共查询到17条相似文献，搜索用时 435 毫秒
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Current trends in Great Lakes shipping 总被引：2，自引：0，他引：2
Harold M. Mayer 《GeoJournal》1978,2(2):117-122
Shipping on the Great Lakes has changed rapidly in recent years. Internal Great Lakes traffic consists almost entirely of bulk movements, primarily of iron ore, coal, limestone, and grain. Ore shipments are mainly of taconite concentrate. Low-sulfur coal from the western areas of the United States is now moving downbound through the lakes, a movement in the opposite direction from the predominantly upbound movement of Appalachian coal. Opening of a larger lock in 1970 between lakes Superior and Huron has initiated a new generation of lake vessels, which are three times the size of the previous lake ships, and are too large to transit the Welland Canal and the St. Lawrence Seaway; for the first time since 1959 the largest “lakers” are land-locked. General cargo traffic between the Great Lakes and overseas has been declining rapidly since 1970, largely as the result of the rapid development of container ships, and the Interstate highway system, which increases the competitive advantages of salt-water ports. 相似文献
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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
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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
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Tore Ouren 《GeoJournal》1978,2(2):123-132
Important agencies responsible for the invasion of alien plants to Norway by means of shipping were ballast thrown ashore from sailing ships and contaminants in imported grain. Most ballast-plants were casuals, which disappeared when the ballast traffic ceased at the time of World War I. Changes in the origin of imported grain are reflected in the grain mill flora. 相似文献
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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
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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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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
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This paper discusses the situation of sea navigation in south East Asia focusing on the Strait of Malacca. The strait links
the Indian and Pacific oceans, which is considered one of the busiest in several narrow channels around the world. The paper
highlights the significance of the strait to global maritime trade, volume of traffic, and rising environmental and social
consequences in the strait. A feasibility study of constructing a new shipping canal in the South Thai Kra Isthmus as an alternative
option of Malacca route had been studied since 19th century. The paper explores suitable sites for a potential shipping canal
in the Kra Isthmus using physiographic spatial data i.e., elevation, sea charts, geology, soils and river systems. Each spatial
data was considered as a separate decision variable for site evaluation. Separate evaluation criterions were prepared for
each variable based on shipping canal requirements. Overlaying the maps in GIS environment, the variables were carefully evaluated,
and five geographic sites for the canal were derived. The length of the shipping canal over sea and land was computed for
each site. Site B located in south of Ranong and Chumphon provinces, was the shortest one, whereas site C in Surat Thani,
Pangnna and Krabi provinces was the longest. However, each site consisted of benefits and constraints. 相似文献
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