1989McCalla, 2004). 1 I was not one of Bird's disciples, preferring to examine changes in inter-port dynamics through the further elaboration of Edward Taaffe, Richard Morrill and Peter Gould's (1963) model of transport development in underdeveloped countries. ...
Article
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An examination is made of developments in port dynamics since 1965. Initially, this task is addressed by studying changes in past port patterns using a simple descriptive model to accommodate shifts induced by containerization. Over time these changes have led to the reversal of the concentration and centralization of port activities. Then consideration is given to the behavior of stakeholders active in the contemporary port scene by elaborating a bipolar global-local analytical framework through an invocation of the hybrid concepts of glocalization and loglobalization. This analysis leads to an examination of emerging economies to gauge future trends in port dynamics following the dramatic emergence of China. Finally, there is a discussion of the need to go beyond inter-port competition to comprehend global production-distribution networks by exploring synergies between the supply chain and the total transport network to bring out parallels in the hub-and-spoke structure not only underpinning maritime activities but also air transport and telecommunications.
... Arguably, this bias is by now taking by granted, not at least within academia. Often, papers' argument of a separated port and city start by citing Bird (1963) or Hoyle (1989), authors of the functional-morphological sequential Anyport and Port-City interface model, respectively. These models do explain reality. ...
... rural versus urban areas). Within this first paradigm, one can place the work of Bird (1963), Hayuth (1982) and Hoyle (1989) 3 among others, being arguably the core papers that 'established' a 'port' and/versus 'city' view. The empirical logic behind these studies is to map 'out of the blue' spatial land use (cf. ...
... However, what we can do is use our method and our empirical results to find general properties and patterns related to the port-city interface. One could argue this is exactly the same as the models of Bird (1963) or Hoyle (1989), which is true if they are critically seen in their descriptive quality, therefore we want to underline our results are descriptive, not explanatory (Sayer, 2010(Sayer, [1984, pp. 163-164). ...
... In 2020, China proposed the strategic goals of "carbon peaking" and "carbon neutrality". Building a green, Sustainability 2023, 15, 1364 2 of 20 low-carbon, and sustainable port development model and exploring the integration and coordination of its interaction with the hinterland economy has become an inevitable trend for future development. ...
... In the study of the interaction mechanism between port and hinterland economy, few studies have been conducted to investigate the interaction between port green competitiveness and hinterland economy from the perspective of green sustainable development. Bird pioneered the Anyport ideal model, which argues that the development of the port and hinterland undergoes an evolutionary process from symbiosis to separation and finally to redevelopment, which initially explains the interaction between the port and hinterland [15]. After that, scholars put forward the seaport location theory, regional division of labor theory, synergy theory, etc. [16]. ...
Article
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Accelerating the construction of green ports and promoting the green transformation of the economy and society are important trends in port and regional development today. This research explores the interaction between the green competitiveness of coastal ports and the hinterland economy from 2007 to 2019 by taking the 10 largest coastal ports in China as the research object and combining the Super-SBM Model with the panel data model. The results show that the green competitiveness of coastal ports is fluctuating, and the green competitiveness of Qingdao and Shanghai ports is stronger in the production frontier surface. Compared with the size of ports, the level of port technology is an important factor to improve the green competitiveness of ports. In terms of interaction, the total economic volume of the hinterland, the proportion of the added value of the tertiary industry, and the waterway transportation between the port and the hinterland have a significant positive impact on the green competitiveness of the port, and the improvement of the green competitiveness of the port and the waterway transportation between the port and the hinterland effectively drive the economic development of the hinterland. This study provides an important basis for the rational use of the port–hinterland interaction and promotes the coordinated and healthy development of both.
... Moreover, authors such as James Bird (1963), Brian Hoyle (2000), or Han Meyer (1999 refer to the preindustrial period as a key one to understanding the subsequent dynamics, proposing interpretative schemes to better explain this complex reality. Bird (1963) describes the observed changes in space and time through the definition of three phases: the initial settlement phase; the development and expansion of activities phase; and the specialisation and port areas reconversion phase ( Figure 1a). ...
... Moreover, authors such as James Bird (1963), Brian Hoyle (2000), or Han Meyer (1999 refer to the preindustrial period as a key one to understanding the subsequent dynamics, proposing interpretative schemes to better explain this complex reality. Bird (1963) describes the observed changes in space and time through the definition of three phases: the initial settlement phase; the development and expansion of activities phase; and the specialisation and port areas reconversion phase ( Figure 1a). Hoyle (2000) proposes six stages: the preindustrial period; the industrial period; and the postindustrial period, which comprehends four dynamics, balancing between the expansion of port activity, and the redevelopment of former port areas, reincreasing port-city integration ( Figure 1c). ...
Article
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The relationships Malaga has established with its port have changed over the centuries, conjuring up a variety of scenarios and circumstances. The past and present are closely linked phenomena in this case study where the porosity of the port-city fabric has marked the city's development and constitutes a key issue in the current and future challenges it faces. Malaga provides a particularly interesting example of a post-industrial city that has reopened its port to its inhabitants' acclaim while maintaining port activity. However, the growth tourism has seen in recent years has come to dominate the local economy. Cruise ships have taken on a significant role and have brought about important changes in the dynamics and flows between the port and the city, unsettling the balance between the two. This profile explores port-city development through the lens of boundaries and flows, demonstrating how their dynamics have determined Malaga's spatial, functional, and social development over time and how they continue to do so to this day. This article reviews the transformations the city has undergone and its future opportunities to achieve a balanced and sustainable port-city relationship.
