This paper explores the shifting geography of the port‐city interface in The Netherlands since the mid 1970s, and assesses its current scene. With an eye on port‐urban governance and planning, we ...provide a dynamic account of the forces that have played a major role in the implementation of waterfront redevelopment schemes in Amsterdam and Rotterdam. Our account shows that the power balance between the port authority, the municipal planning office, and the users of the port has shifted. This has compelled urban planners in both port cities to adopt a more incremental waterfront development strategy than they had anticipated, and has given port users more influence on the plans for the current port‐city interface.
Following the geographical ‘Any-Port Model’, urban design has stipulated and enforced the disunion of port and city over the recent decades. In conjunction with other disciplines, the emphasis has ...laid at dislocation of production activities in favor of logistic-productive dynamics. At the same time, professional focus was on the urban areas where most citizens are. While this practice has led to redevelopment of abandoned harbor areas too, foremost the approach stimulated stronger physical boundaries between lived city and the remaining and new harbor areas. This article describes the application of the dominant model in Rotterdam over the recent decades, on the base of literature review, and, it confronts this with the concepts of Rotterdam which are in the minds of professionals-in-training, through method of ‘mental mapping’. On the one hand, mainly harbor areas are memorized when respondents are asked to draw the port-city of Rotterdam, even though its efficient port infrastructure makes public space in these areas rare, and most harbors are located behind inaccessible borders. On the other hand, civic areas, which have a refined network of public spaces and are places for daily life, reveal also all kinds of tangible and intangible signs and symbols related to characteristics of the port-city when memorized; even more. Various elements, linked to water-land or the flows of goods, people, and ideas, dominate the minds of the people when they think of Rotterdam in general. These outcomes reconfirm the unique unity of port and city and provide a way to find an alternative or supplementary model accepting the complex nature of port-cities.
Many scholars in the field of architecture, urban planning, transportation, geography, economics and sociology have studied port-cities from different perspectives. Yet, the majority of literature on ...this topic is concerned about the Developed Western and East Asian World. With the aim to contribute to the existing studies and to fill this gap in the literature, this paper makes an attempt to study an example in the fast-developing Arab States in the Middle East, which has recently drawn a particular attention among the scholars. Dubai provides an interesting case study, as it currently hosts the major transhipment hubport of the region. Centred on a single case-study approach, a four-phase model is hypothesized as a tool to investigate the changing spatial and functional dynamics at the port-city interface from the 1900s to the 2010s. The argument is based on a reciprocal relationship between the port and the city, since the advent of a free port. Historically the port has been the economic backbone. Consequently the Creek dredging and newly constructed ports integrated with ancillary infrastructures (such as FTZs) have played an important role in boosting the growth. Some concluding remarks underline the main trends in Dubai's port-city development, compared to the existing European and Asian models. This dynamic evolution is influenced by internal factors, such as oil revenues and governmental strategies, as well as external ones, like the regional and global forces. Despite sharing common features with the Asian consolidation model, this study suggests that Dubai may demonstrate a particular pattern of port-city development.
As an important node of transportation network, it is the mainstream trend to improve the development quality of port city and build a high-quality port city. Based on the perspective of flow space, ...from the two dimensions of "dynamic" and "static" , this paper explored the characteristics and types of comprehensive development quality of 47 coastal port cities, and put forward countermeasures and suggestions. The results showed that: (1) The comprehensive development quality of each port city formed a relatively reasonable gradient distribution, but the driving role of the core port city and the ability of cooperation and mutual assistance among the port cities needed to be improved; (2) The comprehensive development quality of China's port cities can be divided into four types: very high, high, average and low. The number of low type port cities was much higher than that of very high type port cities, and the comprehensive development quality of China's port cities wa still not optimistic; (3) From the inte
Over the past decade, rapid urbanization and significant regional population migration have led to profound changes in the urban geography along the Maritime Silk Road (MSR) route. However, current ...research still lacks quantitative investigations into urban development under the backdrop of the MSR initiative, as well as discussions on the mechanisms and policy effects of the MSR initiative on regional urban development as a whole. Drawing upon theories and methodologies from various disciplines such as urban geography, urban economics, and political geography, this study quantifies the development changes of MSR port city clusters (PCCs) at different research scales. From 2000 to 2020, PCCs along the MSR route have all exhibited positive expansion, with an average annual growth rate of 5.2 %, accompanied by a rapid increase in NTL values. Rapid urbanization exhibits significant regional disparities, with Southeast Asian PCCs gradually emerging as hotspots for urban expansion, and the NTL centroid rapidly shifting southeastward at a speed of 27 km/year. Spatial change analysis results effectively demonstrate the temporal and spatial alignment between urban development and the MSR initiative. Some newly established small cities are emerging along the MSR route and have the potential to become new locations for rapid urbanization. DID models were constructed to illustrate the positive role of the MSR in driving urban expansion and development, with population, port connectivity, and Chinese investment playing significant roles. Furthermore, this study emphasizes the importance of selecting the appropriate research scale for studying urban development under policy influences. The choice of urban scale must maximize the representation of policy or planning characteristics, with studies at the PCC scale being more representative of the MSR initiative compared to national-scale studies. This study provides new insights into the development changes of port cities at different scales along the MSR initiative and sheds light on the selection of research scales for urban issues under policy influences.
