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1.
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
2.
Claude Comtois 《GeoJournal》1999,49(1):35-42
There are many controversial issues concerning the relationships between container shipping lines, international port operators
and the evolution of China's port system. We first present the factors linked with the transformation of the Pacific Rim transport
environment resulting from increase container trade. This is followed by an analysis of China's port system. We argue that
China is characterized by a ‘divided’ maritime transport system composed of three regions. The Chinese port system is marked
by four interrelated transformations: port privatization, port expansion, modification of transactional networks and the emergence
of a new business environment. The paper concludes on the need to upgrade China's port development policies.
This revised version was published online in July 2006 with corrections to the Cover Date. 相似文献
3.
Nikola Stražičić 《GeoJournal》1996,38(4):445-453
Croatia, through its geographic position, is a Mediterranean/Adriatic and Central European/Danube state. As an Adriatic coastal state, it has a long maritime tradition, which is apparent in its well-developed shipping (2.4 million GT), the high-quality ship-building industry (among the top six in the world) and through its numerous sea ports, of which many were established in ancient times. The leading national port is Rijeka, which is at the same time an important transit port for Austria, Hungary, Slovakia and the Czech Republic.The exceptionally indented Croatian Adriatic coast with its attractive archipelagos and favorable climatic and oceanographic conditions in the coastal sea offers very advantageous conditions for comprehensive tourist utilization. This is particularly true of nautical tourism, which is complimented by a larger number of constructed and well-equipped yachting ports/marinas on the coast and islands. 相似文献
4.
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
5.
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
6.
《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
7.
Globalization and transport revolutions, logistics integration, and the consequent expansion of port area and hinterland in the maritime industry have redefined the functional role of ports in supply chains and have generated a new pattern of freight distribution. This phenomenon again requires a new approach towards port development and related urban planning. Such changes have inevitably influenced the spatial structure of hub port cities. As existing models on spatial and functional evolution of ports and cities are mainly derived from European and American cases, this paper attempts to introduce evidence from an Asian perspective, focusing on the particular case of global hub port cities such as Hong Kong and Singapore. 相似文献
8.
Robert J. McCalla 《GeoJournal》1999,48(1):21-28
The North American Eastern Seaboard is one of the major container handling regions of the world. However, since 1975 it has
declined relative to the world development of containerisation. Whereas in 1975, 20.4% of the world's containers passed through
Eastern Seaboard ports, in 1995 the figure was 7.2%. In the period 1975 to 1995, ports in Canada and the Mid Atlantic range
have held their own relatively in the proportion of containers handled in the Eastern Seaboard. Ports in the North East, primarily
New York, have lost ground; ports in the South have gained. Rank size analysis and the Gini coefficient show a deconcentration
of container handling away from New York to middle ranked ports, especially Hampton Roads, Charleston, SC and Montreal. Global
factors – universal adoption of containerisation, changing trade routes brought about by post-Panamax ships and intermodality,
and cargo sharing among alliances – explain the relative decline of the Eastern Seaboard ports as a group. Individual port
development is largely accounted for by how well ports respond to the global factors.
This revised version was published online in July 2006 with corrections to the Cover Date. 相似文献
9.
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
10.
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: |
11.
The challenge of peripheral ports: an Asian perspective 总被引：3，自引：0，他引：3
The growth of ports peripheral to the dominant container hubs has been well documented in North America and Europe, and has led to the elaboration of several theoretical models. This paper applies these models to the situation in South East Asia where much of the growth in containerisation is taking place. While confirming the emergence of several peripheral ports that are mounting challenges to the major hubs, we demonstrate that the factors behind the challenges are different to those postulated in the literature. Issues of governance arising out of the complex restructuring of the global ports industry are singled out. We suggest that a new geography of container terminals based on management and operational strategies of private and public bodies involved in the port industry needs to be fashioned. 相似文献
12.
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
13.
Across the pond: container shipping on the North Atlantic in the era of globalisation 总被引：1，自引：0，他引：1
Brian Slack 《GeoJournal》1999,48(1):9-14
This paper describes the development of containerisation in one of the most important theatres of maritime trade, the North
Atlantic. As the original hearth of containerisation, it has been an area of experimentation and evolution for a technology
that has burst around the world. Although over the last decade the Atlantic has been superceded by the Pacific Ocean as the
major market focus for containers, it still is an important market arena. The emergence of global shipping networks is tending
to favour the Atlantic once again. The paper provides an analysis of these recent developments.
This revised version was published online in July 2006 with corrections to the Cover Date. 相似文献
14.
