Ports

Interracial sex mattered to the British colonial state in West Africa. In Crossing the Color Line, Carina E. Ray goes beyond this fact to reveal how Gold Coasters—their social practices, interests, and anxieties—shaped and defined these powerfully charged relations across racial lines. The interplay between African and European perspectives and practices, argues Ray, transformed these relationships into key sites for consolidating colonial rule and for contesting its racial and gendered hierarchies of power.

With rigorous methodology and innovative analyses, Ray brings Ghana and Britain into a single analytic frame by examining cases in both locales. Intimate relations between black men and white women in Britain’s port cities emerge as an influential part of the history of interracial sex and empire in ways that are connected to rather than eclipsed by relations between European men and African women in the colony.

Based on rich archival evidence and original interviews, the book moves across different registers, shifting from the micropolitics of individual disciplinary cases against colonial officers who “kept” local women to transatlantic networks of family, empire, and anticolonial resistance. In this way, Ray cuts to the heart of how interracial sex became a source of colonial anxiety and nationalist agitation during the first half of the twentieth century.

During the 1990s there were two major developments to the Common EU Maritime Transport Policy (CMTP): the establishment of European Union policies on safe seas and on shortsea shipping respectively. This book critically analyzes and appraises these and other developments to the CMTP in his period, while also studying policy Europeanization. It focuses on both the economic environment of maritime transport and the interaction of policy makers and organized interests during the policy-making process, with an emphasis on the political dimensions. By developing an innovative economic model, the book examines the ways in which governmental and non-governmental policy makers and their ideas interact within the EU's structure and dynamics, and shows how these factors account for why, when and how the specific common EU policy has developed.

Contents: 1. Setting the scene; 2. European integration and policy actors; 3. CMTP and policy actors: a historical perspective; 4. Maritime safety: critical aspects of the new economic context; The establishment of a common policy on safe seas; 5. Safe seas: developing a common policy against all odds; 6. The new economic environment of European shortsea shipping; 7. Towards a common policy on shortsea shipping; 8. Shortsea shipping: policy actors, process, outcome; 9. Policy Europeanisation in retrospect; Bibliography.

Two shipwrecks discovered by Odyssey Marine Exploration in the English Channel in 2008 are embedded in the history of the War of the Austrian Succession (1739-48) and specifically the year 1744. The First Rate Royal Navy warship HMS Victory was lost in the western English Channel on 5 October that year, while returning from escorting to sea one outgoing commercial convoy and liberating another blockaded down the River Tagus in Lisbon.

Portuality is a concept rooted in some urban centers from a very early stage. A territorial quality, which specifically denotes those cities born and developed through strong historic/symbolic and economic/functional relationships with their own port. Portuality is a landscape requirement or a constitutive specificity of some territories. These ideas are implemented by supporting the recognition of portuality as a specific condition and at the same time believing that the city-port threshold — in its various shapes and patterns — could emerge as the main symbolic field of exploration. A crucial ambit in which the portuality paradigm is expressed as a planning principle for coexistence strategies between port and city. The city-port threshold materializes in the space along the margin between the two authorities, in that recurring landscape in which the city and the port are side by side. This heterogeneous — but unique — system is originated by an administrative boundary that becomes an accumulator of change and transit. The city-port threshold is a space fragmented into parts where the juxtapositions take sufficient shape to acquire a dimension and be recognizable. According to this approach, it is possible to update the old city-port dichotomy by outlining a new vision in which the port city is a "forma urbis" in progress, a plural and open figure affected by the speed of changing processes and influenced by the many factors that every day are embodied in its territorial palimpsest.

The Belt and Road Initiative (BRI) from the People’s Republic of China is receiving a tremendous amount of attention. Press articles try to document what it is, how it has advanced and what it means for different parts of the world. Assessments presented are often based on studies from think tanks, consultants and academics that discuss a variety of subjects, ranging from infrastructure development, geopolitics and global governance to the future of multilateralism. More than ten thousand articles have been written on the subject in the course of a few years.