•Provides new insights into scale selection: PCCs scale is more representative of the MSR than the scale of national cities.•MSR significantly advances urbanization, population growth, external connectivity and Chinese investment playing key roles.•Urbanization and the proposal of the MSR show spatiotemporal consistency, with the urbanization centers splitting into two clusters around 2013.
The global concern for the level and sources of urban surface soil pollution has been increasing. In this study, we assessed the efficacy of the environmental magnetic method in identifying the ...sources of urban surface soil pollution in Ningbo, a prominent city in China. To achieve this, magnetic and geochemical measurements were performed on surface soil samples collected from 114 designated sites， supplemented by polarizing microscope observations. The mass-specific magnetic susceptibility values (χlf) exhibited a wide range, spanning from 25.45 to 1903.85 × 10−8m3kg−1, with an average of 295.45 × 10−8m3kg−1. Notably, lower magnetite concentrations were identified in the urban center, contrasting with higher values observed in the peripheral industrial areas. The average concentrations of Cu, Pb, Zn, and Ca were much higher than the background values. Anthropogenic sources such as traffic emissions, construction dust, and industrial processes emerged as the predominant contributors to surface soil pollution in Ningbo. Fuzzy cluster analysis was employed to discern possible relationships between magnetic properties and pollution sources. The results indicated three categories of pollution. Cluster 1 is related to natural (lithogenic and pedogenic) magnetic mineral sources, and the samples contained abundant quartz or feldspar. Notably, these samples are largely unpolluted. Cluster 2 is associated with a combination of natural and anthropogenic sources. Cluster 3 is dominated by spherical magnetic particles formed by high-temperature combustion. In Cluster 3 topsoil samples, ascertained to be contaminated through magnetic analysis, a significant Spearman correlation was observed between magnetic parameters and Cu, Cr, and Fe. In conclusion, magnetic properties provide a swift and effective method for characterizing surface soil pollution in Ningbo, enabling the tracing of sources for trace metals in the surface soil.
•Magnetic methods aid in distinguishing the topsoil pollution in port city.•Anthropogenic inputs are the most important sources of surface soil pollution in Ningbo.•Magnetic spheroids were observed in the soil particles from traffic and industrial source.
A port–city interface can be characterized as an area of conflicts between port development and city land-uses. Unfortunately, most research is limited to a technical and managerial perspective on ...port development and focuses less on the impacts on the communities in the area. This paper offers a new direction to acknowledge the impacts of port development on the community by borrowing from literature on rural–urban fringes, as there are similarities between the port–city interface and the rural–urban fringe as areas with conflicting interests. The port community is divided into the community of interest and the community of place. Based on this, a set of implications arising from how the community might experience the impacts of port development is presented. These implications are operationalized in a case study of the expansion of Tanjung Priok Port in Jakarta, Indonesia. The findings are differentiated for the four most prominent communities that are vulnerable to the impacts, namely fishermen, port workers, seafood processors, and industrial and other types of workers. They are likely to experience two indirect effects of the port development, namely resettlement and loss of livelihoods. This shows how vulnerable the communities living on the edge of the new development are, mainly due to their livelihoods’ dependency on the blurry boundaries between port and city.
