Статті в журналах: "Port de commerce"

1

Tourret, Paul. "Anvers, grand port de commerce européen." Outre-Terre N° 40, no. 3 (2014): 373. http://dx.doi.org/10.3917/oute1.040.0373.

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2

Bouhier, Abel. "Le port de commerce des Sables-d'Olonne." Norois 156, no. 1 (1992): 407–22. http://dx.doi.org/10.3406/noroi.1992.6445.

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3

Nana, Chen, and He Zhixia. "Grey Prediction Analysis on the Scale of Cross-Border E-Commerce Retail Import Transaction in Hainan." E3S Web of Conferences 292 (2021): 03007. http://dx.doi.org/10.1051/e3sconf/202129203007.

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Combined with the policy of Hainan free trade port, the advantages of cross-border e-commerce enable the retail import cross-border e-commerce of Hainan free trade port develop rapidly, but Hainan cross-border e-commerce started late, and the data is very limited, so there is almost no reference econometric model. Therefore, this paper used the grey prediction GM (1,1) model to make a short-term prediction analysis of Hainan cross-border e-commerce retail import transaction scale, and used the residual correction model to improve the prediction accuracy, hoping to provide data reference and relevant policy basis for subsequent researchers and managers by analyzing the results in many aspects.

4

Seed, H. Bolton. "SUBSTRUCTURE DESIGN OF THE NEW MYSTIC PIER NO. 1, BOSTON." Coastal Engineering Proceedings 1, no. 3 (January 1, 2000): 16. http://dx.doi.org/10.9753/icce.v3.16.

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In order to provide adequate modern terminal facilities to handle the anticipated commerce requirements, the Port of Boston Authority, in 1947 prepared a master plan for the future development of the port. The second step of this plan was the reconstruction, on modern standards, of the old Mystic Pier No. 1. Planning for this work was started in 1949 and the new pier was opened to commerce in September 1952.

5

Graslin, Laetitia, and Jérôme Maucourant. "Le port de commerce : un concept en débat." Topoi 12, no. 1 (2005): 215–57. http://dx.doi.org/10.3406/topoi.2005.2001.

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6

POTTER, JH. "PORT OF DOVER - ITS DEVELOPMENT, COMMERCE AND PROSPECTS." Proceedings of the Institution of Civil Engineers 88, no. 2 (April 1990): 295–310. http://dx.doi.org/10.1680/iicep.1990.5823.

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7

Ференц, Ч. З. "Role of the dual VET in the secondary vocational education in Hungary." Vocational education and labor market, no. 3(46) (September 30, 2021): 107–11. http://dx.doi.org/10.52944/port.2021.46.3.009.

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Цель статьи — представить особенности дуальной системы в профессиональном образовании Венгрии, основываясь на опыте работы Торгово-промышленной палаты Венгрии в этом направлении за последние три года (2019–2021). Предпринята попытка систематизировать управленческие решения по внедрению дуальной системы обучения в профессиональное образование страны на принципах государственно-частного партнерств. Теоретическая значимость заключается в описании современной модели профессионального образования Венгрии (принципы формирования дуальных образовательных программ в двух типах образовательных организаций, механизмов партнерства предприятий и образовательных организаций при координирующей роли торгово-промышленной палаты). Практическая значимость — в описании нормативных правовых решений, обеспечивающих жизнеспособность дуальной модели обучения в стране. The purpose of the article is to characterize the features of the dual system in vocational education in Hungary based on the experience of the Hungarian Chamber of Commerce and Industry over the past three years (2019–2021). Rhe author attempts to systematize management decisions on the introduction of a dual training system in the country’s vocational education based on the principles of public-private partnerships. The theoretical significance lies in the description of the modern model of professional education in Hungary (the principles of the dual educational programmes formation in two types of educational organizations, partnership mechanisms of enterprises and educational organizations with the Chamber of Commerce and Industry having the coordinating role). The practical significance lies in the description of regulatory legal solutions that ensure the viability of the dual model of education in the country.

