Main Port Cities Research Articles

Stedenpatronen rondom de Noordzee van de dertiende tot en met de eenentwintigste eeuw

Contemporary urbanization patterns around the North Sea can only be understood by looking at their long-term development and studying how these patterns arose and evolved over the centuries. If we look no further back than the Industrial Revolution, we get a distorted picture. The fact is that urbanization patterns were for the most part already established before that period, as can be clearly seen in the composite map showing all the cities and all reference years.
 Major port cities like Hamburg, Amsterdam, Rotterdam and Antwerp emerged during the late Middle Ages. Many other cities of importance today also date back to that period. The Industrial Revolution was decisive for only two groups of cities: those in the English Midlands and in Germany’s Ruhr area.
 The maps reflecting the situation in 1300 and 2015 reveal that the type of landscape had a huge impact on the urbanization patterns. Landscape provides continuity. In reaction to dramatic changes wrought by political and economic processes, the areas around the North Sea behaved like communicating vessels: the cities in the Southern Netherlands contracted, those in the Northern Netherlands expanded, Holland declined, England prospered.
 A succession of major economic and political processes is crucial to our understanding of the position, function and significance of today’s key North Sea cities. The foundations of urban patterns around the North Sea were established in the period before 1500. It is noteworthy that for centuries the epicentre of major port cities lay in the politically fragmented areas along the eastern shore of the North Sea here powerful and enterprising townsmen ensured an intensive exchange of goods.
 In the decades before and after 1600, the far-reaching political changes that occurred during the Dutch Revolt resulted in a shift in prosperity from the southern to the northern provinces, which subsequently experienced the Golden Age. While the southern provinces were constrained by their Spanish rulers, in the newly formed Republic where wealthy citizens were in charge, the cities of Holland flourished as transhipment and trading centres.
 During the eighteenth century, there were more dramatic shifts: the centre of gravity moved to the other side of the North Sea, to England, where the character of the economy was completely transformed by the Industrial Revolution and the main port cities were now part of a kingdom that evolved into the British Empire in which both government and entrepreneurs played an important role.
 Ever since industrialization took hold in northern France, Belgium and the Ruhr in the early nineteenth century, the North Sea region has been characterized by several economic epicentres that have managed to survive further far-reaching economic changes in the twentieth century. A consolidation of the pattern of cities around the North Sea occurred, seemingly due to the fact that, since the birth of the welfare state and the European Union, national governments have concentrated on the development of the economy, the population and the cities.

Buenaventura as a cradle of football: community creation among children in Colombia: narratives from national team footballers of the 1960s and 1970s

ABSTRACT This article contributes to the contemporary discussion of the connections between the histories of football and the histories of children in different societies. Based on interviews with professional footballers’ members of the Colombian national team in the 1960s and 1970s, this article analyzes how football promotedcommunity building between children and other social groups in Colombia’s main port city: Buenaventura. Drawing on Lave & Wenger’s concept of Community of Practice we analyse how footballers’ narratives offer clues to enrich our knowledge about children’s heterogeneity and what football invites them to live.

Evaluation on the effectiveness of ship emission control area policy: Heterogeneity detection with the regression discontinuity method

To mitigate emissions from ships, the Emission Control Area (ECA) policy setting sulfur caps has become popular at both international level and national level. Although many existing studies have demonstrated the effectiveness of the ECA policy to some extent, there exists a research gap in investigating the heterogeneity of the ECA policy effectiveness. This study evaluates the ECA policy effectiveness in four main port cities located in the Yangtze River Delta, namely Shanghai, Suzhou, Ningbo, and Nanjing, with the aim of investigating the potentially different effectiveness of the ECA policy in different port cities located in a specific region. As an effective tool in the domain of policy evaluation, the regression discontinuity (RD) method is applied to model the empirical data from the Yangtze River Delta. The results suggest that a significant decrease in SO2 concentrations was achieved by the ECA policy implementation in Shanghai and Suzhou at the 1% significance level, but the policy was not effective in reducing SO2 concentrations in Ningbo and Nanjing from a statistical perspective. This clearly shows the existence of the heterogeneity regarding the ECA policy effectiveness, which is beneficial for the further policy improvement in the future. An in-depth analysis is conducted on the possible reasons for the ECA heterogeneity by considering vessel- and industry-based SO2 emissions, port features and pre-existing local regulations.