Many interpretations exist regarding the underlying objectives of the BRI. Economic motivations could include securing supply chains for strategic commodities; optimising transport chains for Chinese exports; stimulating trade opportunities of China’s inland provinces and internationalising and upgrading China’s commercial and industrial maritime cluster. This cluster includes shipping, port construction and development, shipbuilding, dredging and port services. According to some observers, military objectives might also be served. There seems to be a consensus that China aims to achieve multiple objectives through the BRI, simultaneously. Indeed, the open and flexible manner in the way that BRI is defined allows for multiple directions.

The objective of this paper is to analyse the initiative’s potential impacts on global trade. The BRI is examined as a collection of planned transport-corridor developments and analyse what their impact could be on maritime trade flows.

Countries may utilize a long coastline in relation to their landmass as a resource to develop their maritime economy. This paper argues that ASEAN countries differ in utilizing their maritime potential. As a basis for further comparative studies the Center for Policy Research and International Studies (CenPRIS) in Penang developed a set of indicators to measure the maritime potential of nations, the state of their maritime industries, and the degree to which the maritime potential has actually been utilized.

تعيش الموانى اليوم وخاصة فى هذا العقد تقدما غريبا وملحوظا لم يحدث لفترات طويلة ،حيث نرى التقدم الهائل فى نظم المعلومات ، والتجارة الإلكترونية ، ونظم تبادل المعلومات إلكترونيا ، والميكنة العالية الأداء ، وأمثلة كثيرة نتلمسها عند زيارة أى ميناء واهم ما يستلفت النظر هى المساحات الشاسعة والاستثمارات العالية والأساليب الإدارية ، وهذا ما سوف يتم التركيز عليه فى هذه الورقة البحثية والتى تركز على اهتمامات عالم الموانى اليوم .
    وتتعرض هذه الورقة البحثية إلى ثلاثة نقاط رئيسية وهى ملامح إدارة الميناء ، ثم نتعرض إلى مبادئ تنظيم الميناء ثم كيفية إعادة هيكلة الميناء .

In March 2019, Italy signed a Memorandum of Understanding (MoU) with the People’s Republic of China (PRC) in support of PRC President Xi Jinping’s flagship infrastructure and connectivity project, the Belt and Road Initiative. The MoU was accompanied by a series of commercial agreements, including two between the ports of Genoa and Trieste and the state-owned enterprise China Communications Construction Company (CCCC). The European Union and the United States expressed concerns about the agreements as they feared that CCCC would eventually obtain a controlling share of the ports, not unlike that recently secured by the China Ocean Shipping Company (COSCO) with Greece’s Port of Piraeus. However, existing legal constraints, an open international and national debate, and the vague nature of the agreements concerned have so far kept these fears from materialising.

The Ghana National Single Window has become the focus of attention over its potential to move goods swiftly. However, since its inception in 2002, the controversies surrounding the implementation suggest issues beyond trade facilitation. The Information Systems literature primarily ascribes the controversies to resistance to technology. By adopting the Soft Systems Methodology (SSM) as a learning process for understanding port stakeholders' relations and attitudes, we explore the controversies to determine the meanings port stakeholders attribute to them. We combined SSM with interviews, media content analysis and focus groups made possible by snowballing. The responses were analyzed using rich pictures and validated through a conceptual model. The results reveal a fragmented government where ministries, agencies, and personalities assert power in single window implementation through I.T. vendor contracts. The situation results in a high cost of doing business at the port for shippers due to non-transparent and questionable contracts. The public's attitude towards the controversies reflects fears, hopes and expectations and legitimate concerns about important political and social goals. Using SSMs focus on relations and attitudes, we can document how controversies attributed to new technology is not a question of technology but of perceived political interference.

Mar del Plata cuenta con un puerto marítimo de ultramar, primariamente pesquero (concentra el 60% de la pesca en la Argentina) y, secundariamente, petrolero, cerealero y de explotación turística con, además, un área exclusivamente militar, actual asiento de la Base Naval Mar del Plata de la Armada Argentina.

El calado máximo permitido del puerto es de 32 pies, y opera con buques tanques petroleros, buques frigoríficos, buques de pasajeros, buques pesqueros y bulk carriers, y es un puerto artificial protegido por dos importantes...

