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1.
A. D. Couper 《GeoJournal》1981,2(2):107-110
The arab oil producing countries have characteristics of both less developed and more developed countries. They are diversifying their economies and entering into shipping. There are arguments for and against some participation in shipping, but industrialisation generates shipping requirements. These are being met on a Pan Arab basis and by joint ventures with traditional maritime nations. 相似文献
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The worldwide network of container transport services is becoming increasingly diffuse. The different strategies of shipping
lines, the balance of power between shipping lines and shippers and constraints related to inland transportation all have
a potential impact on the development of maritime shipping networks. Moreover, strategic alliances between the port and the
shipping industry, which have both been driven by strong concentration processes and vertical integration, have a profound
influence on the maritime network structure and also on the grade of integration of a region in the global maritime transport
network. This paper seeks to understand the evolution of maritime networks in and between two differently developed regions.
The focus is on the trade route and networks between the West Coast of South America and Northern Europe. The paper analyses
the network structures and the behaviour of shipping lines in different economic contexts and port systems. Current and historical
developments in the two regions under study have led to their relative position within the global maritime network and illustrate
the potential implications of being peripheral or central in this network. The empirical results are compared with known strategies
of shipping lines. The authors aim to answer the question of how far the configuration of hinterlands determines calling patterns
and if strategic alliances and vertical integration reduce footloose behaviour of shipping lines. Further, we discuss how
far, under the current configuration, shipping lines influence port development, and also the reverse situation of how far
port accessibility and performance influence maritime network developments. The two region approach provides insights on the
constraining factors of maritime network development between two differently developed regions and the associated implications
for trade development. 相似文献
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5.
《Geoforum》2016
In this article, we examine the relations between global value chain governance and environmental upgrading in maritime shipping. Drawing from interviews with global shipping companies and major buyers of shipping services (cargo-owners), we reveal the key issues and challenges faced in improving the environmental performance of maritime transportation. Contributing to the Global Value Chain (GVC) literature, we compare and analyze the influence of three main external drivers on environmental upgrading in the tanker, bulk and container shipping segments: regulation, cooperation and buyer demands. Our findings suggest that environmental upgrading is more likely to occur when global value chains are characterized by unipolar governance and where the lead firms are consumer-facing companies with reputational risks. Furthermore, environmental upgrading in shipping is not likely to materialize without clear and enforceable global regulation and stronger alignment between regulation and voluntary sustainability initiatives. 相似文献
6.
M.-C. Chen M.-M. Yu Y.-T. Ho 《International Journal of Environmental Science and Technology》2018,15(8):1777-1792
In liner shipping, the objective of a shipping company is to gain profits with a certain number of dispatched vessels and shipping costs depending on the shipping line conditions and market trends. In view of the current need to address global warming and reduce carbon emissions, the issue of greenhouse gases produced by shipping line operations should be considered in addition to profits. This study applied centralized decision making involving centralized data envelopment analysis for optimal resource allocation for each shipping line in order to achieve optimal output and undesirable output levels with reallocation of resources while using currently available resources. In the empirical analysis, this study sought to verify the resource allocation model for the intra-Asia lines of a Taiwanese shipping company by using the network centralized data envelopment analysis. The results showed that the proposed model provides shipping line operators with information on the amounts by which they should reduce undesirable outputs (carbon emissions), increase line revenue and revenue TEU-nautical mile, and reallocate resources. As such, the model can serve as a guide for resource allocation in shipping lines. 相似文献
7.
Prof. Dr. William R. Stanley 《GeoJournal》1983,7(3):261-269
The approximately 2500 ships which fly the Liberian flag are manned by officers and sailors from some 100 countries. For some, providing mariners to ships of other nations is an important means of obtaining foreign exchange and since the Liberian flag dominates world shipping, it is service aboard her vessels which is important. Obtaining nationality data for crews of the Liberian fleet and deducing the best estimates of total mariner populations for countries which contribute the most men to this fleet and, by use of Regression Analyses, it is suggested that there are several developing or advanced-status developing countries remarkably dependent upon the Liberian flag fleet for employing its mariners. Taiwan is the outstanding example. This massive flag of convenience, flag of necessity or open registry fleet is remarkable by the fact that it does not carry a proportional share of Liberia's foreign maritime commerce, a not insignificant commerce for such a small developing country. Lastly, it is proposed that perhaps some of the international organizations most outspoken in denouncing open registry fleets may in this matter have less Third World support than imagined. 相似文献
8.
