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1.
Containerisation in the Mediterranean: between global ocean routeways and feeder services 总被引：1，自引：0，他引：1
Giovanni Ridolfi 《GeoJournal》1999,48(1):29-34
The basin of the Mediterranean Sea has become an important focus of container traffic. Two functions are represented by this
activity: one, the transhipment of containers involved in global networks; and, second, the intra-regional distribution of
containers. This trade is revitalising port activity in many parts of the basin. Most striking has been the emergence of new
hub ports, many of which now eclipse old-established port cities. The revitalisation offers prospects for a third function:
the possibility of becoming the southern gateway of Europe. This paper examines the patterns, problems and prospects of the
‘new’ Mediterranean in the era of containerisation.
This revised version was published online in July 2006 with corrections to the Cover Date. 相似文献
2.
Peter V. Hall 《GeoJournal》2009,74(1):67-83
Over the past 50 years, containerization has both enabled and reflected the articulation of increasingly concentrated and
complex global trade flows. Once close infrastructural, economic and institutional ties between seaports and port cities have
been loosened, since major ports now serve producers and consumers in widely dispersed hinterlands. This process has been
especially intense in North America, where west coast ports serve markets across the continent. At the same time, many of
the external costs of increased port activity are incurred in port cities. Hence, questions about the changing nature of employment
in port and related goods-handling sectors have become increasingly important for understanding the share of economic benefits
received by port cities. This paper focuses on the effects of containerization, and related changes in transportation regulation,
on port-logistics worker earnings in major United States port cities since 1975. A difference-in-differences framework is
used to examine the relative annual earnings of dock, trucking and warehouse workers in major container port cities. The analysis
shows that, with notable exceptions, port-logistics worker earnings in major container ports are not necessarily higher than
those of comparable workers. The findings provide further insights into the strained relationship between seaports and port
cities in the era of containerization and economic globalization.
相似文献
| Peter V. HallEmail: |
3.
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
4.
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
5.
闽江福州河段环境工程地质问题的评价研究 总被引：1，自引：0，他引：1
江河环境工程地质问题是环境工程地质学研究的重要课题。江河沿岸环境地质条件是影响和决定沿江城市环境质量的重要背景 ;是控制和影响沿江河岸城市的环境容量和质量的重要因素。本文以闽江下游福州河段为例 ,概要评述了闽江福州河段的水动力条件和流水地质作用类型、强度等状况 ;分析研究了该河段的流水地质作用和地貌环境变化动态及其与沿江河岸人类各种工程建设活动的互相作用的特征和规律。对促进和提高沿江河岸人地系统和谐协调平衡发展水平 ,正确规划、预测和评价沿江河岸各类工程建设发展的经济和社会效益及其前景 ,都具有重要意义. 相似文献
6.
This paper is an empirical attempt to measure the relative concentration of port–city functions in the context of globalisation.
It reviews a number of urban and port issues regarding their complementary and contradictory aspects about the evolution of
port cities. The main purpose is to verify how port function is more or less important to local economies, compared to other
functions, through a temporal and global approach. Based on a matrix of port–city centrality and intermediacy, the main indicators
available for international comparison are urban population and container throughput. An analysis of 653 places between 1970
and 2005 period is provided, using the relative concentration index (RCI) proposed by Vallega. The appropriate geographical
scale to measure the relative evolution of port cities at a global level is discussed. Results tend to question previous models
which consider functional and spatial separation between the city and its port as an ineluctable process. The port–city evolution
appears to be gradual rather than linear or chaotic, and in many cases largely influenced by regional factors and local strategies. 相似文献
7.
8.