Mosquito vectors are extending their range via international travel and trade. Climate change makes New Zealand an increasingly suitable environment for less tropically adapted exotic mosquito vectors to become established. This shift will add a multiplier effect to existing risks of both the establishment of new species and of resident exotic species extending into new areas. We describe trends in the border interceptions of exotic mosquitoes and evaluate the role of imported goods as a pathway for these introductions. Ae. aegypti and Ae. albopictus, the two most commonly intercepted species, were only intercepted in Auckland. Used tyres and machinery were the main mode of entry for both species. The majority of Ae. albopictus were transported as larvae by sea, while most Ae. aegypti were transported as adults by air. Continuing introductions of these mosquitoes, mainly arriving via Japan or Australia, increase the risk of the local transmission of mosquito-borne diseases in New Zealand in general and in the Auckland region in particular. These findings reinforce the need for a high performing and adequately resourced national biosecurity system, particularly port surveillance and inspection. Recommended biosecurity improvements are described.

As a result of logistics oriented developments, ports have become elements embedded in value-driven chain systems, in value chain constellations; they deliver value to shippers and other third party service providers in the value-driven chain. The seaport is a traffic link between the manufacturers on the one hand and the commercial markets on the hand. It connects producers, manufacturers, distributors, retailers, and consumers. Ports used in container transportation are called third generation ports. These ports emerged in 1980s, principally due to worldwide scale containerization and intermodalism combined with the growing requirements of international trade. As far as the Turkey's land-bridge position in North-South and West-East transit transportation is considered, ports have the vital importance on the efficiency of logistics activities of Turkey. Although Turkey has a strategic position in terms of logistics and shipping, Turkish ports are in the initial stage of offering logistics value added services. Majority of the container ports are operated by public sector in Turkey.

The part of the port industry that serves international trade flows, competes and satisfies demand with global characteristics. Port services production and supply, within an open market, can only be governed by global regulations, and should be taken into account by those who wish to implement them. International organizations influence both safety aspects and the protection of professional life from new working methods in ports. Assessing the importance of labor factor in ports, it is argued that it constitutes a key factor in port production. Several factors have facilitated the gradual substitution of port manual labor, leading to changes in both requirement in skilled labor quantity, but also labor skill and quality requirements. Studying the three I.L.O. conventions pertaining to dock work (C032, C137 and C152) we argue that they can form a positive model for the integration of work rules on a global scale. Main aim of these conventions is the mutual development for all port stakeholders and prevention of unfair competition. We assess the current state of acceptance and degree of implementation of the Conventions by national governments, and argue for the mutual benefits for port stakeholders arising from their implementation, from the perspective of globalization governance, in the era of post-globalization. JEL Classification: R41; J28; M54.

This article discusses the International Maritime Organization's (IMO) theme for 2013, namely, “Sustainable Development: IMO’s Contribution beyond Rio+20.” The theme will serve for the World Maritime Day, coinciding on 26 September 2013. The article highlights some of IMO's more salient achievements in its 55 years of existence in the quest for sustainability. Challenges and limitations in IMO's governance paradigms are also emphasised, pointing to measured expectations.

This study is part of the Africa Infrastructure Country Diagnostic (AICD), a project designed to expand the world's knowledge of physical infrastructure in Africa. AICD will provide a baseline against which future improvements in infrastructure services can be measured, making it possible to monitor the results achieved from donor support. It should also provide a more solid empirical foundation for prioritizing investments and designing policy reforms in the infrastructure sectors in Africa. AICD will produce a series of reports (such as this one) that provide an overview of the status of public expenditure, investment needs, and sector performance in each of the main infrastructure sectors, including energy, information and communication technologies, irrigation, transport, and water and sanitation. The World Bank will publish a summary of AICD's findings in spring 2008. The underlying data will be made available to the public through an interactive Web site allowing users to download customized data reports and perform simple simulation exercises. The first phase of AICD focuses on 24 countries that together account for 85 percent of the gross domestic product, population, and infrastructure aid flows of Sub-Saharan Africa. The countries are: Benin,