Three-Dimensional Numerical Modelling of Tidal Current in Balikpapan Bay Using Delft 3D

Balikpapan is one of the main port cities with residential areas, industry, trade, and vital objects scattered from north to south along the coast of Balikpapan Bay. This dense activity increases traffic in Balikpapan Bay. Thus, the hydrodynamic conditions in these waters are essential to be reviewed. The purpose of this research is to simulate hydrodynamics in Balikpapan Bay. The simulation results of the hydrodynamic model for sea-level elevation values are close to the conditions in the field, as indicated by the correlation coefficient 0.98, skill 0.99, and RMSE 0.15 m. The ocean current velocity verification includes the average correlation for x-direction and y-direction, up to 0.93, RMSE 0.05 m, and the percentage error of 6.7%. The significant current velocity is at low tide during spring tide with an average of 0.1 m/s and a maximum speed of 1.62 m/s. Temporally, the observation point at the mouth of Balikpapan Bay has the most significant Bed Shear Stress magnitude with an average of 0.05 N/m2. Spatially, the highest Bed Shear Stress magnitude is at the time of spring tide when it recedes towards the tide with an average Bed Shear Stress in the bay of 0.16 N/m2. The most dominant tidal components are M2 and S2, with a contribution value of 65.3%. The phase propagation from mouth to upstream of Balikpapan Bay for the M2 component in Balikpapan Bay is 10.5° (22.77 minutes) and 5.5° (11 minutes) for the S2 component.

Hazard, Risk and Resilience: Overview of Two Major Urban Areas of Bangladesh

Bangladesh is known as one of the disaster-prone countries of the world. Geographical locations of the country and climate change phenomena make the country more vulnerable to a natural disaster. Most of the urban areas of the country are also susceptible to both geological and climatic hazards. These risks and vulnerabilities have been aggravated by poverty, rapid and unplanned urbanization of the country. The two major urban areas of the country including capital city Dhaka; the largest and main port city Chittagong are experiencing natural hazards, and the inhabitants of those areas are on risk. Due to the location of these two urban areas, different types of natural hazards are faced almost every year by the dwellers. The research reviewed local and global disaster framework, and recent literature works to assess the existing resilience scenario of these two cities. Informal interview of dwellers and local government officials was also conducted on both cities. This study tries to discuss the probable significant natural hazards of the two major cities of the country. The research also presents the existing resilience scenario of these two major urban areas in consideration of the global and local disaster management framework. The study will also try to suggest some recommendations to increase and improve the resilience of these significant metropolitan areas.

Past and present: cartographic history of Famagusta

Abstract The island of Cyprus has been occupied by various powers, during which time the historical and cultural contexts of the main cities of the island have changed and left behind material traces. One of these cities is the main port city of the island Famagusta, where the various ruling powers affected its fabric and the different historic structures of the city combine with modern in the contemporary city. These multicultural structures and historical layers can be followed on the maps. The aim of this paper is to follow the changing urban fabric of Famagusta by examining the selected maps from the 16th century to modern times. How much the city undergoes spatial alteration and how much of the historical structure and developments can be followed on the cartographic records? The paper will question the perspective of the cartographers towards Famagusta and their priorities in depicting this multicultural city.

From Contrary to Complementary Models: Central Places and Gateways in the South-Eastern Provence (Arles and Marseille)

This paper applies the concepts of gateways and centrality, formerly opposing approaches to spatial planning, by now a powerful merged tool for archaeologists, to understand the dynamics of the evolution of cities and settlements in a long-term perspective. The samples are the two main port cities in South-Eastern Provence (France), Marseille and Arles. By means of several archaeological markers it will be shown how natural landscapes and political control influenced the fate of the economic development of both cities in Greco-Roman times. Therefore, this study focuses on the aspects of trade and administration encompassing the functionality of the ports as trans-shipment centers, the impact of political interference as well as the supply and exchange of long distance and local/regional products. Within this research framework, Marseille emerged as a static gateway for its service area with a distinct perspective on Mediterranean trade. Arles, however, was the main gateway for the whole Rhône corridor in Roman times due to its strategic location in an area characterized by a variety of landscapes and the promotion of politics as a port of the annona. The data presented here aim to reject the frequently used narrative of an ongoing competition between Arles and Marseille in favor of a more nuanced picture of economic interactions and overlapping trading networks.

A comparative analysis of suicides in Greece's main port city area of Piraeus before (2006–2010) and during (2011–2015) the country's severe economic crisis