... At the same time, Rotterdam initiated its successful story of waterfront redevelopment project -Kop van Zuid (see Figure 5), entailing a mixed-use development of housing, offices, leisure and infrastructure. Since this moving is a common phenomenon for ports all over the world (Bird 1963;Hoyle 1989), in a nutshell, how to redevelop the abandoned area has become a global activity for port cities, and the revitalization of port-industrial waterfronts has considered to be a worldwide urban success story (Breen & Rigby 1996, cited in Hoyle 1997. Spatially linked but functionally separated evolution after 2010 Around or after 2010, different voices on the redevelopment of the port-city interface have begun to occur and drew more and more attention, since those successful redevelopment stories may simply seem successful. ...
... As aforementioned, in a long period was the port-city interface supposed to be redeveloped for urban uses until a paper argued that a new phase in port-city development is emerging. Under severe environmental restrictions, Wiegmans and Louw (2011) noticed Amsterdam, where decreasing port expansion pace couldn't follow the port function development while city is expanding in the direction of the port with faster speed, is not the unique case in port cities, which implies that the era of unproblematic port expansion in Anyport-model (Bird 1963) seems to be ended. This finding points to a port-city interface in the new stage -further expansion of old interface to port direction -is forming (see Figure 6). ...
Conference Paper
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Recently, social, economic and environmental challenges have become increasingly prominent in the port-city interface. How to manage this challenge to make a sustainable development of the port-city interface? This article attempts to make a contribution to this question by arguing that the sustainable way for the future port-city interface lies in its previous evolution. Based on the spatial and functional (societal, economic and environmental) relations between the port and the city, the development of the port-city interface is divided and described as three phases: close linked evolution before 1960, undermined connection evolution between 1960 and 2010, spatially linked but functionally separated evolution after 2010. Following the analysis framework addressed by Hayuth (1982), Norcliffe, etc. (1996) and Hoyle (1989, 2000), we suggest to re-focus on water as the linking element for the port and the city. Finally, we propose that the novel understanding and interpretation of the role of water in the past development of the port-city interface will open the door for its sustainable future evolution.
... Sites are then made vacant and wasteland appears. This is considered to be the result of the port-city disconnection (Bird, 1963;Boubacha et al., 1997;Ducruet, 2008;Hoyle, 1989). The interface freed up by the port represents a means of renewal in the heart of the territory and potential land development for the city. ...
... This qualitative approach shares similarities with other studies which explored the port-city relationships from a focus on cities and landside development (Meyer, 2003;Charlier, 2007;Kokot et al., 2009;Desfor et al., 2010;Hein, 2011;Hall, 2012;Hein, 2012Hein, , 2016Porfyriou and Sepe, 2016;Schubert, 2018). More particularly, the methodology is inspired by spatial models turned to the understanding of the evolving port-city relationships (Bird, 1963;Hoyle, 1989;Ducruet, 2008). As (Beyer and Debrie, 2011;Frémont, 2011;Paffoni, 2013;Vandenberghe, 2016), we attempted to link Hoyle's model with abstract historical-morphological maps of inland port-city, such as Lille and Brussels, first based on a detailed work of their specific patterns. ...
Article
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Along the riverbanks, port-city interfaces offer many different types of landscapes. The succession of uses around the waterway according to the dominant forms of economic and social organization has shaped the current organization of these spaces. Over time, they have been transformed by economic, political, social, or environmental needs related to urban growth, industrial port developments, and water management, leading periodically to their abandon or mutation. Today, the complexity of the port-city relationship is the result of the gradual disconnection between a city and its port over time. This paper aims to deepen the knowledge of these morphological changes through the prism of economic, political, and social factors. For this, two case studies, Lille and Brussels, are used. Through a geohistorical approach, the sequencing of the disconnection which has gradually separated the cities, their waterways and their ports is defined. The results show us several continuities and ruptures such as port-city disconnection, depletion of the hydrological network in cities or the enhancement and decline of water-related practices. To open the discussions, a new phase of the port-city relationship, opening the way to reconnection, is proposed. This reconnection is based on the contemporary issues of inland ports in their city; as it promotes waterway transport, which is less environmentally damaging than road freight; as a key cog in the foundational economy; as an alternative to peripheral business parks.
... As an alternative to meet the demands of productivity in cargo handling, Bird (1963) and Shintani et al. (2020), mention that the ports have stood out over time, as it is one of the oldest forms of interaction between businesses and, that up to the present day they have proved to be efficient in the transportation of bulk cargo. ...
... Subsequently, Stage 2 (Formation), started with a composition of the Database (DB). However, for this selection the efficiency and availability of data were verified and, also, according to Bird (1963) and Guerrero (2019), a minimum representation of 3 ports was considered for the mapping of the interior. Then, considering the selection made, it was composed of DB, based on the categorization of hinterlands proposed by Degrassi (2001). ...
... Some of the early works of transport geography were contributed by geographers working in the port sector. Such early approaches to the geography of port system evolution were predominately taken from a spatial perspective (Bird, 1963;Taaffe et al., 1963;Rimmer, 1967;Hoyle, 1968;Hayuth, 1981;Barke, 1986;Van Klink, 1998). However, by the early 2000s, freight transport geography, and particular maritime geography, had become "a niche concerned with the transport system itself but with few linkages to economic and industrial development" (Pedersen, 2001: 85). ...
... It has been some time since a dedicated volume was published on maritime transport geography, although a number of books discussing this theme appeared in the 1970s and 1980s, representing also some of the key early contributions to transport geography. These books include Seaports and Seaport Terminals (Bird, 1971); The Geography of Sea Transport (Couper, 1972); Cityport Industrialization and Regional Development (Hoyle and Pinder, 1981) and Seaport Systems and Spatial Change (Hoyle and Hilling, 1984). Since then, it seems that perhaps maritime geography has been subsumed within the broader sub-discipline of transport geography. ...