This paper analyses long-term trends in the development of South Africa's economic infrastructure and discusses their relationship with the country's long-term economic growth. A database covering national accounts data, railways, roads, ports, air travel, phone lines and electricity was established for this purpose, and may facilitate further quantitative research. PSS (Pesaran, Shin and Smith, 1996, 2001) F-tests are used to identify directions of association between economic infrastructure and economic growth. These indicate long-run forcing relationships from public-sector economic infrastructure investment and fixed capital stock to gross domestic product (GDP), from roads to GDP, and from GDP to a range of other types of infrastructure. There is also evidence of potential simultaneity between specific types of infrastructure and GDP. The evidence suggests three main findings. Firstly, the relationship between economic infrastructure and economic growth appears to run in both directions. Inadequate investment in infrastructure could create bottlenecks, and opportunities for promoting economic growth could be missed. Secondly, South Africa's stock of economic infrastructure has developed in phases. Policymakers should focus on choosing or encouraging the right type of infrastructure at the right time. Thirdly, the need for investment in economic infrastructure never goes away. The maintenance and expansion of infrastructure are important dimensions of supporting economic activity in a growing economy, provided that individual projects are chosen on the basis of appropriate cost-benefit analyses. JEL: H54, L91, L92, L93, L94, L96, L98, N47, N77, E62

Shipping is the lynchpin of the Indian economy. Without shipping, container trade, the bulk transport of raw materials, and the import/export of affordable food and manufactured goods would simply not be possible. Seaborne trade continues to expand, bringing benefits for consumers across the world as well as India through low and decreasing freight costs. Thanks to the growing efficiency of shipping as a mode of transport and increased economic liberalization, the prospects for the Indian industry’s further growth continue to be strong. In the current study, the researcher has done a competitor analysis of major shipping lines and their core competencies in the Chennai sector. The shipping lines such as MAERSK and APL are leading in exports & imports of containerized cargo from Chennai port to various ports of the world. The future growth of major shipping lines has also been predicted by the researcher. The services offered by the shipping lines have been analyzed through their NVOCCs by using survey method. Most of the shipping lines are offering competitive freight rates and less transit time for the export & import of containerized cargo. There is yet another core competency identified by the NVOCCs with regard to the selection of the shipping line, which is the online/internet services. NVOCCs would like to accomplish their operations/activities at their ease and hence give more importance to Electronic Data Interchange (EDI) based services.

Wstęp Mirosław J. Leszka, Kirił Marinow................................................... 1

I
Konstantynopolitańskie porty IV–XII w. [Constantinopolitan harbours in the 4th–12th centuries] Mirosław J. Leszka......... 5

II
Wszystkie okręty cesarza. Rozważania nad stanem rzymskiej marynarki wojennej za panowania cesarza Maurycjusza (582–602) [All ships of the emperor: Roman Navy during the reign of emperor Maurice (582–602)] Łukasz Różycki........................................................................................... 17

III
Konstantynopolitańska eskadra cesarska w dobie panowania Komnenów (1081–1185) [Constantinopolitan squadron in the era of imperial reign of Comnenian dynasty (1081–1185)]
Marcin Böhm....................................................................................... 47

IV
Wygnani biskupi Konstantynopola w późnej starożytności i ich kontakty ze stolicą nad Bosforem [The Exiled Bishops of Constantinople from the Fourth to the Late Sixth Century] Rafał Kosiński................63

V
Chazarowie w Konstantynopolu (VII–XI w.) [The Khazars in Constantinople] Jarosław Dudek …........ 79

VI
Miejsce portu w fabule dwunastowiecznego romansu bizantyńskiego [The port in the plot of the twelfth-century Byzantine romance] Anna Kotłowska . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . 103

VII
Winieta Konstantynopola na mapie z Ebstorf [Vignette of Constantinople on the Ebstorf Map] Piotr Kochanek……………………. . . 113

VIII
Hodegon – z rozważań nad pierwotną lokalizacją konstantynopolitańskiego sanktuarium [The Hodegon. Considerations on the location of the Hodegetria sanctuary in Constantinople]
Piotr Łukasz Grotowski . ……………………………. . . . . 137

IX
Pogańskie prywatne uroczystości kommemoratywne w okresie wczesnobizantyńskim [Pagan Private Commemorative Rites in the Early Byzantine Period] Ireneusz Milewski . . . .  . ……………... . . . . . . . . . 215

Aneks [Annex]
Itinerarium Stefana z Nowogrodu z opisem konstantynopolitańskiego portu Kontoskalion (1348/1349). Przekład i opracowanie [The Itinerary of Stephen of Novgorod: Containing a Description of Kontoskalion Harbour in Constantinople (1348/1349).] Zofia Brzozowska .. . . . . . 227