8

Xie, Hai Yan, Xiao Liu, and De Peng Zhao. "Optimization of Port Supply Chain Super Network under Electronic Commerce." Advanced Materials Research 605-607 (December 2012): 557–61. http://dx.doi.org/10.4028/www.scientific.net/amr.605-607.557.

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This paper establishes a three-layer port supply chain super network model for multiple decision criteria which consists of M suppliers, N port agents and K customers. The establishment of the model is based on the principles of competition in the same layer and cooperation between different layers. Then, from the perspective of suppliers, port agents and customers, we respectively model the optimizing behavior of the various decision makers by using variational inequalities, and we derive the equilibrium conditions of the entire supply chain by using improved projection algorithm. Finally, we prove the feasibility of the model by experiment.

9

Power, Michael. "Councillors and commerce in Liverpool, 1650–1750." Urban History 24, no. 3 (December 1997): 301–23. http://dx.doi.org/10.1017/s0963926800012372.

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ABSTRACTLiverpool grew remarkably in the century after 1650 outpacing long-established ports like Bristol and Hull. In part this was due to advantages of location, in part to the ambitions of its merchants. The council opened a wet dock in 1715, a pioneering project which gave the port an unusual trading advantage. This paper explains that event by tracing the emergence of merchants on the council in the late seventeenth century and, by analysing port book evidence, argues that they assumed a trading dominance in the town which was especially strong about 1700. Their powerful position on the council was, in part, the result of a new town charter of 1695. Political and economic factors worked together to propel the town towards its spectacular eighteenth-century economic development.

10

Bouhier, Abel. "Le port de pêche et le port de commerce des Sables-d'Olonne (Vendée) en 1992." Norois 160, no. 1 (1993): 729–31. http://dx.doi.org/10.3406/noroi.1993.6531.

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11

Coull, David. "Predatory Conduct under the Commerce Act 1986." Victoria University of Wellington Law Review 28, no. 4 (August 3, 1998): 649. http://dx.doi.org/10.26686/vuwlr.v28i4.6056.

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This article examines the significance of the Court of Appeal's decision in Commerce Commission v Port Nelson Limited. The Court's analysis of predatory pricing, "bundling" and the tug tie is explored. The article concludes that the effect of the Court of Appeal's decision is to significantly widen the scope of section 27 of the Commerce Act. This is contrasted with the restrictive interpretation that recent courts have accorded section 36. The article concludes that court decisions have fundamentally changed the scheme of the Commerce Act 1986.

12

Hussain, Afaq. "Reforming the Indian Port Sector." Global Journal of Emerging Market Economies 10, no. 1-3 (January 2018): 73–84. http://dx.doi.org/10.1177/0974910118802661.

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The port sector is a strong driver of economic and regional development and national integration to world markets. In the case of India, the port sector has played a vital role in sustaining growth in the country’s trade and commerce. However, the growth of trade and subsequent maritime traffic has fast outpaced the development of port infrastructure in India. Against the background of government initiatives in this sector, the objective of this article is to contextualize the importance of port sector development, specifically the impact that improvements in infrastructure quality can have on India’s global trade. This article also highlights the challenges that need to be addressed in order to achieve the vision of a reformed and effective Indian port sector, as well as the importance of involving private players in port development in India through public–private partnership (PPP) projects.

13

Bouhier, Abel. "Le port de commerce des Sables-d'Olonne en 1993 et 1994." Norois 168, no. 1 (1995): 663–66. http://dx.doi.org/10.3406/noroi.1995.6671.

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14

Moogk, Peter N., and Kathryn A. Young. "Kin, Commerce, Community: Merchants in the Port of Quebec, 1717-1745." William and Mary Quarterly 53, no. 3 (July 1996): 656. http://dx.doi.org/10.2307/2947217.

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15

Gaitors, Beau D. J. "Commerce, conflict, and contamination: yellow fever in early-independence Veracruz in the US imaginary, 1821-1848." História, Ciências, Saúde-Manguinhos 25, no. 3 (September 2018): 779–95. http://dx.doi.org/10.1590/s0104-59702018000400010.