... There are plenty of researchers focusing on this field. Bird (1963) puts forward an "Any port" model, which has a deep impact on the later studies. Taaffe et al. (1963) put forward sixphased transportation development. ...
Article
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Nowadays, Belt and Road Initiative (BRI) has been prosperous for a long time and brings plenty of opportunities to every aspect of China. As a coastal province with lots of port resources, Shandong province has implemented port integration, and there are some operation problems arising, too. In order to make the seaports and dry port reach their full potential, it is very crucial to explore the evolution trend of the ports, which can offer more chances for future development. Based on related theory, this article analyses the evolution of seaports and dry ports in Shandong Province, combined with the background of BRI. After showing the trend of port evolution, this paper points out the co-evolution mechanism of seaports and dry ports and describe a dry port-seaport logistics network in Shandong Province, which results from the mutual influence of seaports and dry ports. Finally, considering the influence of the BRI, this article points out that Shandong Province should take the inland cities as the basis and consider the various costs of the ports to fully take part in the Belt and Road Initiative, when constructing a logistics network.
... Rycina 3. Anyport model. Ewolucja połączeń między miastami nadmorskimi a portami Źródło: Vigarié (1979): The hinterland-seaport-foreland or port triptych model Źródło: Bird (1963) miasto rywalizuje o tereny inwestycyjne z portem o atrakcyjne tereny nawodne. W wielu miastach wycofanie działalności portowej z centralnego obszaru miasta odbyło się w latach 70. ...
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Głównym celem artykułu jest porównanie zagadnień teoretycznych obecnych w literaturze naukowej w postaci modeli przestrzenno-funkcjonalnych obszarów miejskich i portowych z obserwowanymi zależnościami tych obszarów w portowym mieście Szczecin. W artykule zaprezentowano i zestawiono ze sobą modele stworzone przez geografów i urbanistów badających ewolucję układów miasto–port morskiw kontekście zmieniających się trendów światowych w technice i ekonomice transportu morskiego. Artykuł zawiera odniesienia do tzw. strefy interface, obszaru stykowego miasta i portu, który wobec dążeń miast do rewitalizacji przestrzeni staje się strefą o dużym potencjale inwestycyjnym. Przykładem wykorzystania takich możliwości są np. Rotterdam, Hamburg, Kopenhaga, Baltimore, Gdańsk i podobne wielkością do Szczecina – Bilbao. Sukcesy tych miast przekonują, że wysiłek rewitalizacji i pracy koncepcyjnej przynosi im duże korzyści wizerunkowe, gospodarcze i społeczne. Stało się to dzięki stworzeniu atrakcyjnych terenów nadwodnych (waterfront). W artykule dokonano analizy rozwoju relacji miasta Szczecin i będącym jego „genetycznym kodem” terenami portowymi oraz przemysłowymi wraz ze szkicem przyszłych zamierzeń i planów włodarzy miasta wobec odzyskanych terenów portowych.
... Their influence on the national or regional economy, various related business concepts and technological developments are just some of key research areas that were highlighted in the past. Ports are very often analysed as independent systems, with economic interaction with systems from the surroundings or within supply chains (Bird 1963;Hoyle, Pinder 1992, Juhel 2001Notteboom, Rodrigue 2005). With the new trends in globalisation, increase in world trade, complexity of supply chains and incresed urbanization and conurbation, new areas of research appear more oriented towards port-city or city-port sustainable development and coexistence. ...
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The article presents a new contribution to understanding and building novel phenomena of Smart City–Port (SCP) ecosystems and new approaches for the use of new technical and technological findings. The main aim is to elaborate specific strategies SCP ecosystem can secure in the future and an approach for synchronised SCP development for adaption to growing urbanization, mobility and business development, where all stakeholders would take an active role. Based on analysed literature 19 strategies for common smart development of cities and ports are highlighted. The relatively new phenomena of the Internet of Things (IoT) or Internet of Everything (IoE) can simplify their achievement in SCP ecosystem. Moreover, the proposed 3 level approach for technological development of sensing, monitoring and managing data for spatial, transport, environmental and social policy is used on 2 Northern Adriatic cities and ports. The research provides actual analyses of SCP development at Koper (Slovenia) and Rijeka (Croatia), where the development of ports was carried in a completely different way. The article thus proposes a 2 phase approach to the development of SCP and can be used more widely in building a symbiosis of cities and their ports. Firstly, the need to fulfil the strategy from the set of 19 SCP development strategies should be identified and secondly by using a 3 level approach, with existing technological support a SCP environment can be set.
... It is well known that theoretical approaches to port development have been developed over the years, during which various researchers attempted to explain the complex process of port development by proposing various models of a qualitative, descriptive nature. In the models considered by the authors [1][2][3][4][5][6], it was implied that the sea passenger port represents a certain stage of development of the main 208 S. Krile, N. Maiorov cargo port. However, today, the situation is quite different. ...
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Marine passenger ports and terminals are key transport facilities that influence the development and positioning of a region, city or country. The port infrastructure should provide the world requirements in service of cruise and ferry ships, and ensure the efficiency and convenience in service of passengers and associated cargo flow. This circumstance determines the necessity of infrastructure modernization, and hardware and software renewal. At the same time, the existing equipment in ports and terminals is gradually becoming outdated, hence the necessity of modernization on the basis of development of a decision-making system. This decision-making system should no longer be based on analytical models, but on new digital transport models of sea passenger ports and terminals. These digital models must take into account both passenger handling processes and external processes for handling cruise and ferry ships. The model should have high computational power and take into account the influence of the external environment. These models should answer development forecasting questions and provide an accurate decision-making system for the validity of infrastructure changes. The Passenger Port of Saint Petersburg "Marine Façade” (St. Petersburg) was chosen as the subject of research. To construct a numerical model, port operation intensity, passenger, cruise and ferry vessel handling processes were investigated; port and terminal development strategies and the mutual influence of the "city-port" systems on each other were studied. As a result of the analysis, a new digital transport model of the sea passenger port was built, which has a high level of detail and accuracy of process implementation, high productivity and efficiency of analysis of various infrastructure changes in the port, allowing the inclusion of dynamic changes from the external environment. The numerical model has been fully implemented for this port, and new conclusions have been derived from it. The use of these new models allows justification of infrastructure upgrades and to study the position of the port in the region in relation to competitors' ports. The developed tool allows solving the problem of research on port processes at any level of planning and enables integration into the information systems already existing in ports and terminals.
