Journal articles: 'Of Ports and Trade'

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Ircha, Michael C., and Jeff Wood. "Canadian ports-external challenges and reform." Canadian Journal of Civil Engineering 26, no. 6 (December 1, 1999): 818–26. http://dx.doi.org/10.1139/l99-053.

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The federal ports system in Canada faces considerable challenges and opportunities from the rapidly changing international trading environment in which they operate. Global trade has grown as a result of tariff reductions and removal of non-tariff barriers emanating from successive rounds of GATT trade discussions. Ports in Canada and the U.S. have been pressured to improve productivity to handle increasing amounts of cargo in a timely manner. Trans-border trade continues to grow due to the FTA and subsequent NAFTA. However, most continental trade is transported by surface mode to the detriment of ports and the coastal trade in both countries. Improvements to transport technology and economic deregulation challenge ports due to the growth of an integrated intermodal system serving a continental transportation network. Such integrated intermodalism enables the diversion of containerized cargo through load-centre ports in both countries. The many challenges facing Canadian ports are partly driving the current port reform process. Steps have been taken over the past several years to involve the Canadian transportation industry in the development of a national marine policy. The Canada Marine Act, which recently was given royal assent, shifts major commercial ports towards a more businesslike setting. However, this may not be enough, as ports need to be freed from the strictures of the federal government to operate independently in a continental competitive transportation environment.Key words: ports, international trade, shipping, technology, deregulation, reform.

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Jerzyło, Patrycja, Aleksandra Wawrzyńska, and Leszek Smolarek. "Logistic conditions of spatial planning of urbanized areas for the development of inland navigation." WUT Journal of Transportation Engineering 126 (September 1, 2019): 15–27. http://dx.doi.org/10.5604/01.3001.0013.6271.

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Spatial planning is a derivative of several environmental, economic, market, technical, social, and political factors. In spatial planning of inland water ports, the configuration of the land surface, i.e., its shape (relief), and the presence and mutual location of objects and points of characteristic water ports are assumed as the main factors. Also, the port's planning, the planned structure of trade in goods, forecasted ship traffic, communication routes, applicable transshipment technology, and the anticipated demand for the development of shipping and inland waterway trade are of great importance in spatial planning and location. The article describes the criteria of logistic conditions for planning the inland port's location and transport accessibility in the lower section of the Vistula River. The intensity of vessel traffic, port spatial planning, and economic assessment were assessed.

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Hilmola, Olli-Pekka, and Andres Tolli. "Growing Trade, But Slowing Unitized Short Sea Shipping: Analysing Finland and Germany." Transport and Telecommunication Journal 20, no. 1 (February 1, 2019): 82–91. http://dx.doi.org/10.2478/ttj-2019-0008.

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Abstract In this research is being analyzed trade relationship and unitized maritime cargo between Germany and Finland. Focus in longitudinal analysis (2001-2017) is on maritime transport, and particularly within the development of different Finnish sea ports in unitized German cargo handling. Trade has been significantly growing over the decades and is on record highs in the most recent year (2017). Germany has also become largest trade partner of Finland. However, after 2003 trade bas been on growing deficit path, and is currently more than one billion deficits for Finland. Rather surprisingly, unitized cargo flows are not growing as much as trade suggests. Still best years are from time before Global Financial Crisis (GFC). Some sea ports in Southwest of Finland have been on clear declining path, while largest sea ports could be considered as somehow sustaining in volumes. Growth is on some smaller and mid-sized sea ports, which have direct regional need for German trade. Hinterland transports through Baltic States must have taken share of direct maritime transports from Finnish sea ports.

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Grainger, Andrew. "Trade and customs compliance costs at ports." Maritime Economics & Logistics 16, no. 4 (April 24, 2014): 467–83. http://dx.doi.org/10.1057/mel.2014.8.

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Ariwibowo, Gregorius Andika. "Commodities, Ports, and Asian Maritime Trade since 1750." Lembaran Sejarah 12, no. 2 (February 27, 2018): 198. http://dx.doi.org/10.22146/lembaran-sejarah.33467.

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Maciel, Regina Heloisa, Taise Araújo Lopes, and Rosemary Cavalcante Gonçalves. "Ports modernization and its influence on trade unions." Work 41 (2012): 5775–77. http://dx.doi.org/10.3233/wor-2012-0948-5775.

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O'Connor, Kevin. "Australian ports, metropolitan areas and trade‐related services." Australian Geographer 20, no. 2 (November 1989): 167–72. http://dx.doi.org/10.1080/00049188908702988.

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Hamano, Masashige, and Wessel N. Vermeulen. "Natural disasters and trade: the mitigating impact of port substitution." Journal of Economic Geography 20, no. 3 (August 2, 2019): 809–56. http://dx.doi.org/10.1093/jeg/lbz020.

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Abstract We study the effect of natural disasters on port-level exports. We model the interaction between firms and ports to study how strongly exports from one port are affected by changes in the cost of exporting at neighboring ports. We extend the standard trade model with heterogeneous firms to a multiple port structure where exporting is subject to port specific local transportation costs, port specific fixed export costs and international bilateral trade costs. We show that gravity distortion due to firm heterogeneity is conditional on the comparative advantage at the port level and resulting substitution of exports across ports. We present evidence of the substitution effect using the 2011 Great East Japan Earthquake, indicating that at least 40% of exports was substituted to other ports following the disaster. The substitution effect is the strongest in technology intensive product categories, which suggests an interaction between supply chains and domestic trade costs.

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Ribeiro da Silva, Filipa. "The slave trade and the development of the Atlantic Africa port system, 1400s–1800s." International Journal of Maritime History 29, no. 1 (February 2017): 138–54. http://dx.doi.org/10.1177/0843871416679116.