Summary. . . . . . . ………………………………………. . . . . . . . . . . . . . 261

Wykaz skrótów [List of Abbreviations]. …. . . . . . . . . . . . . . . . . . . . . . . . 269

Bibliografia [Bibliography]……… . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273

Źródła [Sources]. . … . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273

Opracowania [Secondary Literature]..  . ……. . . . . . . . . . . . . . . . . . . . . 289

Indeks osobowy [Index]. ……………. . . . . . . . . . . . . . . . . . . . . . . . . 315

Indeks nazw geograficznych i etnicznych [Index of geographical and ethnical names]. . …. . . . . . . . . 328

Indeks nazw konstantynopolitańskich [Index of Constantinopolitan names]….. . . . . . . . . . . . . . . . . . 333

This is an earlier and substantially lengthier version of the European Commission’s Green Paper on Ports and Maritime Infrastructure, which I had prepared as a member of Commissioner Neil Kinnock’s wise men group.

The Green Paper has often been described as the most influential port policy document ever produced by the EC. The current version does not in any way commit the European Commission and interested readers are advised to refer to the final version of the Green Paper as published by the EC.

The present work requires careful and persistent reading so that the reader bypasses the necessary bureaucratic 'superficiality' and identifies my core arguments which, I am happy to say, have not changed to the slightest in the 15 years since its publication. Many of these arguments had been described as ‘politically dangerous’ and, consequently, did not find their way into the Green Paper. I quote one of them in p.7 (emphasis added):

…The Commission’s White Paper on the future development of the common transport policy  laid down a new vision for transport policy, following the principle of sustainable mobility; i.e. a strategy that acknowledges the need for a more balanced transport system that would fulfil its economic and social role while, at the same time, containing its effects on the environment. The overall objective of such an approach, as clearly described by the European Parliament , is to …promote sustainable, efficient transport systems which meet the economic, social, environmental and safety needs of European citizens; help reduce regional disparities; and enable European business to compete effectively in world markets… Again, the ‘challenge’ is apparent: a more balanced  pan-European transport system with the above objectives is in stark contrast with hub-porting; concentration of traffic to selected ports; longer distances; and consequent transport externalities. It is thus increasingly felt that the European Commission needs to depart from its all-pleasing ‘statements’ and make hard-nosed decisions in order to effectuate its cohesion and regional development objectives which are the overarching ones…(unquote).

A closing note of caution on my use of the word 'superficiality': With remarkable consistency, European institutions involved in the maritime sector have been focusing all along on issues such as safety and environmental protection; issues which, among others, have allowed the proliferation of various monopolies in the port sector. I believe this has not happened accidentally. I believe instead that the focus on the ‘secondary’ has obscured and diverted attention from the ‘primary’, which comprises the ‘politically sensitive’ issues of port pricing; infrastructure financing; state aids; transparency of port accounts; and, finally, a European ‘port governance’ model.

This research focuses on the effect of Portuguese government policies in port management, port strategy and port performance in the period from 2005 to 2015. With the structural equation modeling, we analyzed a sample of 172 observations. Government policies influence the port sector differently. The policies adopted during the period under study produced different effects, especially the national planning policies for investments as well as the central control policy, implemented to make operations and port labor more productive. The main contribution of this paper resides in understanding that it is essential to ensure sustainability conditions for the national port system in an increasingly globalized market where the trend is to be less dependent on the government policies.

Günümüzde, artan küreselleşmenin bir
sonucu olarak, dış ticarette en yaygın kullanılan
taşımacılık modu olan denizyolu taşımacılığının
önemi de son derece artmıştır. Üretimin Batı
pazarlarından, Doğu pazarlarına kaymasıyla birlikte,
Doğu pazarlarında üretilen ürünlerin, Batı
pazarlarına ulaştırılması için yeni yollar arayışına
girilmiştir. Türkiye, Doğu ve Batı arasında bir köprü
görevi gördüğünden, doğru stratejik adımlarla,
gelecekte bir lojistik üssü olma potansiyeline
sahiptir. Dünya konteyner ticaretinin giderek artması
ile birlikte Türkiye de konteyner taşımacılığı
pazarından önemli miktarda pay almaya başlamış ve
konteyner ticaretindeki payını artırmak için
çalışmalar ve yatırımlar yapmaya başlamıştır. Bu
doğrultuda, bu çalışmanın amacı, Türkiye’nin en
önemli limanlarından olan Aliağa ve İzmir
Limanlarını ve bölgenin gelecekteki lojistik
potansiyelini özellikle konteyner taşımaları
açısından incelemektir.