... Port and infrastructure wastelands are the results of the gradual disconnection between a city and its port (Bird 1963;Hoyle 1989;Hall 2012). This started in the medieval era in the oldest European cities, and this disconnection has been increasing since the Industrial Revolution. ...
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Faced with the growing demand for nature in cities, informal greenspaces are gaining the interest of various stakeholders - residents, associations, public authorities - as well as scientists. This book provides a cross-sectorial overview of the advantages and disadvantages of urban wastelands in meeting this social demand of urban nature, spanning from the social sciences and urban planning to ecology and soil sciences. It shows the potential of urban wastelands with respect to city dwellers’ well-being, environmental education, urban biodiversity and urban green networks as well as concerns regarding urban wastelands’ in relation to conflicts, and urban marketing. The authors provide a global insight through case studies in nine countries, mainly located in Europe, Asia and America, thus offering a broad perspective. -------- https://link.springer.com/book/10.1007/978-3-030-74882-1
... Port and infrastructure wastelands are the results of the gradual disconnection between a city and its port (Bird 1963;Hoyle 1989;Hall 2012). This started in the medieval era in the oldest European cities, and this disconnection has been increasing since the Industrial Revolution. ...
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In urban areas, many wastelands deriving from former industrial activities may contain degraded and polluted soils. When reconversion of these wastelands is included in a renaturation project, it opens the way to more extensive approaches in favor of biodiversity and ecosystems. The designers of a future brownfield redevelopment projects must therefore think upstream about the clean-up strategy that is least harmful to biodiversity. The stated objective is to breathe new life into degraded soils while designing a new landscape based on the dynamics and resilience of ecological systems. Choices are not easy to make insofar as projects do not have the same time horizon as the dynamics of ecological systems. While ecosystem services can structure projects, we show that the renaturation of polluted wastelands is a very complex subject because it also comes up against the complexity of urban territories and the diversity of ways of thinking, which causes tensions and sometimes incomprehension about the future of the environment that is to be built. It is therefore necessary to gather feedback from in situ experiments carried out in projects for the phytomanagement of formerly polluted wastelands.
... The mechanisation of production processes gen-erated excess quantities of products, which helped contribute to the expansion of trade. The new industrialeconomic base thus essentially started to depend on the transfer flows of goods, hence the need for new means of transportation such as railways on the land and new steam and motor ships at sea (Bird, 1963). ...
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This article traces the centuries-long morphological development of Algiers' port-city interface across four historically relevant time periods that together span from the dawn of the 16th century up until today. Through a diachronic and geo-historical approach, we identify and analyse the origins of Algiers' persistent port-city divide. In doing so, the notion of the interface is interpreted as a spatial threshold between city and port, which nevertheless supports the material flows of both entities. As a multipurpose area, the interface holds the potential to weave the disparate entities of a port city back together. To further complement this conceptual angle, we provide investigations of porosity that determine the differing degrees of connectivity between the city and port of Algiers. This is combined with a spatial-functional analysis of Algiers' current port-city interface, which is ultimately characterised as a non-homogeneous entity composed of four distinct sequences. These results contribute to a better orientation of imminent plans for waterfront revitalisations in Algiers. Whereas the interface was long considered as some kind of no man's land in the past, port and municipal authorities nowadays aim to turn the interface into a tool of reconciliation, and can do so by acting upon its potential porosity. Finally, this article's critical examination of the previously neglected case of Algiers can and should also be considered as an applicable model for the continuing study of southern Mediterranean and African port metropolises in general, which share a particular evolution in the relations between city and port.
... Les ports ont bien été des espaces privilégiés de l'innovation au XIX e siècle, même si celle-ci a, en l'occurrence, obéi à des logiques spécifiques. De façon plus générale, le XIX e siècle a inauguré un nouveau « long cycle de vie portuaire » dont Jacques Charlier (1994) a proposé, après James Bird (1963), un modèle chrono-spatial qui distinguait cinq phases (croissance, maturité, obsolescence, abandon, redéveloppement). En l'occurrence, les nouveaux terminaux portuaires, qui furent aussi les premières véritables plates-formes multimodales de l'histoire, correspondirent à cette phase de croissance qui avait pour mission première de répondre aux nouvelles formes des échanges maritimes mondiaux issus de la mondialisation du XIX e siècle. ...
... Hence, to analyse port governance and planning it is necessary to work with a new definition of ports as communities of actors, of which port authorities are only one of them. Previous models, such as those from Bird (1963) and Hoyle (1988Hoyle ( , 2000, defended a territorial approach. Instead, the new conceptualization of ports requires a relational approach, looking beyond the physical context (Olivier and Slack, 2006). ...