Fifty years of organisational change in container shipping: regional shift and the role of family firms 总被引：1，自引：0，他引：1
Spectacular growth has marked the industry initiated by Malcolm McLean with the sailing of the Ideal-X in 1956. While the growth of container shipping has been typically seen in terms of technological advances, increasing vessel
capacity, traffic growth, financial performance and competitiveness, it has been shaped also by organisational transformations.
This paper provides an overview of the major companies that make up the container shipping industry, tracing the rapid adoption
of containerisation by American carriers to its diffusion to Europe and then Asia. While several carriers belong to business
conglomerates, the most dynamic in recent years have been those that are those that possess a family structure. About 12 of
the present top 20 carriers are largely family controlled, including 4 out of the top 5. Unlike other capital intensive industries,
where the power has shifted towards corporate governance, the container shipping industry retains a strong individualistic
entrepreneurial character. At a time when North American ownership in container shipping is no more, the spirit of innovation
began 50 years ago by an American visionary is still evident in the entrepreneurial dynamism of many of the industry leaders. 相似文献
9.
R. Helle 《GeoJournal》1977,1(3):55-60
Conclusions Transport via the Siberian railway in trade between West Europe and Japan is clearly advantageous compared with sea transport. Whether the Siberian transport route is productive for the Soviet Union measured by Western standards is difficult to say. Some Western experts at least have expressed their doubts.It is known that some industrial western market-economy countries have been asked to invest in the construction of the Baikal-Amur railway in return for promised supplies of earth gas and oil. The development of the Siberian transit transport route may also be taken as a sign of an opening up of the Soviet Union to Western countries in a wider sense, and her growing interest in forming trade relations with the West.From the start the Siberian transit transport route was intended, in addition to the Soviet's own transport needs, for goods traffic between West Europe and Japan. Since then connections have been made with Hong Kong and the Philippines. In the future connections via Siberia may be made with Taiwan, South Korea and other East Asian countries and Australia. Thus the international significance of the Trans-Siberian railway in trade between the Far East and Europe will increase considerably. This will mean that the Soviet officials will be faced with what may prove a difficult decision concerning the growing demands of international transit traffic in relation to the increasing domestic transport on the same rail network.It seems likely that the Soviet Union will obtain an increasing proportion of the foreign exchange she needs from this growth in transport. In 1975 this sum was estimated at US $ 150.000.000. With the development in traffic the Soviets are also obtaining and developing new technological know-how. The biggest losers are the shipping lines belonging to the Far-Eastern Freight Conference. They are mainly from Western countries, but there are also members from Poland and East Germany who will lose freights to the Siberian transport route. 相似文献
10.
现代港口地理学的研究进展及展望 总被引：7，自引：0，他引：7
基于港口地理研究的时代背景变迁,分析了现代港口地理学的研究进展与研究内容,重点从港口地理的基本研究范畴、港口理论、港口体系、枢纽港、港口与腹地关系、航运网络、航运企业和码头企业等角度深入解析其重点历程与主要论点,对中国港口地理学的研究进展和国际学者的相关论点进行了阐述,然后从研究内容、研究范式、研究重点和研究地区等角度,总结和评价现代港口地理学的研究特征,梳理其发展规律与研究轨迹。同时基于以上研究,从研究范式、研究重点、研究单位等角度,对港口地理学的未来研究趋向进行了深入探讨。通过该研究,系统总结了港口地理学的研究进展,有助于该学科的理论和实证研究。 相似文献
11.