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Scholarly work on the transatlantic slave trade has tended to focus on the volume, conditions and the profits of this hideous commerce and its demographic, economic and social impact on the coastal areas of Atlantic Africa. Much has therefore been published about the history of specific ports and coastal regions, but still little is known about the contribution of the slave trade to the overall formation and shaping of the Atlantic Africa port system and its regional port sub-systems, the links between various ports, their commercial struggles, and the variable factors that conditioned changes in their role within the system. This study will partly address these issues by examining how the slave trade, in conjunction with other local, regional and international economic and political dynamics, contributed to the rise and fall of ports in Atlantic Africa and helped shape its port system. In doing so, the analysis is based on shipping information gathered from the Trans-Atlantic Slave Trade Database, and on the specific literature on various slave ports in Atlantic Africa.

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Tazzara, Corey. "Port of Trade or Commodity Market? Livorno and Cross-Cultural Trade in the Early Modern Mediterranean." Business History Review 94, no. 1 (2020): 201–28. http://dx.doi.org/10.1017/s000768051900120x.

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This article critiques the application of Karl Polanyi's port of trade model to the development of Livorno, which has often been ascribed to commercial brokerage across cultural, political, and ecological frontiers. Livorno's neutrality during times of war and its position in the corsair and privateering economies would appear to support just such an interpretation of Livorno's growth. Nevertheless, while such interstitial roles were real, by the 1640s they were subordinate to the larger currents of regional and long-distance trade. Livorno's development is better explained with reference to the rise of commodity markets as entrepôts for managing far-flung distribution networks. The Tuscan port's rapid rise should be understood as an integral phenomenon of early modern capitalism, more akin to places such as London or Amsterdam than to the ports of trade studied by Polanyi.

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Barros, Cristiane Ferreira da Silva, and Cleyton Miranda Barros. "Suitability of Brazilian ports to international standards of port needs: a case study in the port of Salvador." Journal of Transport Literature 7, no. 4 (October 2013): 23–49. http://dx.doi.org/10.1590/s2238-10312013000400003.

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The objective of this paper is to identify what requirements must meet Brazilian ports to suit the demands of the international market. To meet this goal the study discusses the evolution of the law from port modernization of ports and port participation in the Brazilian transportation system. It also discusses the major theories of international trade and theories of competitive strategies, utilizing the contributions of Adam Smith, David Ricardo, Michael Porter and Klaus Esser. The study makes a comparative analysis of the major ports in Latin America, identifying their position in the standings port in accordance with the guidelines established by the United Nations Conference on Trade and Development - UNCTAD, and makes a case study of the Port of Salvador, highlighting aspects such as organizing logistics and port infrastructure in identifying which generation port this port is the guidance from UNCTAD. The paper provides scientific contributions to the revision of theories dealing with international trade and shows the position of ports in Latin America in comparison.

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Salameh, Ali, Sergey Aleksandrovich Kargin, and Bachar Ahmad. "Syrian sea ports and their global indicators." Vestnik of Astrakhan State Technical University. Series: Marine engineering and technologies 2021, no. 2 (May 31, 2021): 99–108. http://dx.doi.org/10.24143/2073-1574-2021-2-99-108.

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The article considers the role of the seaport in the economy and politics of the state. There are listed the main functions of seaports: trade, transportation, employment, industrial, fiscal, and political functions. The important role of the seaports of Syria in improving the quality of transport support for foreign trade activities was noted. The favorable geographical position of the Syrian ports on the Mediterranean coast determines a significant role in international maritime trade between European and Oriental countries. The statistical data on the seaports of the Syrian Arab Republic in the cities Latakia and Tartus have been analyzed. The dynamics of the volumes of containers transshipped through the seaport of Latakia, as well as through the seaport of Tartus is considered. A comparative analysis of the dynamics of the traffic volumes between both ports was carried out. The pace of development in the work of the Syrian ports is being studied on the basis of the GCI (The Global Competitiveness Index) and the liner shipping service index. Comparison of the liner shipping service index between Syrian ports and ports of neighboring countries has been made. The international rating of Syrian ports is presented in comparison with the rating of the nearest ports in the region by infrastructure. Conclusions are made about the low rating of Syrian ports in comparison with competing countries and international ports in general. There has been found the necessity of a detailed study of the reasons for the low competitiveness of the Syrian ports, including the crisis of 2011, rupture of relations between Syria and many countries of the world, economic sanctions against Syria, etc., in order to further develop measures to increase the competitiveness of Syrian seaports.

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Alam, Khalid Mehmood, Xuemei Li, and Saranjam Baig. "Impact of Transport Cost and Travel Time on Trade under China-Pakistan Economic Corridor (CPEC)." Journal of Advanced Transportation 2019 (February 25, 2019): 1–16. http://dx.doi.org/10.1155/2019/7178507.

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China is the second biggest economy in the world and almost 40% of its trade in 2016 is transported through the South China Sea. China needs a small, secure, and low-cost path to trade with Europe and the Middle East and China-Pakistan Economic Corridor (CPEC) is a feasible solution to this requirement. This research analyzes the effect of CPEC on trade in terms of transport cost and travel time. In addition, the study compares the existing routes and the new CPEC route. The research methodology consists of qualitative and descriptive statistical methods. The variables (transport cost and travel time) are calculated and compared for both the existing route and new CPEC route. The results show that transport cost for 40-foot container between Kashgar and destination ports in the Middle East is decreased by about $1450 dollars and for destination ports in Europe is decreased by $1350 dollars. Additionally, travel time is decreased by 21 to 24 days for destination ports in the Middle East and 21 days for destination ports in Europe. The distance from Kashgar to destination ports in the Middle East and Europe is decreased by 11,000 to 13,000 km.

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Efimova, Elena, and Svetlana Vroblevskaya. "Are Eastern Baltic Ports the drivers of Eurasian trade?" International Journal of Management and Economics 55, no. 3 (September 30, 2019): 268–81. http://dx.doi.org/10.2478/ijme-2019-0014.