The spatial accessibility between inland city and seaport plays a very important role in the process of industrial transformation and upgrading and reasonable layout of port and hinterland. Firstly, this paper began with the difference between seaport and inland-city about the property and the traffic flow on traffic network to define the meaning of inland spatial comprehensive accessibility of port. Then, the modified gravity model was used to measure the comprehensive accessibility level of the inland ports in the Northeast China, analyze the different spatial characteristics and explore finally the mechanism of its internal. The results showed that: ①The accessibility level of the Yingkou Port grew fast and surpassed the Dalian Port at last, the Jinzhou Port followed the Dalian Port, the Dandong Port caught up later, with the Panjin Port and the Huludao Port being slightly behind, but it was contrast with the “n” structure feature measured by the shortest travel time index and the weighted average travel time index. At the same time, the difference among the six ports was more significant in the hinterland of the overall improvement of the traffic network. ②The inland spatial accessibility of the six major ports is presented along the Harbin Dalian traffic. The level of spatial accessibility in western Liaoning and eastern Mongolia is higher than other areas. There exists a kind of “enclave” phenomenon about the port-inland spatial accessibility of the capital city and the resource type city which have strong comprehensive economic strength. ③Traffic cost between port and inland resistance promotes the formation of the basic pattern of inland space in the port, and the important traffic lines and the comprehensive “quality” promote the change of this basic pattern. 相似文献
9.
Peter J. Rimmer 《GeoJournal》1999,48(1):43-65
There is a need to move from discussing the Asia-Pacific Rim's leading port cities as shipping centres measured by container
throughput. This shift in focus involves examining how different transport and telecommunications systems are interacting
with each other at an international scale under the power and control of major world operators. Using a three-level network
framework an attempt is made to illustrate and explain the formation of multilayered trade/communications corridors and hubs/headquarters
in the Asia-Pacific Rim since the mid-1980s and to identify the factors affecting them. From this examination of spatial structure
and corporate control three levels of cities in the Asia-Pacific Rim are recognised: first level cities with strong corporate
representation in container shipping, air cargo, air passenger and telecommunications; second level cities with marked corporate
representation in one but not all four modes; and third level cities with no marked corporate representation in any mode but
with strong throughput. The third level includes the Asia-Pacific Rim's ‘true’ port cities. Perhaps the ambiguous category
‘port city’ should be reserved for them.
This revised version was published online in July 2006 with corrections to the Cover Date. 相似文献
10.
Iris Grossmann 《Geoforum》2008,39(6):2062-2072
During recent decades, most European river-port cities and also many seaport cities have undergone a major transition towards a service-centred, rather than industrially-based metropolis, offering a high quality urban environment with a revitalised waterfront. Hamburg is one of the few river-port cities that have chosen the course of port expansion instead. This paper discusses the consequences of current global technological, organisational and economic developments for the port. Changing requirements imply rising monetary and land-use costs and environmental and social impacts, and also entail the risk that the port may not be able to fulfil new requirements and could thus lose market shares to coastal competitors. More importantly, the world-wide economic shift towards the service sector has affected port-dependent jobs in two ways: Directly port-dependent jobs have been reduced to a fraction, while many indirectly port-dependent jobs no longer require physical proximity of the port. Those benefits that continue to arise tend to spread over a much larger geographical region, while the port’s costs remain locally concentrated. Given the increasing competition between world-wide metropolitan regions that seek to establish themselves in new sectors and attract a qualified workforce, it is particularly relevant for Hamburg to account for these changes and to incorporate an assessment of the port’s changing costs and benefits into planning processes. To date, this task has received little attention from the city. 相似文献
11.
“北方海上丝绸之路”作为中国古代与东亚各国进行贸易往来的重要海上通道,促进了宋元时期海上丝绸之路的大发展并成就了明朝大航海的辉煌,研究其始发港的变迁与原因对“海上丝绸之路研究体系”的完善和“21世纪海上丝绸之路”的建设具有重要意义,但目前鲜有研究。基于古代典籍、地方志和历史地图的记载,结合前人对历史时期中国环境变化的认识,对隋唐至明清时期长江三角洲地区“北方海上丝绸之路”主要始发港的变迁与原因进行研究。结果表明: (1)隋唐—明清时期中国长江三角洲地区先后兴起了3个“北方海上丝绸之路”主要始发港,扬州港盛于隋唐,上海港盛于唐宋,明州港(今宁波港)盛于宋元; (2)气候变冷引起的北方少数民族南犯,中原地区经济和政治中心南迁,北方海上丝绸之路的始发港由登州(今蓬莱)迁到了长江三角洲地区; (3)随泥沙堆积,雁形式沙洲发育,河口分汊东伸南移,长江河口海岸由喇叭形的河口湾演化为三角洲,这是引起始发港由扬州港向东迁往上海港、乃至明州港的根本原因; (4)长江河口沙洲的发育,引起了长江扬州港段和上海港段水系的变化,使得2个港作为始发港时,港口的具体位置不断地随河势变化而调整; (5)对外贸易政策的变化亦对始发港的兴衰与变迁起到一定的促进或阻碍作用。 相似文献
12.