澜沧江-湄公河是中国与东南亚地区重要的跨境河流，其泥沙问题涉及流域内各国的生态、农业、渔业、航运、海岸侵蚀等诸多领域，近年来下游输沙量持续减少，受到广泛关注。综述了澜沧江-湄公河泥沙研究的争论焦点，包括全流域主产沙区的位置，湄公河干流水文站点间实测输沙量异常变化关系以及人类活动对泥沙过程的影响。系统梳理了现有研究中存在的主要问题，包括下湄公河泥沙观测数据质量不高、全流域总输沙量1.60亿t/a的数据基础存疑、水文模拟的时空分辨率不足、未考虑土地利用变化的影响和悬移质之外的泥沙研究不充分等，在此基础上提出了进一步研究建议。 相似文献
12.
澜沧江-湄公河是中国与东南亚地区重要的跨境河流，其泥沙问题涉及流域内各国的生态、农业、渔业、航运、海岸侵蚀等诸多领域，近年来下游输沙量持续减少，受到广泛关注。综述了澜沧江-湄公河泥沙研究的争论焦点，包括全流域主产沙区的位置，湄公河干流水文站点间实测输沙量异常变化关系以及人类活动对泥沙过程的影响。系统梳理了现有研究中存在的主要问题，包括下湄公河泥沙观测数据质量不高、全流域总输沙量1.60亿t/a的数据基础存疑、水文模拟的时空分辨率不足、未考虑土地利用变化的影响和悬移质之外的泥沙研究不充分等，在此基础上提出了进一步研究建议。 相似文献
13.
Nonnative species cause economic and ecological impacts in habitats they invade, but there is little information on how they spread and become abundant. This is especially true for nonnative species in native Zostera marina eelgrass beds in coastal British Columbia, Canada, which play a vital role in estuarine ecosystems. We tested how nonnative species richness and abundance were related to both arrival vectors and environmental factors in northeast Pacific eelgrass. Using correlation tests and generalized linear models, we examined how nonnative macroinvertebrates (benthic, epifaunal, and large mobile) and some algae species were related to arrival vectors (shipping and aquaculture) and environmental factors (climate variables, human population density, and native richness and abundance). We found 12 nonnative species, 50 % with known negative impacts within eelgrass habitats. For benthic organisms, both nonnative richness and abundance were strongly correlated with shellfish aquaculture activities, and not with shipping activity. For epifaunal nonnative richness and abundance, neither vector was significantly correlated. Climate (temperature and salinity) helped explain nonnative richness but not abundance; there was no relationship of nonnative richness or abundance to native species richness and abundance or population density. Results suggest that aquaculture activities are responsible for many primary introductions of benthic nonnative species, and that temperature and salinity tolerances are responsible for post-introduction invasion success. While aquaculture and shipping vectors are becoming increasingly regulated to prevent further international spread of nonnative species, it will be important when managing nonnatives to consider secondary spread from intraregional transport through local shellfish aquaculture and shipping. 相似文献
14.
Generally, most people are under the impression that environmental pollution is serious only in highly developed countries. The environmental problems of less developed countries result from poverty, population growth as well as urban-industrial development. In this paper India is taken as an illustration to discuss the types of pollution problems found in the less developed world. 相似文献
15.
Bodo Freund 《GeoJournal》1986,13(1):67-73
S European Industry is characterized by the importance of certain branches and by plant size. Traditional branches of consumer goods are dominated by the national bourgeoisie, intermediate goods by oligopolistic (state) enterprises, modern consumer and capital goods by multinational corporations. Industrialization was retarded for various social and physical reasons. For the locational pattern some factors had specific importance (diffusion, shipping traffic for supplies, deficient infrastructure, urbanisation economies, social structure). Economic nationalism and interventionism from the thirties to the late fifties had structural and locational effects. Subsequent opening led to important foreign investment with diverse locational consequences: the large majority of the market-orientated companies concentrated on big cities and induced industrial suburbanisation. Export-orientated plants, relatively often in Portugal, also decided for rural areas and provincial towns. Regional industrial policy which began weakly with fiscal allowances in the fifties and soon adopted the growth pole idea led to results remaining only far beyond expectations. International economic crisis has heavily stroken the countries which turned out to be very dependant. 相似文献
16.