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Abstract Since “Belt and Road initiative” (BRI) has been launched, the major volume of academic studies focus on the consideration of Eurasian land and maritime transport routes. Experts on Chinese foreign policy and geopolitical strategy emphasize possible positive and negative aspects of the initiative for the states involved. The business and political circles from Eastern Baltic Sea region are looking for possible ways to attract cargo to its ports. Yet, the possible transformations of Chinese foreign trade flows in the context of BRI are now under academic consideration. We focus on the evaluation of ports’ possibilities to handle Chinese cargo. The key issues of our study include the choice of cargo transportation routes and opportunities to attract Chinese investment to expand port and logistics infrastructure. The methodology of the research is based on statistical data analysis for the further comparison of transport routes. Our empirical results demonstrate that Eastern Baltic Sea ports can attract little part of Chinese trade flows.

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Seshan, Radhika. "Intersections: Peoples, ports and trade in seventeenth-century Surat and Madras." International Journal of Maritime History 29, no. 1 (February 2017): 111–22. http://dx.doi.org/10.1177/0843871416679118.

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The article discusses the ways in which, in the seventeenth century, as India drew the attention of more Europeans, both as private traders and as part of larger east India companies, networks of contacts were established. Two ports in particular, Surat and Madras (now Chennai), became points of intersection of Europeans and Asians, through the multi-pronged trade networks that linked these two ports to other ports in the Indian Ocean world, through traders from across regions. Focus is on the English in particular, as their main port of trade for Mughal North India was Surat, and Madras, their first fortified establishment on the coast of India.

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MEZINA, L. V. "PARAMETERS AND FACTORS OF ENSURING COMPETITIVE STABILITY OF THE PORT SECTOR OF UKRAINE." Economic innovations 20, no. 2(67) (June 20, 2018): 158–67. http://dx.doi.org/10.31520/ei.2018.20.2(67).158-167.

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Topicality. The expediency of the development of scientific regulations is related to the main problems of achieving the competitiveness of the sea trade ports of Ukraine in the maritime trade market, first of all with the necessity: to achieve the adequacy of the technical and economic level of the stevedoring operators to the requirements of the environment; compliance with national needs and multimodal transport systems; support of national zones of international transport corridors; development of theoretical and methodological foundations for the competitive positioning of national maritime trading ports, taking into account the conditions of integration and globalization.Aim and tasks. The purpose of the article is to clarify new trends in the system of competitive positioning of sea merchant ports, to systematize the parameters of the competitiveness of national maritime merchant ports and to substantiate the factors of effective development of Ukraine's port infrastructure.Research results. The condition and conditions of the competitive development of Ukrainian seaports in the system of maritime trade market are analyzed. The assessment of the port infrastructure of the national terminal operators is given and the development trends and perspectives of the competitive positioning of the national stevedoring operators are grounded. The system factors and parameters of functioning of marine transport enterprises are grounded. The dynamics of cargo turnover of the largest container ports of Europe for the period 2015-2017 is presented and the main tendencies of development of container terminals of the world economy are revealed. The evaluation of the competitive functioning of state and private national stevedoring operators and the identification of the problem of economic stability of sea trading ports in the system of competitive positioning in the regional maritime trade market was conducted. The estimation of the relation between the profit rate and the cost of loading and unloading works of the largest ports of Ukraine is presented and given, and the change in the structure of the cargo traffic of sea ports of Ukraine under the influence of new trends in the world maritime transport industry is analyzed.Conclusions. The systematic parameters of the competitiveness of Ukrainian seaports in the maritime trade market system are substantiated and the main principles of achieving the normalized economic results of functioning of the sea commercial ports of Ukraine are substantiated. The information-logistic model, which characterizes the influence of external conditions on the competitive positioning of national sea commercial ports, is presented. The main features of the competitiveness of national stevedoring operators are revealed. The new tendencies in the system of competitive positioning of the sea commercial ports of Ukraine are specified, factors of competitive stability of the port infrastructure under the conditions of risk and uncertainty are grounded. The revealed standards and restrictions of development of the port infrastructure of the national maritime trading ports in the system of globalization and integration.

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Signoret, José E. "On Cargo Security Measures and Trade Costs." Global Economy Journal 11, no. 3 (September 2011): 1850234. http://dx.doi.org/10.2202/1524-5861.1733.

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Can tighter cargo security measures lead to higher trade costs and increased trade frictions? This paper examines the impact of the Container Security Initiative (CSI), implemented by the United States in several foreign ports after the September 11 terrorist attacks. It analyzes monthly data for all containerized U.S. imports from 1999 to 2006, by foreign port and country of origin. The analysis exploits these longitudinal data at the port-level and the varying starting dates across CSI ports to identify the causal effect of the initiative. While higher import charges over time are observed, the results find no significant evidence of a “CSI effect” on either import costs or import flows.

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Rinardi, Haryono, and Yety Rochwulaningsih. "Inter-islands Dynamic Economy: Colonial Policy on the Indonesian Ports Development for International and Domestic Shipping During Colonial Times." Journal of Maritime Studies and National Integration 4, no. 1 (June 13, 2020): 33–44. http://dx.doi.org/10.14710/jmsni.v4i1.7899.

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As a capital-intensive transport technology linked to industrialized economies, ports become more essential economic infrastructure for developing periphery. Using the historical method, this article examines the relations between ports construction and the development of the voyages of the Indonesian archipelago, which was before called the Dutch East Indies. Based on the results, the port's construction caused by several factors. First, the colonial government wanted to reduce Singapore's role as an entre-port for the Dutch East Indies shipping activities, so that several ports been developed in the outer islands of Java. Second, ports development in outer islands became one of the Dutch economic expansions. Third, to relinquish reliance on foreign shipping companies, the colonial government then developed KPM and gave a monopoly right of shipping across the islands. Fourth, the utilization of modern ship engines in shipping led the growing up international voyages and had prompted the government to develop ports. Another interesting finding from this article is the relation between shipping and trade, the port constructions in various parts of the Dutch East Indies has encouraged trading networks developed in the area.

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Ko, Ilhong. "Crafts Production at Trade Ports, Hubs of Civilization Exchange." Asia Review 8, no. 2 (February 28, 2019): 105–37. http://dx.doi.org/10.24987/snuacar.2019.02.8.2.105.