Port-cities form a particular type of urban settlements, in these cities a key infrastructure, the port, has played a crucial role for its foundation, growth and evolution. The presence of the port has in many cases evolved to be the an element of their identity, going beyond the economic motor role or the land structuring functions. These cities have been widely studied from scholars from different backgrounds, such as urban planning, urban geography, economics, planning history or architecture among others. According to Hoyle, one of the most renowned authors, we currently find ourselves in the 6th phase of his evolutionary model. In this phase we should find a renewed link between the port and the city.
Over the last decade we have assisted to some major changes in the port-city interface and the way the different stakeholders act in the transition process. The relation has evolved in several cases from opposition to dialogue, from aggressive change to flexible evolution. In some port-cities the negotiation process led to joint projects with positive outcomes to the city. In others the “business as usual” approach led to problematic negotiation and possible negative consequences for the urban environment.
In order to better understand these changes a research project has been developed. The goal was to study this evolution in the European context. For this reason six study-cases were selected (Oslo, Helsinki, Rotterdam, Marseille, Genova and Lisbon). These cases represent various contexts, have different types of relation between the stakeholders and present distinctive governance models. In order tobetter comprehend their complexity, field trips to each one of them were made with the intention of interviewing representatives of the main actors and making in loco analysis of the practices.
The investigation will take place until the end of 2015. For the congress we propose to present the conclusions of the research project. The main goal is to explain the positive examples, what innovation we can see in the governance, the new role of the key stakeholders and the  new implemented strategies.

This study investigates the probabilities of vessel safety and pollution inspections by type of vessel by the U.S. Coast Guard based upon individual vessel inspections for the years 1992-2001. Probit estimates of vessel safety (versus pollution) inspection equations suggest that fishing, passenger, recreation and tug boats are less (more) likely to be inspected for safety (pollution), whereas tank barges and U.S. flag vessels are more (less) likely to be inspected for safety (pollution). Also, vessel safety and pollution inspection probabilities by vessel type vary by Coast Guard district and time. The probability of a U.S. flag vessel being inspected for safety has increased over the time period of the study. The results bring into question the effectiveness of the Coast Guard in reducing the oil-spill pollution of tank barges and improving the safety of fishing boats.

We evaluate the respective roles, functions and prospects of the 15 Chinese ports, intended to be the 'eastern end' of China's Belt and Road Initiative (BRI). To achieve this, and thus contribute to the future development of BRI, we introduce the concept of sustainable development capability. We employ principal component analysis and analytic hierarchy process to build a model which evaluates the (cooperative) sustainability of the ports, based on four dimensions: capacity of port operations; (ambient) economic conditions; environmental factors; and human intellect and technology (HIT). Sensitivity and cluster analysis are used, to classify the ports into four categories (respective roles): international hub ports, regional hub ports, node ports, and regional gate ports. We hope that the port system we present and assess here will provide guidance to ports and countries, especially in Europe, leading to the right 'port alliances', that could turn BRI into an efficient global transportation system.

Au XVIe siècle Laredo était un des ports les plus actifs des Quatre Villes de la Côte de la Mer, la façade maritime de l'actuelle Cantabrie au nord de l'Espagne. Cet essor cessa à la fin du siècle lorsque le port larédain plongea dans une crise économique profonde et irréversible. Comment expliquer cette trajectoire ?
Le contexte géographique fut un obstacle majeur : la circulation vers l'arrière-pays était difficile à cause de la Cordillère Cantabrique et les infrastructures portuaires étaient particulièrement exposées aux caprices de la mer.
Au XVIe siècle les Larédains jouèrent un rôle essentiel dans le transport de la laine de Castille vers les Flandres et dans l'importation de tissus et de marchandises. Laredo était alors une porte d'entrée pour tous ces produits qui étaient par la suite expédiés par les commettants larédains vers les principales places marchandes castillanes. Les connétables de Castille contribuèrent à l'essor de ce trafic. À la fin des années 1560 la rivalité avec l'Angleterre et les révoltes dans les Flandres paralysèrent les échanges commerciaux et l'économie larédaine déclina progressivement.
Le XVIe siècle fut aussi pour Laredo le temps des armadas. Le port se transforma en base navale d'où la couronne expédiait soldats, matériel et argent pour ravitailler les troupes qui se battaient en Flandres. Mais à partir de 1572 Laredo cessa de jouer ce rôle au profit de Santander qui était un site plus facile à défendre. La présence de ces flottes fut à l'origine de nombreux conflits avec la population locale, mais l'organisation de ces armadas représenta pour de nombreux Larédains une source de revenus lorsqu'ils approvisionnaient les navires, ou effectuaient des réparations diverses.