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Cruises are the port activity most accepted in urban waterfronts. However, the business model developed during the last 50 years has caused negative externalities in many port cities, such as Barcelona, Venice, or Lisbon. At the same time, cruise companies pressures ports for better conditions. Hence, cruise terminals become crucial arenas where urban and port actors defend their interests in complex governance processes. In this context, port authorities are the key actor, building on the tension emerging from conflicting interests. In the case of Lisbon’s new terminal, the port authority, initially proposed an economic-led approach, to make the project commercially appealing. This approach was governed by rules (institutions) defining port authorities as organizations focused predominantly on logistic and economic results. The clear opposition of other local stakeholders forced the port authority to change and integrate other concerns in the design, governance and business model. Here we see how the “business as usual” method failed, and new approaches became necessary. This change could be considered a positive example for the learning process and implication of the port authority beyond the formal institutional framework, while responding to citizens’ demands. The port authority was able to defy the governing institutions and develop an innovative solution. We conclude that innovative governance, is needed to guarantee that cruise terminals can be beacons for sustainable port-city relationships, looking beyond profit.
... Other elements of the port life cycle relate to its initial location that may need to change, moving through phases of expansion and specialisation (Bird, 1963) that may lead to a migration of at least some activities to a new location. With ports, this has been seen with the move of many port terminals away from former city locations in search of more favourable water access as well as land availability for both port operations and related logistics activities. ...
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This paper explores influences on a migration of hub status in an intermodal network from a port to an inland node by following the life cycle of an inland terminal development. The methodology is a longitudinal case study of the Swedish intermodal system over a period of 20 years, based on documentation, interviews and action research. We observe the changing roles of the Port of Gothenburg and the Falköping terminal at different time periods. These changes are then discussed and influences identified for this migration and new centralisation inland. The longitudinal approach allows a life cycle perspective which reveals the importance of initial public infrastructure development and then the operational importance of integration between shipper and intermodal transport and terminal provision in controlling the network. The integration of the inland terminal in regional logistics strategies was also found to be important in attracting port flows to be transported via the inland hub to be containerised.
... L'approche quantitative et macroscopique permet elle aussi d'envisager des réponses à la question ancienne de la dépendance urbaine des trafics maritimes et portuaires. Nombre d'observations de terrain ont fait l'objet de généralisations ou modèles (Bird, 1963 ;Hoyle, 1989) ...
... Port-city relationships is an established and growing research field within geography and related fields of study (see e.g. Bird 1963;Ducruet 2007;Hoyle 1988Hoyle , 1989Hoyle 2000Hein 2016). Although discussions of ports and port development are often set within an urban studies context, cases of rural or peripheral (absolute and/or constructed) places with key land-sea connections proliferate, making ports a relevant topic also outside major metropolitan areas. ...
... By using Weber's idea of industrial location theory, he connected the port with the hinterland, and believes that the location of seaport construction should conform to the principle of minimum total cost, so as to explore the optimal location of the port (Yang, 1997). In 1965, British geographer Bird put forward the famous model "Anyport" from the relationship between port facilities construction and port location by studying the development process of major ports in Britain (Bird, 1965). Hoyle and Pinder carried out researches on ports and industrialization, and compiled the book "City Port Industrialization and Regional Development". ...
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Location advantages of ports refer to the current developments of ports based on their conditions, such as geographic location, traffic accessibility and hinterland economy, etc., and the spatial pattern of ports' location advantages reflects the spatial distributions, the regularities and the correlations among their conditions for development. A good understanding of the spatial patterns of ports' location advantages can help to better identify the relative advantages of ports, position ports' functions and make strategic plans for development. This paper selected 1259 ports from 63 countries along the Maritime Silk Road as research objects and builds an accessing model to analyze their location advantages on the bases of six factors: the influence of strategic shipping pivot, the competitiveness of port location potential, port network status, the influence of city, the influence of traffic trunk, and road network density in hinterland. The study has the following three findings. Firstly, the location advantages of ports show a "high-low-high" distribution pattern from the west to the east, displaying an obvious "core-periphery" regionalized distribution. Secondly, most ports have high location advantages, mainly located in Strait of Malacca, the United Arab Emirates, northern Mediterranean coastal region and China-Japan region, the top 10 ports are mainly located in Singapore, China, Malaysia and Japan, indicating that the shipping industry in Asia-Pacific region has stepped to the far front of the global competition; slow economic growths, wars, far away from the Belt and Road countries or bad climate have low location advantages, mainly located in African coastal areas, Oceania, Northeast Europe and Russia. Thirdly, compared with the landward location advantages, the seaward location advantages have a higher influence, and different indicators of location advantages have different influences on the evaluation results, the competitiveness of port location potential being the core indicator.
... 11. Cf. le concept « d'anyport » (port quelconque) de James Bird, 1963 (représentation d'une évolution typique villes-ports britanniques). ...
... Geographically, and for obvious reasons 1 , ports moved away from their host cities, leaving behind massive brownfields, which had to be revitalized by their original host local authorities (Bird, 1963;Hoyle, 1989;Ducruet, 2011;Hein, 2013). For some cities, these brownfields proved to be a major asset in compact city and vibrant waterfront developments. ...
... Por fim, nas seções cinco e seis seções são apresentadas discussões e as considerações finais. (BIRD, 1963;VIGARIÉ, 1979;HOYLE, 1989 definição das palavras-chave a serem usadas para identificar trabalhos que tratam do tema. ...
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Este estudo trata da relação porto-cidade, em especial da identificação das perspectivas de análise adotadas na literatura para abordar o tema. A compreensão e harmonização das interações entre o porto e a cidade deve possibilitar que ambos cumpram o seu papel: o porto, com a primazia voltada ao transporte, colaborando com as cadeias de suprimentos globais; e a cidade, enquanto espaço onde ocorrem as relações e atividades sociais. Este estudo permitiu identificar, a partir da revisão da literatura, as principais perspectivas adotadas nos estudos e pesquisas realizadas na temática relação porto-cidade: econômico; infraestrutura de acesso, urbanidade, meio ambiente, histórico, social, político, gestão, governança e planejamento.