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Walker, Jim. "Factors Affecting International Trade through Scottish Ports, 1967–79†." Maritime Policy & Management 12, no. 3 (January 1985): 227–39. http://dx.doi.org/10.1080/03088838500000029.

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Grossmann, Harald, Alkis Otto, Silvia Stiller, and Jan Wedemeier. "Growth Potential for Maritime Trade and Ports in Europe." Intereconomics 42, no. 4 (July 2007): 226–32. http://dx.doi.org/10.1007/s10272-007-0223-x.

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Sabaydash, Marina Vladislavovna. "Retrospective analysis of the USSR sea trade ports operation in conditions of new economic policy (1921-1928)." Vestnik of Astrakhan State Technical University. Series: Economics 2020, no. 1 (March 31, 2020): 78–90. http://dx.doi.org/10.24143/2073-5537-2020-1-78-90.

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The article highlights the specific features of implementing the new economic policy in the seaports of the USSR. The general laws of economic development of the commercial sea ports during the NEP period have been formulated. Statistical data on port capacity from the UK, Germany, Italy, the Netherlands, the USA, and France were used for the first time, and an assessment of the economic development of domestic sea ports was made in comparison with the above countries. It was stated that the drop in cargo turnover of the Soviet ports in relation to 1913 was the most significant, and the post-war restoration was slower in comparison with European ports, with the railway and inland water transport of the USSR. It was proved that the decrease in port turnover in the USSR was a consequence of a decrease in the foreign trade volume and short sea shipping. Maintaining the state monopoly of foreign trade, which in the NEP period transformed into the state capitalism, negatively affected outward and inward trade. The intensity of coastal shipping service grew slowly due to the low specialization of the regions. The seaport management system was studied; its centralization and similarity with the port management system of the Russian Empire were stated. There have been presented the study results of property relations in seaports. It was determined that the landowners in the ports were state departments represented by central ministries (people's commissariats), the owners of other property were state and sectorial governmental bodies, joint-stock companies with a predominance of state ownership. Sea trade ports were funded from the budget of the People's Commissariat of Communication Means. Port financing was ten times less than financing of railways and several times less than inland water transport financing

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Ranade, Prabha Shastri. "Impact of Infrastructure Development on the Ports of India's Western Coast." Foreign Trade Review 37, no. 3-4 (October 2002): 69–84. http://dx.doi.org/10.1177/0015732515030304.

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Commissioning of Konkan railway along the west coast in January 1998 was a major step towards infrastructure development in India. Completion of Konkan railway has provided impetus for the development of the coastal areas by connecting the major ports. The ports which are directly benefited by the completion of Konkan railway are: JNPT (Nhava Sheva), Mormugao and Mangalore. This paper aims to study the impact of infrastructure development, i.e. commissioning of Konkan railway on these three ports. The imports and exports from these ports prior to construction of Konkan railway are compared with the latest (2000-01) statistics of import and export. The changes in the volume and composition of traffic of these ports as a consequence of their increased accessibility are analysed. The share of the three ports in India's export trade is much more than in its import trade. Over half of India's exports of iron ore, over one third of the country's exports of POL products and one fourth of the exports of other liquids were handled by these three ports in 2000-01. Our analysis reveals that infrastructure development at and around the ports of western coast has a positive impact on the traffic handled by these ports. Value and volume of traffic handled by these ports have increased. With the improvement in infrastructure facilities for handling the specialised cargo, the import and export of liquid bulk cargo have significantly increased. The impact is most remarkable in case of JNPT. where the exports have increased at a higher rate than the imports. The improved connectivity of western coastal ports after the construction of Konkan railway has helped to relieve the congestion at the Mumbai port. With infrastructure development at ports and improvement in goods traffic handled by Konkan railway in due course of time, traffic at these ports will be further augmented.

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Araújo, Luísa de Souza, Adryan Siqueira Barbosa, and Erivelto Fioresi de Sousa. "PORT EFFICIENCY IN THE MANAGEMENT OF FINANCIAL RESOURCES." RINTERPAP - Revista Interdisciplinar de Pesquisas Aplicadas 1, no. 1 (September 25, 2020): 25–43. http://dx.doi.org/10.47682/2675-6552.v1n1p25-43.

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Ports play a fundamental role in the international trade of goods and, consequently, in the socio-economic development of the region where it is located. In this sense, it is of great importance that the port be competitive and, for this, efficiency, whether operational or in the management of invested resources, are factors that impact the strategies for competitiveness. Therefore, the study sought to analyze the relative efficiency in terms of the application of resources invested in the public ports of Brazil and the Iberian Peninsula, since both port complexes are located in strategic geographic regions for international trade and have similarities in terms of management models. The results show that the ports with the greatest relative efficiency are in Spain, whose port sector has sought to develop port management models from an economic perspective, even though ports are public companies and can function as public policy tools.

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Forward, Charles N. "The Development of Canada's Five Leading National Ports." Urban History Review 10, no. 3 (October 30, 2013): 25–46. http://dx.doi.org/10.7202/1019078ar.

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The east coast ports of Montreal, Quebec, Saint John and Halifax, together with Vancouver on the west coast, have functioned as Canada's leading general cargo ports throughout much of the nation's history. Both competitive and complementary relationships have existed between them at various times, and the relative importance of each port has fluctuated in response to changes in transport technology and trading patterns. Before Confederation, Quebec was the leading port, but it soon lost this leadership to Montreal, as the steamship displaced the sailing vessel and the St. Lawrence Ship Channel was widened and deepened. Montreal dominated Canada's shipping trade for many decades until the recent rise of Vancouver finally overshadowed it. During their lengthy history all five ports have managed to survive periods of adversity and maintain their importance and respective roles in the nation's shipping trade, despite the appearance of many new competitors.

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Ball, J. N., and N. J. Williams. "The Maritime Trade of the East Anglian Ports, 1550-1590." Economic History Review 42, no. 2 (May 1989): 267. http://dx.doi.org/10.2307/2596208.

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Wan, Shulin, Weixin Luan, Yu Ma, and Hercules Haralambides. "On determining the hinterlands of China's foreign trade container ports." Journal of Transport Geography 85 (May 2020): 102725. http://dx.doi.org/10.1016/j.jtrangeo.2020.102725.