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Abstract While commercial links between Mexico and the United States through the port city of Veracruz brought significant economic and social advantages in the early nineteenth century, public health concerns around yellow fever produced fascination and fear among US audiences (in southern and eastern port cities) from times of peace until the US invasion and occupation of Mexico (1846-1848). This article addresses the complex linkages between commerce, conflict, and contamination in reference to the port city of Veracruz and the United States in Mexico’s early decades of independence. More specifically, this article addresses the concern in early nineteenth-century US periodicals around yellow fever outbreaks and potential contamination, showing the constant presence of yellow fever in Veracruz in the US imaginary.

16

Lacalle, Ignacio, Andreu Belsa, Rafael Vaño, and Carlos E. Palau. "Framework and Methodology for Establishing Port-City Policies Based on Real-Time Composite Indicators and IoT: A Practical Use-Case." Sensors 20, no. 15 (July 24, 2020): 4131. http://dx.doi.org/10.3390/s20154131.

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During the past few decades, the combination of flourishing maritime commerce and urban population increases has made port-cities face several challenges. Smart Port-Cities of the future will take advantage of the newest IoT technologies to tackle those challenges in a joint fashion from both the city and port side. A specific matter of interest in this work is how to obtain reliable, measurable indicators to establish port-city policies for mutual benefit. This paper proposes an IoT-based software framework, accompanied with a methodology for defining, calculating, and predicting composite indicators that represent real-world phenomena in the context of a Smart Port-City. This paper envisions, develops, and deploys the framework on a real use-case as a practice experiment. The experiment consists of deploying a composite index for monitoring traffic congestion at the port-city interface in Thessaloniki (Greece). Results were aligned with the expectations, validated through nine scenarios, concluding with delivery of a useful tool for interested actors at Smart Port-Cities to work over and build policies upon.

17

Zhou, Xuan, and Chang Hwan Choi. "Analysis of the Impact of Trade Facilitation on China’s Bilateral Trade." Korea Association for International Commerce and Information 24, no. 3 (September 30, 2022): 123–48. http://dx.doi.org/10.15798/kaici.2022.24.3.123.

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This paper examined a systematic trade facilitation measurement and empirically analyzed the effect of improving the level of trade facilitation on trade with China based on the level of trade facilitation in the top 38 countries with China. As a result of the empirical analysis, it was confirmed that the improvement of the level of trade facilitation plays an important role in increasing China's overall trade volume and increasing imports. In detail, port efficiency, customs environment, rule environment, and e-commerce all have a positive effect on China's total trade and import, and among them, port efficiency and e-commerce have the greatest effect on China's bilateral trade. By region, it was found that the rise in the trade facilitation index of Asian countries had the greatest effect on China's increase in trade volume. In order to continue to expand trade, China needs foreign cooperation policies such as continuous support and active free trade agreements to increase trade facilitation in middle and low-income countries.

18

López de Coca Castañer, José Enrique. "Orán y el comercio genovés en la transición a los tiempos modernos." Anuario de Estudios Medievales 24, no. 1 (April 2, 2020): 275. http://dx.doi.org/10.3989/aem.1994.v24.974.

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A la fin du XVe siècle, le commerce génois avec Tlemcen était exercé fondamentalement vers le port d'Oran. A ce trafic participaient, à la fois, les marchands de Gênes, ceux qui employaient les bateaux navigant per costeriam et, certainement, les Génois habitants des royaumes de Valence et Castille, en particulier ceux de Málaga. Après la conquête d'Oran (1509), le commerce génois fut gêné par les conséquences de la désastreuse politique espagnole. Malgré cela, ces marchands ne renonçaient pas à trafiquer avec Tlemcen, bien qu'ils fussent obligés de suivre voies plus longues et incommodes.

19

Choi, Hyuk-Jun, Hyun-Jae Jung, and Dong-Hyon Lee. "A Study on Port Improvement with the Activation of Cross-Border E-Commerce: A Study of Pyeongtaek Port." Journal of Korea Trade 23, no. 7 (November 30, 2019): 34–44. http://dx.doi.org/10.35611/jkt.2019.23.7.34.