In the 16th century, Laredo was one of the most active harbours of the Cuatro Villas de la Costa de la Mar, the seabord of the present Cantabria Region in the North of Spain. This growth ceased at the end of the century when the harbour of Laredo plunged into a deep and irreversible economic crisis. How can we explain this reversal/this evolution?
The geographical context was a major obstacle: movement of goods and people to the hinterland was difficult due to the Cantabrian mountain range, and the port infrastructures were particularly exposed to the whims of the sea.
In the16th century Laredo inhabitants played an important role in the transport of wool from Castile to Flanders and in the import of fabric and goods. At that time, Laredo was a gateway for all these products, which were shipped afterwards to the main Castilian marketplaces. The constables of Castile contributed to the development of this traffic. In the late 1560s the rivalry with England and the rebellions in Flanders curbed this trading activity and the economy of Laredo gradually slumped.
The 16th century was also for Laredo the time of the armadas. The harbour transformed into a naval base from which were sent soldiers, equipment and money in order to supply the troops who were fighting in Flanders. But, from 1572, Laredo stopped playing this role in favour of Santander which was an easier site to defend. The presence of the fleet was the cause of several conflicts with local people, but the organization of those armadas was for several people of Laredo a source of income when they supplied ships or when they made different repairs.

Il paper esamina - con aggiornamento al 2007 - i fenomeni di cooperazione portuale o di coopetition in atto. Successivamente l'autore è stato coinvolto - anche dal punto di vista operativo - nella costituzione del NAPA (North Adriatic Ports Association)

"I 2011 gjennomførte Norsk Maritimt Museum en utgravning på et forlissted ved Ulvøysund i Lillesand, Aust Agder. Stedet er værhardt. I brytningen mellom holmer og skjær, tett på storhavet, ved innseilingen til flere uthavner og en skjermet kystnær led, ligger det. Første iøynefallende bevis på at et fartøy hadde gått til bunns her var lasten; to ansamlinger runde, flate stein med hull i. Kvernsteiner. Nærmere bestemt håndkvernsteiner. En bruksting folk var avhengig av for å male sitt korn, skaffe sitt daglige brød hjemme på gårdene. Men òg en handelsvare det opp gjennom historien er skipet ut tonnevis av fra Norges kyster. Det er tale om en riktig lang eksporthistorie.

Så langt konkluderer arkeologiske funn på landjorden rundt Nordsjøbassenget, og undersøkelser ved et av de antatt eldste bruddstedene der kvernstein er hugget ut av fjellet i Norge, at begynnelsen av denne industrihistorien kan tidfestes til 700-tallet e.Kr. (Kresten et al. 1996; Carelli et al. 1997; Baug 2005). Shipping med denne tonnasjen fortsatte ifølge skriftlige og arkeologiske kilder i mer enn tusen år. Det lar seg derfor hevde at et betydelig antall fartøy må ha seilt fra Norge med dette steinproduktet i lasten. På tross av det er svært få forlissteder kjent, og enda færre undersøkt og datert. Øverst på ønskelisten forut for utgravningen ved Ulvøysund, var derfor å forsøke datere denne tidskapselen (Nymoen 2011: 40). Det lyktes vi med.