“北方海上丝绸之路”作为中国古代与东亚各国进行贸易往来的重要海上通道,促进了宋元时期海上丝绸之路的大发展并成就了明朝大航海的辉煌,研究其始发港的变迁与原因对“海上丝绸之路研究体系”的完善和“21世纪海上丝绸之路”的建设具有重要意义,但目前鲜有研究。基于古代典籍、地方志和历史地图的记载,结合前人对历史时期中国环境变化的认识,对隋唐至明清时期长江三角洲地区“北方海上丝绸之路”主要始发港的变迁与原因进行研究。结果表明: (1)隋唐—明清时期中国长江三角洲地区先后兴起了3个“北方海上丝绸之路”主要始发港,扬州港盛于隋唐,上海港盛于唐宋,明州港(今宁波港)盛于宋元; (2)气候变冷引起的北方少数民族南犯,中原地区经济和政治中心南迁,北方海上丝绸之路的始发港由登州(今蓬莱)迁到了长江三角洲地区; (3)随泥沙堆积,雁形式沙洲发育,河口分汊东伸南移,长江河口海岸由喇叭形的河口湾演化为三角洲,这是引起始发港由扬州港向东迁往上海港、乃至明州港的根本原因; (4)长江河口沙洲的发育,引起了长江扬州港段和上海港段水系的变化,使得2个港作为始发港时,港口的具体位置不断地随河势变化而调整; (5)对外贸易政策的变化亦对始发港的兴衰与变迁起到一定的促进或阻碍作用。 相似文献
13.
Cheng-Hsien Hsieh 《Natural Hazards》2014,74(2):851-864
Global environmental changes have led to frequent occurrences of climatic extremes. The increasingly frequent and high-magnitude natural disasters in Taiwan have caused significant mortality, injury, and property damage. In response, there have been requests to improve the capacity to cope with extreme climatic conditions through increased awareness and identification of vulnerability. Disruptions to transportation systems affect the resilience for sustaining daily operations. Among the various types of transportation systems, ports provide substantial employment and industrial activity, contributing to national and regional development. In addition, ports integrate the functions of supply chains such as services in logistics, information, and business, becoming the location of industrial clusters. Therefore, this study examines the risk of port failures from the perspective of vulnerability. Specifically, seven vulnerable factors derived from the extant literature and lessons learned from the previous disaster cases are evaluated using geographic information systems. The results reveal that port capacity and efficiency have a significant effect on port vulnerability in which the efficiency of gantry cranes, labor productivity, free trade zone business volume, and ground access networks play crucial roles in port failure. Moreover, the risks associated with port operation are evaluated by overlapping a hazard map of areas prone to debris flows and tsunami inundation. The risk maps can assist decision makers in understanding the vulnerability and adopting appropriate strategies to minimize disaster risks. 相似文献
14.
A geomorphologic approach, combined with GIS spatial analysis, was used to investigate a 90-km long coastal sector in Southern Sicily, Italy, affected by important erosive processes. Applied methodology allowed the creation of a database involving a range of coastal characteristics thereby providing helpful information on coastal processes and general sediment circulation patterns. Coastal erosion, mainly linked to the construction of ports and harbours, has been locally mitigated by the construction of solid structures which themselves generate significant environmental stress in downdrift areas. In recent times, several nourishment projects have been planned to solve existing erosive problems, yet there is still a lack of a general erosion management plan based on the installation of port and harbour by-passing systems and including the phasing out of current beach cleaning and port maintenance procedures that produce a great quantity of sediments. 相似文献
15.
Following a brief examination of the role of ports as foci for industrial and urban development, this paper discusses four major changes—the scale of international trade, structural changes in port activities, port industrialization, and traffic origin and destination—which are acting to alter the relationship between ports and their urban areas. Attention is then focused on the redevelopment of docklands and the need to inform public and political opinion of the importance of port activities to the development of local, regional and national economies. The use of economic impact studies to highlight the multiplier effects of port activities is discussed. 相似文献
16.