... Their primary interest for spatial structures and dynamics led them to investigate such evolutions at the local scale through the provision of numerous monographs on ports and port cities (see a review over the period 1950-2012 by , where morphological and land-use issues were given paramount importance. In parallel, geographers also synthesized the observation of particular cases into more conceptual works, such as spatial models depicting the shift of modern port facilities from upstream to deep-sea locations (Bird, 1963) and the dereliction of port-city relationships (Hoyle, 1989). They also addressed industry-specific changes with transport actors being at center stage in terms of vessel specialization (Mayer, 1973), port selection and competition (Slack, 1985), etc. ...
... The return on investments and multiplier effects must be well thought out before the execution of the project. 6 Major financial investment appraisal is required in a capital intensive project like seaport development. The return on investments and multiplier effects must be well thought out before the execution of the project. ...
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Arising from the menace of city logistics problems in Lagos State with reference, in particular, to the Apapa and Tin Can Island seaport axis, the federal and state governments, in collaboration with private investors, seek to establish and/or develop some potential seaports to ease the burden of maritime logistics. Therefore, the objectives of this paper are to examine the prospects and challenges of the development of these proposed seaports and to analyze the efficiencies of the two selected seaports in order to determine the need for the required investment in seaport development. Descriptive analysis was used to examine the challenges of the selected seaports, while stochastic frontier analysis (SFA) was used to determine the efficiency of the selected seaports. The responses of the stakeholders and shipping companies to the various challenges were collected through a well-structured questionnaire, and the 2008–2017 cargo throughputs of the selected seaports were used as the secondary data for stochastic frontier analysis (SFA). It was discovered that the challenges associated with the Calabar Seaport were the draught level, cost of shipment, accessibility to industries, and condition of other modes of transport. From the stochastic frontier, the Lagos Apapa seaport is quite efficient, with an efficiency value of 0.9764921, while Calabar is slightly above average, with a mean efficiency value of 0.6086686. By implication, the congestion in the seaports in the Lagos seaport complex with the maximum level of efficiency creates the need for another seaport, which must be sited at a well-vetted location. In the case of the Calabar seaport, the efficiency level shows that the seaport is yet to be fully utilized. Hence, investment decisions regarding whether to build a new seaport or use dredging to upgrade the existing ones must be carefully analyzed, as the establishment of the proposed Ibom deep seaport may further affect the efficiency of the Calabar seaport(s). In conclusion, demand should be the driving force for port establishment: when a port cannot generate enough traffic, it may not yield returns on investment as expected.
... Three main research fields can be identified. The first deals with the long-term evolution of port systems, including the changing relationships between ports and cities (Bird, 1963;Hoyle & Pinder, 1992). In addition, in recent years, transport and economic geographers have focused on the relationships between ports and their regional hinterlands (Ducruet, 2009;Notteboom & Rodrigue, 2005). ...
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Historical paths matter in port-city regions. Here, spatial patterns and governance arrangements are path dependent to the point that once certain paths have been established, these become hard to change. This defines a condition of institutional inertia that plays a significant role in preventing any form of spatial change. Naples is an exemplar of how different actors have historically developed their own routines and planning tools, resulting in the spatial and governance separation still visible today. How do path dependencies influence the port–city (and regional) relationship we are experiencing today? Nowadays, ports operate in an increasingly changing environment where spatial and economic developments can be better understood as the results of actors’ interactions across different scales. In order to cope with global urgencies, such as energy, economic and societal transition, European infrastructure policies are driving many port authorities towards infrastructural integration and governance cooperation. This offers significant opportunities to improve relations among ports, but it mostly leaves out the interconnections with cities and larger regions. Moreover, it also challenges consolidated beliefs and planning cultures which have planned ports and cities as disconnected entities, at least since industrialization. In Naples, local and national authorities find it difficult to define a sustainable consistency of interests. Today, the Central Tyrrhenian seaport system is the new institutional umbrella overseeing the three main ports of the region: Naples, Castellammare di Stabia and Salerno. This paper investigates whether this new governance entity results in either an opportunity for change or a reinforcement of existing path dependencies.
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Maritime transport is often overlooked in urban network studies, just like cities rarely appear in shipping network analyses. However, this particular vector carries the vast majority of international trade volumes, and two-thirds of the world’s population resides in coastal areas. From a complex network perspective, this article tests the interdependencies between maritime flows and the urban hierarchy. Nearly 4 million vessel movements connecting about 6000 ports are computed to shed new light on the affinity between traffic volume, diversity, connectivity, interaction range, and city size. Main results point to the high and maintained dominance of the largest cities over three decades (1977–2008), thereby demonstrating that maritime networks are subject to urban regularities in ways similar to other transport and communication networks, despite deep contemporary changes in the distribution of port systems and supply chains. This research also underlines the need to extend the spatial unit under investigation to better catch urban effects.
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This research examines the similarities between port traffic structure and economic structure of French port cities. Based on the combination of Automated Identification System (AIS) data and employment data, it performs complementary analyses of the mutual specialization between ports and cities. Main results show that while larger cities handle more diversified traffic, the cross‐specialization is blurred by the complexity of trade networks and supply chains. We then propose a novel methodology whereby the spatial unit of analysis is enlarged according to the type and volume of port traffic.