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Rudjanakanoknad, Jittichai, and Wiracha Suksirivoraboot. "Comparison of Trade Facilitation at Four International Ports in Thailand." Procedia - Social and Behavioral Sciences 48 (2012): 215–21. http://dx.doi.org/10.1016/j.sbspro.2012.06.1002.

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Shyriaieva, L., S. Oneshko, and O. Litvinenko. "Increase of investment attractiveness of marine trade ports of Ukraine." Development of Management and Entrepreneurship Methods on Transport (ONMU), no. 3 (2018): 36–53. http://dx.doi.org/10.31375/2226-1915-2018-3-36-53.

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MacCulloch, Diarmaid, and N. J. Williams. "The Maritime Trade of the East Anglian Ports 1550-1590." Sixteenth Century Journal 21, no. 1 (1990): 125. http://dx.doi.org/10.2307/2541148.

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Duffill, Mark. "The Africa trade from the ports of Scotland, 1706–66." Slavery & Abolition 25, no. 3 (December 2004): 102–22. http://dx.doi.org/10.1080/0144039042000302260.

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Zangger, Andreas P. "Chops and Trademarks: Asian Trading Ports and Textile Branding, 1840–1920." Enterprise & Society 15, no. 4 (December 2014): 759–90. http://dx.doi.org/10.1017/s1467222700016104.

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This article is a contribution to the prehistory of modern branding, presenting a case study of the textile trade in colonial Southeast Asia. The visual appearance of brands as well as their social meaning were altered in the cultural encounter of colonial trade. Through these encounters, trademarks were modernized: the reputation of a producer became less important than the distinctiveness of the product.

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Küçükkalay, Mesud. "Imports to Smyrna between 1794 and 1802: New Statistics from the Ottoman Sources." Journal of the Economic and Social History of the Orient 51, no. 3 (2008): 487–512. http://dx.doi.org/10.1163/156852008x317798.

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AbstractThis study is based on the foreign customs registers of the port of Smyrna in the Ottoman Archives of Istanbul. In this paper 115 ports, 112 ships, 2859 pieces of goods, and 1273 merchants have been investigated for the period 1794-1802. This information indicates that the transformation of the Ottoman Foreign trade at the turn of the eighteenth century was linked to the following economic trends of the second half of the eighteenth and the first half of the nineteenth centuries: the emergence of the European supremacy in naval transportation, a change in the terms of trade that was disadvantageous for the Ottomans, and a shift in the trade partners of the Ottoman Empire. Cette contribution exploite les données des registres de la douane ottomane du port de Smyrne, consignant les importations étrangères, conservés aux archives d'Istanbul. L'étude porte sur les cargaisons de 112 navires en provenance de 115 ports, 2859 pièces de marchandises et 1273 marchands dans les années 1794-1802. Les données témoignent que la transformation du commerce ottoman étranger en fin du XVIIIème siècle est liée aux tendances économiques de la seconde moitié du XVIIIème et de la première moitié du XIXème siècles. Elles reflètent la domination européenne dans le domaine du transport maritime, la modification des conditions commerciales au détriment des Ottomans et un changement des partenaires commerciaux de l'Empire.

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Chaffee, John. ""Diasporic Identities in the Historical Development of the Maritime Muslim Communities of Song-yuan China"." Journal of the Economic and Social History of the Orient 49, no. 4 (2006): 395–420. http://dx.doi.org/10.1163/156852006779048408.

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AbstractThe Muslim communities that flourished in the ports of southeastern China c. 10th-14th centuries AD were part of a trade diaspora that played a central role in the commercial life of maritime Asia. In contrast to past treatments which portray these communities as essentially static entities, this paper proposes a tripartite periodization. In the first (c. 907-1020), trade and merchants were concentrated in Guangzhou, with frequent tribute missions playing a major role. In the second (1020-1279), maritime trade involved multiple ports and free trade under the supervision of the maritime trade superintendencies, and the Muslim communities became increasingly integrated into the society of southeastern China. In the third period (1279-1368), preferential Mongol policies towards Muslims significantly altered the nature of the communities and their diasporic identity. Les communautés musulmanes qui se sont épanouies dans les ports de la Chine du sud-est des 10th-14th siècles faisaient partie d'une diaspora commerciale qui a joué un rôle central dans la vie commerciale de l'Asie maritime. Contrairement aux traitements passés qui dépeignent ces communautés en tant qu'essentiellement entités statiques, cet article propose un periodization triple. Dans la premiere période (c. 907-1020), le commerce et les n eacute;gociants ont été concentrés dans Guangzhou, avec des missions fréquentes d'hommage jouant un rôle important. Dans la deuxième period (1020-1279), le commerce maritime a impliquéles ports multiples et le libre échange, quoique sous la surveillance des surintendances du commerce maritime, et les communautés musulmanes est devenu de plus en plus intégré dans la société de la Chine du sud-est. Dans la troisième période (1279-1368), les politiques mongoliennes préférentielles envers des musulmans ont changéde manière signi fi cative la nature des communautés et de leur identité diasporic.

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Llorca-Jaña, Manuel. "CONNECTIONS AND NETWORKS IN SPAIN OF A LONDON MERCHANT-BANKER, 1800-1850." Revista de Historia Económica / Journal of Iberian and Latin American Economic History 31, no. 3 (June 14, 2013): 423–58. http://dx.doi.org/10.1017/s0212610913000098.

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ABSTRACTThis paper deals with Anglo-Spanish trade and finances for the period c. 1810-1850. It concentrates on the business activities of a London merchant bank (Huth & Co. or Huth) with Spain during this period by paying special attention to the support given by Huth to the many bilateral trades between Spain and Britain in which the company participated. It also focuses on the support given by Huth to much trade in and out of Spanish ports but which did not go through British ports. This overall support included the provision of credit facilities, exchange rate brokerage, insurance services and commercial intelligence. In addition, the article covers the links between Huth and the Spanish crown, thanks to which the bank became an important conduit of Spanish investments in American securities before 1850. Huth was also the paymaster abroad for the Spanish state. In view of Huth's close connections to the Spanish economy during this period, it is perhaps surprising that this is the first study of this «Spanish» house in London.

