The port—City interface: Trends, problems and examples

Hoyle, Brian

doi:10.1016/0016-7185(89)90026-2

Cited by 246 publications

(190 citation statements)

References 10 publications

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“…The effects of transport revolution, post-industrialization, and globalization on New York"s port industry are also reflected in its demographic growth (from 2.3 million people in 1850 to 7.5 million people in 1990) and its decline in transshipment of goods (from 115 million tons in 1979 to 41 million tons in 1995). The case of New York confirms in some way the model of port-city interface evolution proposed by Hoyle (1989), suggesting successive stages of port-city separation and redevelopment. However, this model does not include recent stages or differing evolution in specific regions.…”

Section: Port-city Interface As a Witness Of Global Changessupporting

confidence: 82%

“…Radical technological changes in the shipping industry have forced port facilities to relocate from the urban core to more suitable locations (Hoyle, 1989). These changes have also led post-industrialized cities to redevelop their obsolete ports and industrial facilities, leading to a global phenomenon in waterfront redevelopment (Hoyle, 2000), for example, London"s Dockland and Boston"s Charlestown Navy Yard.…”

Section: Port-city Interface As a Witness Of Global Changesmentioning

confidence: 99%

“…These changes have also led post-industrialized cities to redevelop their obsolete ports and industrial facilities, leading to a global phenomenon in waterfront redevelopment (Hoyle, 2000), for example, London"s Dockland and Boston"s Charlestown Navy Yard. This corresponds to new urban policies (Savitch, 1988) concerning physical planning and urban renewal in the 1970s and 1980s (Hoyle, 1989;Rigby, 1994 and1996;Gordon, 1997a and1997b).…”

Section: Port-city Interface As a Witness Of Global Changesmentioning

confidence: 99%

“…However, Hong Kong and Singapore are not yet fitting in the functional and spatial models of Murphey (1989) and Hoyle (1989). Port and city remain strongly linked and interdependent in the two cases, through a constant renewal of this dynamic by seeking new opportunities at different levels: hinterland expansion for Hong Kong, global terminal network construction for Singapore (PSA).…”

Section: The Experiences Of Hong Kong and Singaporementioning

confidence: 99%

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A tale of Asia’s world ports: The spatial evolution in global hub port cities

Lee¹,

Song²,

Ducruet³

2008

Geoforum

191

134

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Globalization and transport revolution, 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.

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Section: Port-city Interface As a Witness Of Global Changessupporting

confidence: 82%

Section: Port-city Interface As a Witness Of Global Changesmentioning

confidence: 99%

Section: Port-city Interface As a Witness Of Global Changesmentioning

confidence: 99%

Section: The Experiences Of Hong Kong and Singaporementioning

confidence: 99%

See 2 more Smart Citations

A tale of Asia’s world ports: The spatial evolution in global hub port cities

Lee¹,

Song²,

Ducruet³

2008

Geoforum

191

134

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“…Various authors suggested that one of the most critical elements infl uencing seaport performance is the port reformation process and the overlap between public and private ownership [6,8,9,11,12,18].…”

Section: Introductionmentioning

confidence: 99%

Management of seaport real estate stock in relation port – marine city

Dawidowicz¹,

Klimach²,

Szpara³

2017

geom

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Abstract:The issue of managing real estate seaport stock is multidimensional. The issue requires taking into account not only the location and economic factors but also the aesthetic. The aesthetic factor is closely linked to the behavior of spatial order in the port-city. The key task in this area is satisfi ed by the manager's seaports. In this paper, the authors analyzed the real estate seaport stock management system in Port of Gdansk (Poland). The system operates under diff erent laws; in particular, the Act of 20 December 1996 on Ports and Harbors [2] and other. The aim of this article is to identify some activities of the Port of Gdansk Authority SA in the context of the Act on Ports and Harbors as they relate to the functionality of the management of the port real estate in the city of Gdansk as well as to identify factors that aff ect the current management of port real estate.Results of the analysis showed the procedures of the current and prospective resource management and the need to create a real estate stock management system. The authors pointed out the directions of sustainable management of the seaport real estate stock on the basis of the focus research. An innovative approach to this issue is to indicate the method of collecting data for the management of a specifi c resource that is a resource of port real estate. Port of Gdansk is a corporation that combines the duties of space management and conducts activities related to maritime transport.

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The City–Port Relationship in the Metropolitan Fabric

DEBRIE

2023

Globalization and Dynamics of Urban Production

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The port—City interface: Trends, problems and examples

Cited by 246 publications

References 10 publications

A tale of Asia’s world ports: The spatial evolution in global hub port cities

A tale of Asia’s world ports: The spatial evolution in global hub port cities

Management of seaport real estate stock in relation port – marine city

The City–Port Relationship in the Metropolitan Fabric

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