Joanna Kinsey 《Geoforum》1981,12(4):331-347
Liverpool developed round the Port which brought prosperity to the region dating from the 18th century. Over the last twenty years, however, changes in trading patterns and cargo-handling methods have had a distinct and drastic impact upon the Port. Today it is struggling to compete with South and East coast rivals. Its economic impact on the local economy is also declining. Through examining activity linked with the Port it was found that (a) jobs totally dependent upon the Port number less than 15,000, (b) firms supplying the Port are generally only dependent upon it for an extremely small proportion of their total turnover and (c) the Port's customers, which tend to be located in the North West, West Midlands and Yorkshire-Humberside, are decreasing in number and are frequently constrained by shipping companies for their choice of port. 相似文献
17.
Peripherality in the global container shipping network: the case of the Southern African container port system 总被引：1，自引：0，他引：1
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. 相似文献
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19.
A numerical simulation of residual circulation in Tampa Bay. Part I: Low-frequency temporal variations 总被引：1，自引：0，他引：1
Steven D. Meyers Mark E. Luther Monica Wilson Heather Havens Amanda Linville Kristin Sopkin 《Estuaries and Coasts》2007,30(4):679-697
The residual (time-average) salinity and circulation in a numerical ocean model of the Tampa Bay estuary are shown to experience
significant temporal variation under realistic forcing conditions. A version of the Estuarine Coastal Ocean Model developed
for Tampa Bay with 70 by 100 horizontal grid points and 11 sigma levels is examined for the years 2001–2003. Model output
variables are averaged over the entire time of the simulation to generate long-term residual fields. The residual axial current
is found to be dominated by the buoyancy-driven baroclinic circulation with an outflow (southwestward) at the surface and
to the sides of the shipping channel, and an inflow (northeastward) usually occurring subsurface within or above the shipping
channel. Averages over 30 d are used to examine variations in the residual fields. During the simulation the average surface
salinity near the head of Tampa Bay varies with the freshwater inflow, from 12‰ to 33%. At the bay mouth salinity varies from
30%. to 36%.. A localized measure of the baroclinic circulation in the shipping channel indicates the residual circulation
can vary strongly, attaining a magnitude triple the long-term mean value. The baroclinic circulation can be disrupted, going
to near zero or even reversing, when the buoyancy-driven flow is weak and the surface winds are to the northeast. Three time
periods, representing different environmental conditions, are chosen to examine these results in detail. A scaling argument
indicates the relative strength of buoyancy versus wind as ΔρgH2(LC
Dω2)−1, where δρ is head-to-mouth density difference across the bay,g is gravitational acceleration,H is depth,L is bay length,C
D is the surface wind drag coefficient, andw is wind speed. Tampa Bay is usually in the buoyancy dominated regime. The importance of winds in the weak-buoyancy case is
demonstrated in an additional simulation without wind stress. 相似文献
20.
As the main greenhouse gas, carbon dioxide (CO2) has been under intensive studied in the last two decades. This paper addresses the research that whether the environmental Kuznets curve (EKC) for CO2 emissions exists in G20 group—an international forum for governments and central banks from 19 countries and European Union. To analyze the studied relationship thoroughly, other four explanatory variables—two trade openness terms, the ratio of secondary industry value-added to GDP and population density—are employed to investigate whether they have any influences on the existence and shapes of EKC. In the empirical study, two multinational panel data sets covering the periods between 1960 and 2010 (50 years) and between 1990 and 2010 (20 years) are utilized, and the panel data fixed effects and generalized method of moments estimators are employed. The estimation results indicate that the EKC indeed exists in the G20 members as a whole. To investigate whether the existence of EKC depends on the level of economic growth, the G20 countries are further divided into two subgroups: developed and developing countries. Although the estimation results suggest that there exists EKC in developing countries during both 20- and 50-year period, there is no persuasive evidence to prove the existence of EKC in developed countries during the 20-year period. For the time periods we studied, most developed countries have seen relatively stable or even decreasing CO2 emissions, while for the majority of the developing countries, the peak of CO2 emissions could not be reached in the near future. 相似文献