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Lin, Yang, Longzhong Yan, and Ying-Ming Wang. "Performance Evaluation and Investment Analysis for Container Port Sustainable Development in China: An Inverse DEA Approach." Sustainability 11, no. 17 (August 25, 2019): 4617. http://dx.doi.org/10.3390/su11174617.

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Container ports play an important role in international maritime trade. However, the rapid growth of the port and terminal industry has caused many environmental pollution problems. This paper intends to develop an inverse data envelopment analysis (IDEA) model for measuring container ports’ efficiency and analyzing their resource consumption by considering undesirable outputs. Statistical data from 16 main ports are empirically examined using the proposed method in accordance with the 13th Five-Year Plan in China. The results indicate that the proposed IDEA is a feasible approach for performance evaluation, and provides policymakers with insights into resource optimization of container ports. A comparative study with another DEA model is also discussed.

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Hill, David, David Barrett, Keith Maude, Julia Warburton, and Margaret Worthington. "Quentovic defined." Antiquity 64, no. 242 (March 1990): 51–58. http://dx.doi.org/10.1017/s0003598x00077292.

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Some of the major sea-ports of medieval Europe still continue and flourish as ports; medieval Hamwic became the container port of Southampton. Some have faded away, as their harbours have silted or the pattern of trade has moved away. Some have so completely failed that certain knowledge of what and where they has been forgotten. Chief of these lost ports of Europe is Quentovic, whose site has been sought in northern France and is here defined in the Canche valley, south of Boulogne.

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Normand, Brigitte Le, and Sarah Lemmen. "Ports in state socialism, or why the Cold War matters to maritime history." International Journal of Maritime History 33, no. 1 (March 2021): 118–28. http://dx.doi.org/10.1177/0843871421991176.

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As central transport hubs of commodities, people and information, ports play a specific and important role in modern societies. This is valid even more so in socialist states. As we argue in this introduction, and subsequently throughout this Forum, socialist ports were in many ways places of exception: in a political system that preferred closed borders, ports symbolized the ‘gates to the world’; in an economic system that was thoroughly planned, ports became the main contact point for global trade outside of a planned economy. Therefore, while socialist ports differed from other socialist entities, they also differed from non-socialist ports, especially regarding the influence of government control and decision-making through state-owned companies or the ‘primacy of politics’ over economic argument. This specificity of socialist ports during the Cold War is analysed from three perspectives in the articles collected in this Forum: first, on the local or micro level, attention is afforded to agents such as sailors or port workers navigating the particular conditions of the ports; second, the top-down approaches of local or national management of the ports are discussed; third, ports are appraised as part of larger networks in their international context.

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Lee, Paul Tae-Woo, Sung-Woo Lee, Zhi-Hua Hu, Kyoung-Suk Choi, Na Young Hwan Choi, and Sung-Ho Shin. "Promoting Korean international trade in the East Sea Economic Rim in the context of the Belt and Road Initiative." Journal of Korea Trade 22, no. 3 (September 10, 2018): 212–27. http://dx.doi.org/10.1108/jkt-03-2018-0015.

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Purpose The purpose of this paper is to analyze maritime logistics connectivity of ports and shipping networks in the East Sea Economic Rim (ESER) to promote international trade in the context of China’s Belt and Road Initiative (BRI), considering centrality, primary flow and clustering interaction. Design/methodology/approach The paper applies a complex network model, using a big data system consisting of an automated identification system, electronic data interchange and distributive and complex data. Three perspectives, including connectivity in trading ports and regions, centralities in the realm of complex network and potential marketing and regional impacts, and sixteen criteria are considered for this analysis. A visual approach has been also applied to highlight port connectivity and ship flows for the reader’s convenience. Findings The paper shows that port connectivity and maritime logistics are enablers to promote Korean international trade in Northeast China through the ESER, and 25 major ports are well connected to promote international trade in the region with visual data of ship flows by ship type and by flag. Research limitations/implications Owing to the lack of port management information systems among the countries in the ESER except Korea and Japan, this paper could not capture cargo types and amounts on board. Port connectivity analysis shows links of the ports in the ESER to major ports in southeast Asia along the Twenty-first Century Maritime Silk Road (MSR). These results contribute to drawing policy implications to promote the ESER and provide suggestions for promoting Korean international trade by enhancing maritime logistics connectivity. Originality/value Unlike the existing literature showing descriptive and policy-oriented research related to ESER, this paper applied a vigorous method with a big amount of data to analyze port connectivity and ship flows in the ESER, considering China’s BRI affecting the global supply chain system, maritime transportation, and logistics. In addition, the paper shows how the seaports in the ESER are connected along the MSR.

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Casson, Lionel. "The location of Tabai (Periplus Maris Erythraei 12–13)." Journal of Hellenic Studies 106 (November 1986): 179–82. http://dx.doi.org/10.2307/629652.

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ThePeriplus Maris Erythraei, written probably in the latter half of the first centuryad, is a guide for merchants trading with eastern Africa, Arabia, and India. The anonymous author lists the various ports along the routes, indicating for each the facilities to be found and the objects of trade to be bought or sold there.A few of the ports are well known and can be identified with certainty. Many which are also mentioned in other writers, such as Strabo or Ptolemy, can be identified with varying degrees of certainty. The most difficult are those that occur only in thePeriplus. One such is Tabai, on the African trade route.

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Bachmann, Chris. "Modeling the Impacts of Free Trade Agreements on Domestic Transportation Gateways, Corridors, and Ports." Transportation Research Record: Journal of the Transportation Research Board 2611, no. 1 (January 2017): 1–10. http://dx.doi.org/10.3141/2611-01.