Resultatene var mildt sagt oppsiktsvekkende. Det er så langt et av få kjente kvernsteinslaster som er datert, og eldst av norske skipsfunn undersøkt med undervannsarkeologiske metoder. Vi har på langt nær kunnet utforske alle resultatene fra utgravningen. Mange analyser, mer feltarbeid og gransking av funnstedet gjenstår. Imidlertid vet vi allerede nå at lokaliteten er uhyre løfterik; egnet til å bringe inn ny kunnskap om sjøfarten i Norge i tidlig historisk tid. At det her kan gis en første beretning om hva vi vet så langt skal fritidsdykkerne takkes for.
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Most port cities have a long history of investment in the waterfront, adapting these spaces to improve the quality of life of its inhabitants and increase the tourist interest of the city, in a 50-year process of waterfront regeneration that started in the late 1960s. Even though one of the drivers of development in today’s port cities continues to be the transfer of knowledge and experiences between different cases, not all these cities have achieved their goals, nor have all done so in a sustainable way. This article exposes a new methodology, motivated by the need to carry out a comparative study of good practices of port–city integration for twelve specific cases. To enable a comparison of intangible realities such as port–city integration, it is mandatory to have a common benchmark to quantify features of cities from different cases. The 3DPortCityMeasure methodology is intended to provide a framework for analysing port-city integration, with results that supply an immediate un...

Container shipping plays an important role for many supply chain systems through its ability to add spatial value to the cargo. Embedded within the container shipping system are competitive elements as well as complementary aspects in inter-container port relationships. The ...

Los puertos marítimos desarrollan una importante actividad económica y ocupan un papel principal en el comercio internacional, siendo motores de desarrollo económico de las ciudades, regiones y países donde se encuentran. Teniendo en cuenta dicha importancia, el presente artículo pretende estudiar la organización y el régimen jurídico de los mismos en la Unión Europea, donde no existe un único modelo portuario sino tres tipos distintos: hanseático, anglosajón y latino. Escogiendo un país que representa a cada modelo (Alemania como máximo exponente del modelo hanseático, Reino Unido del anglosajón e Italia del latino), el artículo analiza las principales características y diferencias entre los tres tipos. Se trata de un estudio de Derecho comparado que ha sido galardonado en el año 2013 con el premio Accésit II Pablo Acero de la Asociación Internacional de Derecho Portuario.

Major accounts of globalisation from a built environment perspective bring global cities and celebrity architects into focus. In this paper, I resist this and give an account of globalisation from the perspective of one of its minor architectures. A minor architecture is not a minor architectural language, but rather one that a minority constructs within a major language, encoding it differently and subverting its prevailing myths. The paper investigates this proposition by focusing on Lamu, the historic Islamic seaport and World Heritage Site on the northern coast of Kenya where a skirmish between local, national and global interests is currently underway over the construction of a new deep-water port. The port is a building site, not only of one of globalisation's major architectures a port, free economic zone and transportation corridor, but also of one of its minor ones, taking shape through the strategies Lamu's organisations are deploying to object it. Through the analysis of Lamu in the longue duréeits coastal geomorphology and historic spatial protocols, I read these strategies as contemporary deployments of those long put to work at Lamu, through which land-and sea-based logics have been entangled.

The Transportation Research Forum, founded in 1958, is an independent, nonprofit organization of transportation professionals who conduct, use, and benefit from research. Its purpose is to provide an impartial meeting ground for carriers, shippers, government officials, consultants, university researchers, suppliers, and others seeking exchange of information and ideas related to both passenger and freight transportation. More information on the Transportation Research Forum can be found on the Web at www.trforum.org.

Since its appearance in 2003, the what has come to be known as “The Erasmus Report” has been making headlines throughout the world. This, mainly due to its finding that “liner shipping conferences have a stabilizing effect on freight rates and are thus a low cost ‘necessary evil’ for trade promotion and for the survival from destructive competition of this most crucial of industries”.

Unfortunately, this result was not to the liking of DG COMP who, as it became clear, had already made its decision to do away with conferences, expecting the Erasmus Report to just rubber stamp its decision. Ten years later (2012) the Report continues to prove how right it was. European shippers now vehemently complain about rate volatility and this is just music to my ears.

En este artículo se analiza el origen y desarrollo de La Paz como puerto comercial a partir de su designación como capital del territorio de la Baja Calfiornia en 1830 y hasta las primeras décadas del siglo XX, periodo durante el cual se consolidaron los principales rasgos mercantiles del sur peninsular.