•The literature on port-city interface has so far barely looked at the interests of local communities.•The communities on the vicinity area of new port development are vulnerable and at high risk of social disruption.•It is mainly due to their livelihoods’ dependency on the blurry boundaries between port and city.•Focusing on these communities will enable policymakers to map the actual impacts of new port development on society.
Acre is a port city in the north-western part of Israel, with a history that goes back more than 4000 years. Being inscribed on the World Heritage List, the Old City of Acre preserves the urban and ...architectural elements of a historic town. Its outstanding value relies on the Crusader remnants preserved under the Ottoman city, showcasing the dynamism and continuous change of Mediterranean port cities. Moreover, the presence of various religions: Judaism, Christianity, Islam, and Bahai, adds to its complexity, expressed as monuments and religious sites that enrichen Acre’s cultural heritage. The dramatic change in values over the past decades has a direct impact on the built environment and the citizen’s lifestyles, in some cases jeopardising the physical elements and drastically influencing people’s lives. This paper aims to analyse the changes linked to the sea: livelihoods, tourism, and recreational use; and the change of use of the khan, as both the sea and the khan are constant elements in the city. The analysis of these processes serves as the starting point to identify changes in values which can enhance development or promote gentrification, and in the case of Khan Al-Umdan and its vicinity, we aim to recognise the lights and shadows that followed the adaptive reuse evaluation procedure, and the influence of the multiple narratives in its development. The conclusions will provide a solid base on which to develop a methodology on the one hand, identify changing processes, such as gentrification; and on the other, to evaluate adaptive reuse alternatives of cultural heritage in contested societies and changing values.
The port–city relationship is not only one of the major contradictions in the development of port cities but also an important factor that affects the sustainable development of coastal areas. ...Therefore, determining the port–city relationship and identifying the mode of port–city interaction are difficult yet popular topics in research on port cities. The argument is based on a reciprocal port–city relationship. This study uses the main coastal port cities in China as research objects to propose the dynamic centralisation index (DCI) of port–city relationship based on the relative concentration index and to verify its effectiveness. In accordance with the measurement and classification of port–city relationships between 2001 and 2015, we discuss the influences of port sizes and internal structural changes on the port–city relationship. In addition, we use the impulse response function to explore the mechanisms of different types of port–city relationships. The primary objectives of this study are as follows: (1) to propose a new measurement model of port–city relationship that fully reflects the relationships of port sizes and structural changes to urban development; (2) to use the DCI model to classify port–city relationships, explore the change characteristics of different types of port–city relationships and further verify the validity, sensitivity and applicability scope of the DCI model and (3) to determine the manifestation of port–city interaction and identify its dominant factors in different port cities. The strength or tendency of port–city relationships is not directly related to port or city size but is closely associated with underlying issues, such as the development stage of port or city and the relationship between port and hinterland.
•Proposes new measurement model reflecting port sizes and structural changes•Strength of port–city relationships is not related to port or city size•Strength of port–city relationships is related to development stage of port or city.•Relationship between port and hinterland is closely related to port–city strength.
The progressive deindustrialisation of many western cities since the 1980s has led to many industrial zones linked to port activities being abandoned or falling into disuse. Cities such as Barcelona, ...Naples, Lisbon, Amsterdam, and Hamburg have port industrial complexes of high tangible and intangible heritage value that could totally or partially disappear, resulting in an irreparable loss of their scientific, architectural, social, technological, and historical values. With that in mind, Adaptive Reuse (AR) of the built heritage allows the industrial memory of the ports to be preserved by turning them into new functional centres within the existing urban structure. That occurs in the context of the contemporary challenges of those cities, such as touristification, the circular economy and climate change, while guaranteeing the life cycle of those buildings. This article analyses two case studies—the Nederlandsche Scheepsbouw Maatschappij (NDSM) and the Rotterdamsche Droogdok Maatschappij (RDM) shipyards, both in the Netherlands—in order to contribute to the knowledge of AR of Port Industrial Heritage. They are two examples of good practices in port industrial heritage interventions, where the factors behind their acclaim can be easily highlighted. A multi-scale methodology is therefore used and tailored to the case of port industrial heritage, based on analysing previous studies of the heritage in different spheres and on different scales. A relationship matrix tool is thus defined. It enables a comparative study to be conducted, using key variables and indicators, and considering qualitative and quantitative data. That provides extensive output information for each case study, which is summarised in the most favourable factors for the success of the AR of this port industrial heritage.
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