Timothy Andrew Stojanovic Hugh D. Ormerod Smith Christopher F. Wooldridge 《GeoJournal》2006,65(3):165-176
Thirteen years since the EU Habitats Directive (1992/43/EEC) became a binding legal agreement, this paper considers the implementation
of this important European environmental legislation as it applies to the coastal activities of seaports and harbours. The
paper examines the relationship between environmental legislation and ports policy, and seeks to provide a comprehensive assessment
of the policy and science that has been developed in relation to protected areas and port management. The paper reports the
results of a survey of European port professionals, and their perception of the successes and challenges of the management
regimes that have been established, as well as their opinions on how these have influenced the management within ports. The
paper also provides a detailed examination of the scientific and technical developments with particular regard to dredging
and habitat management in European ports. Key research gaps are identified, including: practical approaches to licensing procedures;
lack of baseline information, especially with regard to in-combination effects; the efficacy of techniques for mitigating
the impacts of dredging; and greater understanding on how more resilient models for collaborative action can be developed.
The paper will be of use to environmental planners, scientists, regulators, conservationists, and port managers, as they consider
how to apply science and management to the sustainable development and environmental protection of coastal areas. 相似文献
17.
Prof. Adalberto Vallega Dr. 《GeoJournal》1986,12(3):271-279
Littoral life in the W Mediterranean is undergoing relevant changes. There are about 40 seaports in thh are, making up a sort of Southern Range (from Algesiras to Leghorn), and besides that a South-Western Area (Italian Mezzogiorno), and a Developing Area (African coast). A new spatial model of oil transport — the third one sinnce the Sixties — is emerging, having a high degree of freedom. Growing consumption of steam coal brings about the construction of deep-sea terminals generating feeder effects within the Mediterranean. In unitized transport the Mediterranean has weaker relations with Europe than with non-European areas, and brings about the construction of platforms for the distribution of containers. NW industrial areas are being transformed and concentrations of new tertiary activities are emerging, relations between littoral cities and inland cities are changing, medium ports are coming to the fore. Relations between W and E Mediterranean shores are changing. 相似文献
18.
By Hirschman–Herfindahl Index, the paper measures the spatial structure transformation of the Chinese container port system from the perspective of cargo flow in recent 13 years. It indicates that the spatial structure of container port system enters into “the challenge of the periphery” phase as a whole, the decentralization of container flow become the mainstream tendency of the spatial variation of China’s container port system; on the other hand, the spatial structure of container port system shows different characteristic in seven port regions, such as low-level equilibrium, single-gateway, multi-gateway and so on. It is a fact that multi-gateway port region of container port system has formed in Yangtze River Delta and Pearl River Delta region. Economic and foreign trade development, government macro-control and policy guidance, challenge of the periphery, network expansion of the terminal operators and shipping liners are the main driving forces for these new phenomena. 相似文献
19.
Jacques Marcadon 《GeoJournal》1999,48(1):15-20
This paper examines some of the contemporary features of containerisation at the ports of Northern and Western Europe. Ports
are having to adjust to a wide range of forces, both local and global. Enhanced competition between ports is shaping developments.
Ports have to keep pace with technological developments and thus there are great pressures to expand their facilities. In
addition, links with hinterland markets have to be improved and extended. The paper demonstrates that these pressures are
being felt throughout the port system, and through a series of individual and regional examples the dynamism of the European
port system is exposed.
This revised version was published online in July 2006 with corrections to the Cover Date. 相似文献
20.
珠江口伶仃洋两岸5000年来沉积差异显著。西岸沉积了数千平方公里的三角洲平原,却失去了所有深水良港;而东岸的香港海岸,则长期处于侵蚀状态,保留了曲折的海岸和陡峻的水下岸坡,形成众多的深水港湾。以上差异对香港城市发展有深远影响。文章提出城港关系演变的3个阶段。香港高度发达的商业中心和现代化港口的各种功能系统在最狭小的空间里交叠在一起,带来城市发展的一系列问题。最后对今后50年香港城市发展进行情景分析。从持续发展的角度,指出计划的大屿山新港址有严重的策略选择问题。提出未来香港都市向大屿山东北扩展的策略选择。 相似文献