We investigated all cases of completed suicide in the city area of Piraeus -the largest port in Greece- for the years 2006 up to 2015. We searched, among others, parameters regarding the victims' psychiatric medication intake and drug and alcohol use that -to the best of our knowledge- had never been investigated before by a study on suicides in Greece within the crisis' years. We documented variations before (2006-2010) and during (2011-2015) crisis. Information was provided by the victims' forensic records at the Piraeus Department of Forensic Medicine. During the period of the study 435 individuals died by suicide. "Before" crisis: 227 cases, 77,1% males, mean age 48.6 years (SD:19.8), 85% Greek. “During”: 208 cases, 79,8% males, mean age 51.4 years (SD:17.7), 83.2% Greek. Psychiatric medication intake: “Before”-“During”: 16.3%-29.8% (p=0.003), males: 16.1%-31.7%, females: 19.6%-27.5% (p=0.003). Drug use: opioids 2.7%(5.5%), cannabis 1.4%(5.5%), cocaine 0(1.5%), alcohol 14.5%(13.4%). Significant seasonality was observed only for suicides by jumping with a peak late in the month of July in the “Before” group. There were no significant differences regarding suicide method, place of suicide or place of death. The slight decrease in suicides within the crisis' years, together with the higher medication intake observed within the same period, could imply that more individuals were willing to accept their psychological difficulties and/or to commence treatment. Probably the stigma of psychiatric illness is somewhat lower after the beginning of the crisis and/or non-psychiatrists became more aware of the psychological origins of some of their patients' problems. Our findings tentatively suggest that, as the crisis persists, adaptive mechanisms have been set in motion.

Musical Mutualism in Valparaiso during the Rise of the Labor Movement (1893–1931)

The Musicians’ Mutual Aid Society of Valparaiso was active from 1893 to well into the twentieth century in what was then Chile’s main port city. In this article, I will examine the characteristics of this social organization of Chilean musicians during the late nineteenth and early twentieth centuries, and its relationship to the rising labor movement. Moreover, I will report some relevant findings based on a range of archival material. To conclude, I will discuss the role of the Mutual Aid Society of Valparaiso as a forerunner to the creation of the country’s first Musicians’ Union in 1931.

Island Modernity: Jamaican Urbanism and Architecture, Kingston, 1960-1980

This paper explores peripheral modernity in the island of Jamaica. Jamaica’s self-perception of being an island, as evidenced in texts and imagery, is not one that is peripheral, bounded, limited, small, or isolated. The trope of islandness, of interest to travellers and tourists, has been expressed both visually and textually, but it centers on being a tropical location as opposed to islandness per se. Although there has been a practical, literary and visual connection with the sea, the sea has not been portrayed as a separator but rather as a conduit and connector, no different from a continental coast. The process of modernization of Kingston, the island’s capital and main port city, strongly reflects this ‘un-islanded’ or ‘continental’ self-perception, challenging the notion of peripheral modernity. Kingston was not imagined as a periphery at all by those who embraced and implemented the modernization project. This was so even while Kingston’s hinterland, during the period under study (1960-1980), was largely rural, under-developed and poor. Kingston’s geographical position, as a mainland port on a relatively large island, by Caribbean standards, facilitated the imagining and implementing of modernity following continental models. These arguments are built on an examination of the separate but interconnected ideas and practices of architect Wilson Chong, and the architectural firm Shankland Cox, using technical reports and periodical articles as primary sources.

Comparative Analysis of the Shipping Center Competitiveness of Major Port Cities in China

ABSTRACT With the development of the Chinese economy, many port cities aim to establish shipping centers. Due to the status of international routes, the scope of the hinterland, the economic development level, the conditions of individual cities, and other factors, different international shipping centers adopt different development strategies. To identify the advantages and disadvantages of individual shipping centers and reasonably determine their relative competitiveness, it is important to establish a competitiveness evaluation index system suitable for evaluating the characteristics of shipping centers. Hierarchical analysis, principal component analysis, and cluster analysis are applied to classify the Chinese shipping centers of main port cities such as Shanghai, Nanjing, Tianjin, Wuhan, Guangzhou, Dalian, Chongqing, and Qingdao. Our method ranks the cities according to both their soft and hard environments to analyze the main influencing factors, as well as establish a corresponding shipping center competitiveness evaluation index system.

Dal Mediterraneo al Mar Rosso: la cristianizzazione della città-porto di Adulis e la diffusione di modelli e manufatti bizantini

Until late Antiquity the Red Sea represented a commercial artery of extraordinary importance, linking the Mediterranean to the Indian Ocean, the Arabian Peninsula and the Horn of Africa. In connection with the early spread of Christianity, recent studies have emphasized the role played by foreign communities of Christian merchants settled in the city-ports, as a precedent to the official adoption of the Christian faith. In Adulis (Eritrea), the main port city of the kingdom of Aksum, since 2011 an Italian-Eritrean mission is bringing to light two early Christian churches, one of which from the second half of the 4th century. The article aims to present the recent excavation data, evaluating the possible models and areas of influence in the plans; also, liturgical furnishing in proconnesian marble and gold crosses with Greek inscriptions represent significant markers of valuable products from the Byzantine Empire circulating wide-ranging by the sea.