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Port-city interfaces, near urban centers, are under intense land pressure within the context of increased competition for the development of these sites. Some interfaces are wastelands, induced by the remoteness of port installations from urban centers. For other interfaces, the word “wasteland” can be instrumentalized by planners to reallocate underused, yet active, port spaces. This paper aims to highlight the points of view of users, mostly inhabitants of these neighborhoods, in Brussels and Lille, based on a study of territorial representations. This study shows that these representations are clearly different from the conflictual environment of decision-making. The representation of a “quiet space” and a “breathing, natural space,” for leisure and relaxation, dominates the discourse of users. These representations make sense in very densely built environments, which are landlocked by the passage of major transport infrastructures. This desire for temporary withdrawal can be related to moments allowing daily pressures to be relieved. The development of port-city interfaces as true interstitial breathing spaces within urbanized spaces could be explored for planners.
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Port cities located within various metropolitan or functional regions face very different development scenarios. This applies not only to entire municipalities but also to particular areas that play important roles in urban development—including ports as well as their specialized parts. This refers also to the various types of maritime industries, including the processing of goods, logistics operations, shipbuilding, or ship repairing, to name just a few. Since each of these activities is associated with a different location, any transformation process that creates changes in geographic borders or flows will dynamically affect the port cityscape. Municipalities may evolve in different directions, becoming ‘major maritime hubs,’ ‘secondary service centers,’ ‘specialized waterfront cities,’ or just distressed urban areas. Within each metropolitan area, one can find several cities evolving in one of the above-mentioned directions, which results in the creation of a specific regional mosaic of various types of port cities. These create specific ‘port regions’ with specific roles assigned to each of these and shape the new (regional) dimension of the geography of borders and flows. As a result, these port regions are created as porous structures where space is discontinuous. To further develop the issue of the creation and evolution of port regions, the authors present the case study of the Gdańsk Bay port region. This study in particular allowed for the development of both the theoretical background of this phenomenon and the presentation of a real-life example.
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El objetivo de este capítulo es describir desde una perspectiva histórica, la dinámica económica y social de Esmeraldas, en Ecuador, ligada a sus condiciones geográficas y al posicionamiento de su puerto en el sistema del comercio nacional y global. Para este estudio se ha recurrido a una revisión documental sistemática de fuentes primarias y secundarias que dan cuenta de procesos históricos y problemas estructurales que han marcado el desarrollo local y del mismo puerto. Las ciudades con puerto suelen gozar, en algunos casos, de una trayectoria más próspera en relación con aquellas que no lo tienen, además, su posición estratégica las convierte en centros de desarrollo importantes para el país. Sin embargo, la revisión histórica muestra que la realidad de Esmeraldas no cumple con esas condiciones. A pesar de las potencialidades productivas, no solo de la ciudad, sino de la provincia, del posicionamiento geográfico y las ventajas naturales de su puerto, Esmeraldas continúa siendo un territorio aislado del resto del país y del mundo, cuyo puerto sigue experimentando los efectos del centralismo gubernamental y de las élites empresariales. El desarrollo del puerto ha sido limitado y de espaldas a las necesidades del territorio, dejando en evidencia la necesidad de promover una genuina articulación ciudad-puerto.
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Para lograr la eficiencia operacional e incrementar la capacidad de respuesta del puerto de Veracruz en el movimiento de cargas de comercio exterior, ha sido necesario establecer un modelo de coordinación entre los actores portuarios, priorizando el interés colectivo sobre el particular. Esto ha significado necesariamente coordinar los esfuerzos a través de la consolidación de una comunidad portuaria que se constituya en la piedra angular de los proyectos de mejora logística de Veracruz, entre los que destacan aquellos que permiten visibilizar de manera integral la trazabilidad de las operaciones de las cadenas marítimo- portuarias que se mueven a través de este nodo estratégico.
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Download: https://www.sefacil.com/literaturesecond/ ---- Ce septième tome met en perspective combien les espaces portuaires latino-caribéens ont consolidé leur rôle fondamental dans le développement socio-économique des Amériques. Les expertises de 68 contributeurs en provenance de 12 pays et en trois langues soulignent l’impérieuse nécessité de projeter des coopérations régionales cohérentes au service des populations et des territoires, sans jamais nuire à l’environnement. ----- This seventh volume puts into perspective the extent to which Latin American and Caribbean port areas have consolidated their fundamental role in the socio-economic development of the Americas. The expertise of 68 contributors from 12 countries and in three languages underlines the urgent need to plan coherent regional cooperation in the service of populations and territories, without ever harming the environment. --- Este séptimo volumen pone en perspectiva hasta qué punto las zonas portuarias de Latinoamérica y el Caribe han consolidado su papel fundamental en el desarrollo socioeconómico de las Américas. Los conocimientos de 68 colaboradores, procedentes de 12 países y en tres idiomas, ponen de manifiesto la urgente necesidad de planificar una cooperación regional coherente al servicio de las poblaciones y los territorios, sin perjudicar nunca al medio ambiente.
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Aviation economy refers to the newly derived income effect after the aggregation of aviation-related industries, it is related economic activities in the formed aerotropolis. Therefore, sustainable development of aerotropolis provides important guarantee for the steady rise of aviation economics and air transport. The research conclusions and practical experience show that, the key to the sustainable development of aerotropolis lies in coordinating the linkage relationship between "Airport-Industry-City"(AIC), as well as the external system connection between AIC and economic, social and environmental systems in the airport area. Therefore, assessing the synergy and sustainability of AIC system is important step. Based on the perspective of sustainable development, the article analyzes the synergetic development mechanism of AIC system, and select positive and negative outward indicators to create AIC synergetic evaluation index system for aerotropolis;Secondly, a synergy measure model and sustainability evaluation model is constructed; Finally, Zhengzhou Aerotropolis is selected as a case study to evaluate the AIC from 2009 to 2018, the research results agree with the actual situation:(1) From 2009 to 2018, the orderliness and overall synergy of AIC system of Zhengzhou Aerotropolis has grown rapidly, and (2) its sustainability has good prospects for development.(3) Aerotropolis must continuously optimize AIC's internal synergetic development mechanism and coordinate the relationship between AIC system and the regional environment.