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Canada has recently made progress with several free trade agreements (FTAs), and although the government has carried out considerable analysis of their potential impact on the Canadian economy, little to no work has been done to assess the potential impact on Canada's transportation system. The objective of the research was to estimate the impacts of recent and forthcoming FTAs on Canada's domestic trade infrastructure. This study extended a typical computable general equilibrium simulation of an FTA by estimating high-level domestic supply chain characteristics (i.e., subnational region of origin or destination, sub-national region of exit or entry, international transportation mode, port of clearance) and by converting the resulting trade flows to freight flows measured in tonnage. The results indicate that the Comprehensive Economic and Trade Agreement (CETA) between Canada and the European Union (EU) may have had large impacts on Canada's Continental and Atlantic Gateways, especially at the Port of Montreal, Quebec, as a result of trade creation with the EU. CETA also has had impacts on various crossings at the U.S. border as a result of trade diversion with the United States. Simulations, however, suggested that the Canada–Korea Free Trade Agreement has had relatively small impacts, mostly concentrated in the Asia-Pacific Gateway, particularly at the Port of Vancouver, British Columbia. Although the impacts were FTA-specific, this research demonstrated the need to consider FTAs in commodity forecasting and freight transportation planning, because they could make sizable changes to future freight flows on domestic transportation infrastructure.

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Bassett, D. K. "British ‘Country’ Trade and Local Trade Networks in the Thai and Malay States, c. 1680–1770." Modern Asian Studies 23, no. 4 (October 1989): 625–43. http://dx.doi.org/10.1017/s0026749x00010143.

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The purpose of this paper is to supplement existing knowledge of British and Asian ‘country’ trade to selected parts of Southeast Asia by drawing upon British private papers and the records of Fort St George, Madras. The 1680s marked the peak of international trade in Siamunder king Narai before the wars and revolution there of 1687–88. The decade also saw the elimination of the last great independent entrepot, Banten, on the Java Sea in 1682, as well as the final, ultimately-futile, Dutch efforts to control the Malayan tin-trade north of Perak. The Dutch also began in 1685 and 1689 their intermittent attempts to monopolize key commodities in the Johor–Riau–Lingga sultánate at the southern end of Malacca Strait. In one sense, given Dutch success or at least pretensions, the region from Pegu and Tenasserim–Mergui through certain Malay ports and Aceh to Ayudhya and Tongking constituted what might loosely be called the free-trade zone of maritime Southeast Asia. It was also one in which, with the exception of Perak after 1745, the indigenous monarchies retained complete or extensive independence from European supervision. Into this zone, with occasional ventures to the smaller Indonesian ports, British country traders sailed for over a century, from Bowrey and Dampier in the 1680s to Light and Scott in the 1770s. What were the principal features of the markets they frequented?

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Hill, Simon. "Georgian Liverpool’s northern whaling trade reconsidered: Ranking, significance and geography." International Journal of Maritime History 32, no. 4 (November 2020): 808–22. http://dx.doi.org/10.1177/0843871420974057.

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This article re-appraises Liverpool’s involvement in the northern whaling trade c.1750-1823. It shows that the town ranked second amongst England’s whaling ports at different times during the 1750s, 1760s, 1770s, and again in 1794. This is much earlier and frequent than previously thought, and therefore has implications for our understanding of the geography of the nation’s whaling industry. Gordon Jackson famously asserted that all the major whaling ports were on the east coast. Whilst this article does not contest the broad thrust of Jackson’s thesis, it does suggest a slight modification. The ability of west coast Liverpool to achieve ‘second’ rank, even if this was for only brief periods, shows that the dominance of the east coast in whaling, though clearly strong, was not absolute.

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Parsa, Hojat, and Mehdi Mirzaei. "The Effects of Oil Price Shocks and Economic Fluctuations of Trading Partners on Iran's Ports Throughput." Transactions on Maritime Science 8, no. 1 (April 20, 2019): 5–17. http://dx.doi.org/10.7225/toms.v08.n01.001.

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This study aims to estimate the effects of oil price shocks on seaborne trade in Iran; in particular, port throughput of three leading ports through economic fluctuations of three major trading partners of Iran, based on quarterly data for the period of 1999Q2 to 2018Q1. We apply a standard vector autoregressive (VAR) approach using Cholesky decomposition. The results indicate that with increasing oil revenues in short-run, seaborne trade be further directed towards Shahid Rajaei port while rising oil revenues changes the combination of goods handled in Emam Khomeini and Bushehr ports. In the long run, the share of oil price fluctuations in explaining the variations of Shahid Rajaei port throughput is higher than the other two. In fact, increases in oil revenues cause an increase in the volume of industrial and containerized seaborne cargo trade.

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Ferrari, Claudio, and Alessio Tei. "Emission savings through a re-scheduling of maritime services: possible implications for the Mediterranean ports." ECONOMICS AND POLICY OF ENERGY AND THE ENVIRONMENT, no. 2 (September 2012): 113–30. http://dx.doi.org/10.3280/efe2012-002006.

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The major aim of the paper is to analyse how growing awareness of environmental impact determined by trade activities can influence maritime transport and how it can facilitate changes in the current structure of maritime routes. In particular, the study compares the emissions concerning two alternatives in current maritime routes to highlight how possible incentives for emission reduction applied to maritime transport could impact the route choice. The analysis focuses on the trade routes from the Far East and South America towards Europe and it compares the emissions in two alternative scenarios: direct services calling at a North European port and shipping services calling at a Mediterranean port. In the latter scenario a significant role could be played by the North-African ports, whose development represents possible transhipment calls for the international shipping trades, mainly on the Europe-Far East route. In this sense they may act as competitors of the North European ports: their favourable geographic position allows for a considerable reduction in nautical distances with an immediate impact on the maritime transport emissions. To analyse the differences of emission impacts, this paper uses some particular statistical tools based on scientific literature and some instruments related to previous analysis in similar fields. The data used in the paper have been collected directly from shipping operators, terminal operators and some specialist databases. The paper is structured in 5 sections. After a brief introduction about transport and the environment (Section 1), Section 2 provides a review of some general methods to calculate the environmental cost of maritime transport, while Section 3 analyses the current trade route system and which ports can have an influence on changing the maritime patterns. Section 4 is focused on the analysis and comparison of the maritime routes alternatives, while Section 5 draws some conclusions and remarks for further analysis.