With the global container population exceeding 25 million TEU (Twenty-foot Equivalent Unit) and the annual production of new
boxes exceeding 3 million TEU it is estimated that around 1.5 million TEU of empty containers are sitting in yards and depots
around the world waiting for use. Although utilization rates have improved since 2004, container utilization depends on the
very dynamic nature of container transportation, and the container building and leasing industries. Owing primarily to the
chronic trend of increasing trade imbalances across the oceans, and despite recent trends along some trade routes, the empty
container management problem has become a major issue for the container shipping industry during the last decade. This paper
examines and analyzes empty container logistics at a global, interregional, regional and local level. Special consideration
is given to key factors affecting the empty container logistics management and strategies implemented by ocean carriers and
other stakeholders to better manage empty containers.
相似文献
| Maria BoileEmail: |
15.
非洲中南部地区的铜资源主要分布在赞比亚、刚果(金)和南非等12个国家,笔者根据非洲陆壳的形成、后期新元古代泛非运动及古生代—新生代的沉积作用等影响,将除非洲大陆西北缘,从摩洛哥到突尼斯的阿特拉斯山脉以外的非洲大陆划分为Ⅰ级构造单元;以新元古代泛非运动作为标志将非洲陆块划分为西非克拉通、东北非克拉通、中非克拉通、南非克拉通和泛非构造带5个Ⅱ级构造单元;将中南部非洲地区划分为28个Ⅲ级构造单元。在此基础上,笔者将非洲大陆划分为Ⅰ级成矿域,中南部非洲划分为南非克拉通金-铁-锰-铬-镍-铀-金刚石成矿省、中非克拉通金-铜-铁-钨-锡-铌-钽-金刚石成矿省和泛非构造带成矿省3个Ⅱ级成矿省及32个Ⅲ级成矿区(带),其中12个成矿区(带)与铜矿床有关。从地质特征及矿床成因方面对主要成矿区(带)中代表性的沉积变质-改造型铜钴矿床、与镁铁—超镁铁岩侵入体有关的铜镍矿床、与绿岩带有关的铜矿床、与碳酸岩体有关的铜矿床和与灰岩有关的铜多金属矿床进行了系统的总结。在缺乏重点地区物化探资料的条件下,笔者根据非洲中南部铜资源分布的国家、构造单元的划分、成矿区(带)的划分及代表性矿床特征,将非洲中南部地区初步划分为5个铜多金属矿找矿潜力区,并进行了初步的找矿潜力分析。 相似文献
16.
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
17.
Bruce E. Marti 《Geoforum》1986,17(3-4)
The marketing of port forelands will become increasingly more important in an era of load center development resulting from container technologies. In this paper, we have provided a mechanism for identifying overseas port marketing areas where trade development and port promotion should be exercised. The Port of Miami's trade relationships were the foci of this study. Location quotients served to highlight the competitive aspect of port facilities. 相似文献
18.
主要介绍了GIS和决策支持在海洋石油开发船舶监控与调度领域的应用,结合GPS卫星定位技术、GSM全球移动通讯技术、GIS地理信息技术及计算机网络通信与数据处理技术,设计实现了一套远程监控调度决策系统。系统包括油轮实时监控和生产调度决策二个子系统,这里分别从硬件和软件二个角度对系统进行了描述,并对生产调度决策支持的简单设计模式进行了论述。实际运用证明,该系统能够较好的解决在海洋石油开采中,石油运输所存在的部分问题。 相似文献
19.
Wiese Bernd 《GeoJournal》1981,2(2):51-58
Richards Bay and Saldanha were officially opened in 1976 as new deep water ports, primarily for the export of coal and iron ore respectively. The heavy investment in both infrastructure and industrial development by the South African government led to considerable urban and industrial growth in Richards Bay, whereas the port of Saldanha was initiated by one big concern and failed to produce a far reaching multiplier effect. The development of ports as growth centres has to be considered in terms of the location relative to the Pretoria-Witwatersrand-Vereeniging complex, which dominates the economy of the subcontinent, and within the context of the official decentralisation-growth point policy. 相似文献
20.
Problems associated with tourism development in Southern Africa: The case of Transfrontier Conservation Areas 总被引：2，自引：0，他引：2
Sanette Ferreira 《GeoJournal》2004,60(3):301-310
Tourism in Southern Africa is synonymous with the wildlife safari. In the post-colonial era the establishment of so-called
‘peaceparks’ that straddle the borders of states has come to be seen as a key not only to increasing tourism in the Southern
African region, but also to the modernizing of conservation policies and the development of rural economies. This paper focuses
on the global and continental presence of transfrontier conservation areas, the link between conservation and tourism development,
and the current factors that constrain and influence the realization of an ‘African Dream’ — ‘establishment of the greatest
animal kingdom’. The unstable political situation in Zimbabwe and how this negatively affects wildlife conservation and tourism
in the Gonarezhou part of the Greater Limpopo Transfrontier Park, serves as a case study.
This revised version was published online in August 2006 with corrections to the Cover Date. 相似文献