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Globally, ports and cities have issues with a lack of symbiosis and co-existence, yet they are dependent on each other. Population increase and urbanisation worldwide has driven the global trade up in an exponential direction. Ports, cities and their citizens are now part of an increasingly bigger global system, where the demand for better speed and quality are an ever-increasing focus. Port cities cannot act as if they are not a part of the globalisation phenomena and the strain it is putting on the environment. Ports and cities need to improve their environmental footprint, unless they want to miss the opportunity of future wealth coming from sustainable trade. New technologies and methods now offer the opportunity to improve the port-city relationship in a co-creational way, with its citizens. If done in a sustainable and correct manner, the new socio-technical solutions, using information systems and information technology, will not only increase the demand and quality of goods and services produced but also improve the maritime supply chains. The strength lies in learning from each other, digitalisation, standardisation and building solutions together.
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This chapter critically discusses a wide range of literature and theories centred on port-city studies, with the aim to situate the current book within a wider inter-disciplinary debate. Based on the central focus of this study, here it is important to review the scientific scholarship on port-city relationship, both from the spatial and socio-economic perspectives. Reviewing the existing research studies and publications can help us define the concept of ‘port-city’ and find a common theoretical base. Some empirical studies have focused on conceptualizing spatial models, providing general characteristics for the changing port-city relations with regard to the specific spatial and economic features of the studied region. Reviewing the literature is thus important to understand how the port and city functions have been dependent and related to one another. Furthermore, analysing the models of port-city evolution, and highlighting the common features is essential, in order to describe the current dynamics at the port-city interface. The discussion is then expanded through more recent literature focusing on regional port development and the role of ports within the logistics system and global supply chain.
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This chapter focuses on the role of port-cities within the system of the global economy. While literature on globalization has paid too much attention to the major global/world cities at the top hierarchy such as New York, London and Tokyo, it has rather neglected how other cities—especially those with ports—are affected by globalization trends. Although it is not the intension of this book to discuss or criticize the globalization theories, and the impact of global forces on the city, however, since ports are considered as elements within a global network, it is essential to unpack some concepts: gateway-cities, entrepôts and hub-cities are used as filters to study the role of cities within the system of global connections. The intension is to broaden our understanding on the connection between globalization and the city, beyond the limited focus on global/world cities. The role of ‘maritime ports’ as important assets for the city is also discussed through positioning this infrastructure, as a freight transport terminal, within the logistics system and the global supply chain. In fact, through the growing complexity of supply chains and markets, port-cities can become a nodal point to facilitate the transportation of goods and knowledge.
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Port-cities are not only cities that exist on the shoreline, but economic centres, which are maritime-based by nature. These cities are thriving on maritime flows and connections to trade dynamics, which allow them to take advantage of their strategic location and commercial connections. Maritime ports and the cities hosting them, i.e. port-cities, have long fascinated scholars—geographers, economists, architects, urban planners, sociologists etc.—as they become centres of exchange where different social and urban environments meet, at the intersection between land and sea. This introductory chapter sets the foundation for the twofold argument of this book on port-city development trajectories throughout time, and the evolution of port geography, East versus the West.
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The most widely-used current system for classifying port-cities is limited to container ports, excluding other types of cargo and passengers. This limits the usefulness of research findings and policy recommendations. A new system is proposed that includes passengers and all cargo types. In order to compare passenger numbers with cargo, the weight of ships from a sample of recent ship calls to Southampton was used to calculate the average cargo tonnage and passengers per tonne of ship. This led to the finding that 10 tonnes of cargo tonnage are equivalent to 1 passenger. This finding was validated with data from other ports and used as the basis for a new universal system (‘The Southampton System’), combining passenger numbers and cargo tonnage on one axis with urban population on another in a 4 × 4 matrix, creating 16 groupings of port-cities. The developed system was tested using data collected from 301 ports from around the world. These ports were successfully grouped, including ports that have not been included in previous systems due to a lack of containers. The Southampton System provides an effective and broader method for port-city classification, enabling more effective future study into, and policy recommendations for, port-cities.
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This article explores port typography and historiography. It reviews the expansion of port history as a field over the last 50 years, with increasing focus on the Early Modern, Medieval and Classical periods. Concentration on leading players has been replaced by interest in a range of ports, and comparisons at a local and regional level, although regrettably usually not at international or global level, for reasons considered. The author takes issue with suggestions that port history sits uncomfortably at a nexus of local, national and international historiography, arguing that this is a strength, providing both basic coherence and wider perspective.
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Este estudo tem como propósito avaliar o efeito do sistema comunitário portuário (SCP) e a sua influência no desempenho do porto. Avalia-se, no caso português, a janela única portuária (JUP), com que se identifica. Recorre-se à análise das componentes principais e à metodologia structural equation modeling (SEM), aplicadas á amostra de 153 respostas válidas, obtidas na comunidade portuária portuguesa. Os resultados mostram diferentes factores que constituem o sistema comunitário portuário e grandes diferenças entre o SCP genérico e o SCP português (JUP). Os factores de desempenho também apresentam fortes diferenças. Como principal contribuição verificam-se diferentes os factores do SCP com impacto em diferentes factores de desempenho no porto.
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Port competition attracted much scholarly attention in Northwest Europe during the 1980s. Following the rise of powerful economies in East Asia, particularly during the 1980s and 1990s, port competition has become an important phenomenon with the top five container ports in the world being located in the region. This paper aims to overview major port competition issues and outlines and analyzes the main alternative methodologies that researchers have employed to address them, referring to 70 items, mostly papers but including a few books and reports
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