“This iniquitous traffic”: The Kidnapping of Children for the American Colonies in Eighteenth-Century Ireland

In the absence of statistics, court records, or biographical narratives, the shadowy practice of kidnapping children in eighteenth-century Ireland for transportation to the British Crown’s American colonies can be reconstructed from reports and commentary in the contemporary press and a select number of other sources. Inextricably bound up with the phenomenon of indentured servitude, an indeterminate number of children were kidnapped in Ireland’s main port cities and towns, Dublin especially, and carried across the Atlantic in the half century prior to American independence. The trade was intermittent and almost certainly small, but it aroused deeply held fears for the safety of children. The failure of parliament to provide for a specific penalty ensured that those caught in the act (women primarily) were subject to popular sanction. Yet it was not domestic opposition, but the decline of indentured servitude in the wake of the American War of Independence that brought it to a close.

Research on dynamic measurement and driving mode of harbour-city relationship in the Bohai Rim in China

Harbour-city interaction plays a major part in the formation, evaluation and sustainable development of a harbour city. Therefore, how to measure the relationship between harbour and city and to reveal the pattern of interaction between harbour and city is a difficult problem in the area of the study on the harbour city. For a long time, not only the study about the quantitative analysis method which was designed for analyzing the function of harbour and city is relatively weak, but also the research on connection mechanism of harbour city interaction can not obtain a satisfactory conclusion. On the basis of RCI(Relative Concentration Index), the conception, connotation and algorithm of DCI(Dynamic Concentration Index) were put forward, furthermore the interaction between harbour and city and changing tendency mainly in three periods of 1997-2001, 2002-2006 and 2007-2011 for the major harbor cities in the Bohai Rim were quantitatively measured. The main port cities in this region consisted of Rizhao, Cangzhou, Yingkou, Qinhuangdao, Dandong, Tangshan, Jinzhou, Yantai, Qingdao, Dalian, Weihai and Tianjin. At last the driving mode of harbour city was systematically analysed by using impulse response function based on VAR(Vector Auto regression) model. The results clearly showed that the status of interaction between harbour and city of 12 harbor cities in the Bohai Rim can be accurately divided into three types: harbor driven pattern(Rizhao, Cangzhou, Yingkou, Qinhuangdao, Dandong, Tangshan and Jinzhou); city driven pattern(Qingdao,Dalian, Weihai and Tianjin four harbour cities) and harbor-city balance driven pattern(Yantai).What's more, the changing tendency can be devided into three types(continual rise, continual decline and fluctuation). According to the DCI, the relationship between harbour and city was analysed based on impulse response theory. Afterwards, the mode of interaction of different relationships between harbor and city were divided as well as that of driving mechanism and driving factors. In the end, the specific differences and connections which were closely linked with the interaction between harbour and city in different harbour cities were profoundly revealed.With the help of this study, the recognition of the internal mechanism of relationship between harbour and city in the geographical perspective was efficiently enriched.

The Sea and the World of theMutasaddi:A profile of port officials from Mughal Gujarat (c. 1600–1650)

AbstractThis article seeks to trace the profile of the governors (mutasaddis) of the main port-cities (especially Surat and, to a lesser extent, Cambay) of the Mughal province of Gujarat in the first half of the seventeenth century. My research on the careers of individualmutasaddis – based mainly (but not exclusively) on existent Portuguese materials – allows us to better understand the social world of those occupying key positions in the ‘waterfront’ of the Mughal Empire and its dealings extensively with the European powers (Portuguese, Dutch and English). Hence, the analysis of the professional and personal trajectories of the Indian Muslim doctor Muqarrab Khan and the Persian Mir Musa Mu'izzul Mulk presented here demonstrate how far business, politics and cultural patronage were often entangled in the career of a Mughalmutasaddiof Gujarat.

Phoenician Atlit and Its Newly-Excavated Harbour: a Reassessment

During 2002-2003 underwater excavations, our team dated the artificial harbour at the ancient Phoenician settlement of Atlit to the first half of the Iron Age II. We accomplished this by 14C testing a number of wooden samples extracted from the submerged northern mole of the harbour. In this article we question why such an artificial harbour was constructed just a few miles north of the main port city of Dor. We suggest that no harbour facilities existed at Iron Age II Dor. The quays at the southern bay of Dor, which served during the Bronze Age and during the Iron Age L were blocked during the 10th century BCE and no alternative quay was built at Dor until the Persian period.

"Women with self-esteem are healthy women": community development in an urban settlement of Guayaquil.

Guayaquil, home to two million people, is Ecuador's main port city. El Guasmo is an urban settlement in the south of the city. In 1984, CEPAM, an Ecuadorian women's nongovernmental organization, began working in El Guasmo Norte, the oldest and most established area of El Guasmo. CEPAM employs an integrated approach to its work with poor urban women on health issues, legal advice, and group formation, based upon a gender analysis of life in the area. This article describes the group's work in El Guasmo Norte, explaining how women came to understand that their health and well-being were determined by their status as poor urban women, and that as a result, they decided to establish their own health center. Sections cover the determinants of urban women's health, reflection and action, the health center, the concept of integration, participating in health services, and lessons learned.