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Damak, Donia. "The Research to Remove Barriers Between China and Tunisia in the Shipping Field." International Business Research 11, no. 5 (March 14, 2018): 28. http://dx.doi.org/10.5539/ibr.v11n5p28.

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Over the years, the trade from China to Mediterranean countries has boomed spectacularly. The fast development of foreign trade has not only pushed China’s port industry and international shipping industry forward considerably, but also provided foreign ocean carriers and terminals opportunities and challengers. As Tunisia is a strategic location, the Tunisian ports overall goals are to increase the number of calls made to it. Then the market study between Mainland China and Tunisia turned to be necessary and meaningful.The objective of this research project is as a first a theoretical review to introduce and describe collaborative logistics management and investigate its consequence on the supply chain. This purpose necessitates a framework to support the collaboration between the entities in the chain especially in terms of logistics activities. Despite the identified needs and potential benefits, there are still barriers, which must be identified to attain desired benefits.On a second part the purpose of this study is to analyze China’s port industry and ocean shipping market in a relation to trade with Tunisia and to recommend some suitable Chinese ports to cooperate with Tunisian ports and find the reason why some top shipping companies are still not carrying goods to Tunisia. Two market surveys are performed, one for finding suitable Chinese ports for the Tunisian ports to cooperate with, and one to collect information from several top shipping companies using the Tunisian ports.In the third and last part a small research study focuses in the costs and quality shipment from China to Tunisia showing Tunisia as a transshipment port for the whole Maghreb. The case of study will be a proof of future consideration for Chinese shipping companies to assure a direct shipping line to the port of Tunisia. The case of study will be affirmed by statistical and theoretical analysis in order to confirm the idea.

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JHA, SAUMITRA. "Trade, Institutions, and Ethnic Tolerance: Evidence from South Asia." American Political Science Review 107, no. 4 (November 2013): 806–32. http://dx.doi.org/10.1017/s0003055413000464.

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I provide evidence that the degree to which medieval Hindus and Muslims could provide complementary, nonreplicable services and a mechanism to share the gains from exchange has resulted in a sustained legacy of ethnic tolerance in South Asian towns. Due to Muslim-specific advantages in Indian Ocean shipping, interethnic complementarities were strongest in medieval trading ports, leading to the development of institutional mechanisms that further supported interethnic exchange. Using novel town-level data spanning South Asia's medieval and colonial history, I find that medieval ports, despite being more ethnically mixed, were five times less prone to Hindu-Muslim riots between 1850 and 1950, two centuries after Europeans disrupted Muslim overseas trade dominance, and remained half as prone between 1950 and 1995. Household-level evidence suggests that these differences reflect local institutions that emerged to support interethnic medieval trade, continue to influence modern occupational choices and organizations, and substitute for State political incentives in supporting interethnic trust.

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Li, Ziyue. "Conflicts and Reconciliation at the Port-City Interface in Contemporary European Cities." Engineering Management Research 8, no. 1 (November 15, 2018): 1. http://dx.doi.org/10.5539/emr.v8n1p1.

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Since ports were first created in coastal and riverbank cities, they have remained an integral part of many cities. As maritime trade developed and required more space and infrastructure, ports have gradually become more specialized for maritime purposes. Since the more recent advent of containerization and globalization, port-city relations have become increasingly complex. Therefore, it is important to investigate methods to resolve the conflicts in port-city interfaces. This paper demonstrates an in-depth research study of the approaches taken by major European ports to reconcile port-city conflicts and provides insight and guidance for port authorities on this issue.

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Peters, Joseph G., and Curtis C. Spencer. "Global Communication on Circuit-Switched Toroidal Meshes." Parallel Processing Letters 08, no. 02 (June 1998): 161–75. http://dx.doi.org/10.1142/s0129626498000183.

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In this paper, we investigate the uses of virtual channels and multiple communication ports to improve the performance of global communication algorithms for cycles and multi-dimensional toroidal meshes. We use a linear cost model to compare the performances of the best single-port algorithms for broadcasting, scattering, gossiping, and multi-scattering with algorithms that can use multiple ports simultaneously. We conclude that the use of multiple ports can enhance performance when propagation costs are dominant and virtual channels can reduce the total start-up costs. The two mechanisms interact to produce different types of trade-offs for the different communication patterns.

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KRAVCHENKO, Oksana, and Iryna FEDOSIEIEVA. "The sea trading ports and the sea agencies in Ukraine in the conditions of the world economy globalization." Economics. Finances. Law, no. 6 (June 26, 2020): 34–36. http://dx.doi.org/10.37634/efp.2020.6.8.

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Ukraine is a maritime state, with numerous sea and river ports. This is an integral part of the country's transport and industrial infrastructure. Services provided by seaports and maritime agency services for the organization and establishment of the process of interaction between ships and ports are in great demand, but need to be improved in the context of globalization of the world economy and growing consumer needs. The purpose of the work is to research the system of sea trade ports and sea agencies in Ukraine in the context of globalization of the world economy, to identify priority areas and principles of sea trade ports development in Ukraine. Ukrainian ports have all the opportunities for full participation in world transport flows. The primary goal is to ensure the sustainable development of seaports, increase their capacity, and encourage the improvement of quality in the provision of maritime agency services. This should ensure the growth of cargo flows through increasing of competitiveness, and allow to use the full transit potential of Ukraine. The globalization of the world economy has provoked the diversification of port products and services, which in modern conditions go beyond the ordinary port. The development of distribution functions of ports is due to the emergence in the territories close to ports of enterprises and organizations that are associated with industrial production, commercial, information, financial and other types of service of goods passing through port areas. The goal of the Ukrainian port industry should be to ensure the permanent growth of cargo turnover. The dynamics of the industry's development largely depends on the development of private stevedoring companies, and improving the reliability, quality, and easiness of maritime agency services using.

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Journal articles on the topic 'Of Ports and Trade'

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