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20

Betancourt, Ignacio Ortiz, Prof María del Carmen Meza Téllez, and Mariel Terrones Castro. "E-Commerce as Mechanism for Enhancing Micro and Small Enterprises: The Case of a Port Conurbated Area in the Southeast of Mexico." European Journal of Economics and Business Studies 8, no. 1 (May 19, 2017): 65. http://dx.doi.org/10.26417/ejes.v8i1.p65-72.

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E-commerce arised from the greater demand experienced by companies and the need of their administration to make better use of information technology and to find a better way to adapt the new technologies, in order to improve the relationship between customer and supplier. In this scenario, from micro to large interprises could benefit by developing e-commerce strategies; in the mexican context, micro, small and médium enterprises represent more tan 90% of business units but show low preference for adopting e-commerce strategies. Based on the above, this study aims to detect which elements appart small enterprises from e-commerce. After applying a survey among 100 small enterprises, it was observed that the most important barriers were the high cost of implementation, lack of qualified personnel and lack of information.

21

Baetens, Roland. "Croissance Portuaire et Urbanisation: Le Cas D'Anvers (XIXe Siècle)." Northern Mariner / Le marin du nord 8, no. 2 (April 1, 1998): 51–59. http://dx.doi.org/10.25071/2561-5467.646.

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L'histoire maritime est un domaine (ou en fait, une démarcation géographique) qui faitpartie de l'historiographie socio-économique de par ses liens avec le commerce, le transport,la technique et la société. Un des aspects de la recherche parfois négligé concernel'interaction entre l'extension d'un port et le développement d'une ville. Une étude desquartiers citadins et de leurs caractères spécifiques devrait certainement prêter attention auquartier du port: le rendez-vous des marins ou le quartier des pêcheurs. Mais l'extension duport peut entraîner de telles conséquences qu'elles influencent l'intégralité du tissu urbain.

22

Miller, Mary Emily, and Jean Heffer. "Le Port de New York et le commerce exterieur americain, 1860-1900." American Historical Review 92, no. 4 (October 1987): 1043. http://dx.doi.org/10.2307/1864119.

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23

唐, 家友. "Research on the Design of Intelligent Port Logistics E-Commerce Cloud Platform." Computer Science and Application 11, no. 09 (2021): 2230–41. http://dx.doi.org/10.12677/csa.2021.119228.

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24

Biquet, François. "Le duc de Morny et le port de commerce de Trouville-Deauville." Annales de Normandie 66anné, no. 2 (2016): 73. http://dx.doi.org/10.3917/annor.662.0073.

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25

Morgan, Kenneth. "The Bristol Chamber of Commerce and the Port of Bristol, 1823–1848." International Journal of Maritime History 18, no. 1 (June 2006): 55–77. http://dx.doi.org/10.1177/084387140601800104.

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26

Chase, Jeanne. "New York, du port à la ville. La construction de l'espace urbain, 1750-1820." Annales. Histoire, Sciences Sociales 44, no. 4 (August 1989): 793–822. http://dx.doi.org/10.3406/ahess.1989.283626.

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Le développement des villes portuaires à la fin du XVIIIe siècle a retenu l'attention d'un nombre croissant de chercheurs. Dominés par des groupes de marchands dont le revenu provient principalement du commerce maritime, les ports du Nord-Est des États-Unis se développent à mesure que le commerce transatlantique augmente, notamment pour répondre à une plus forte demande européenne de céréales. A la fin du siècle, New York, Boston et Philadephie sont devenues les équivalentes occidentales de Liverpool, Cork ou Bristol, tant du point de vue de la démographie que du point de vue de leur évolution physique. Pourtant, ce trait marquant du développement urbain américain a été éclipsé par la guerre d'Indépendance et ses répercussions. Si des études récentes ont mis en lumière les aspects démographiques et économiques de la croissance urbaine, la question de la transformation matérielle des villes américaines a été presque totalement négligée.

27

Catterall, Douglas. "Metropolitan locales, global commerce, and East Indies capital and credit in the eighteenth century." Journal of Global History 12, no. 1 (February 8, 2017): 93–114. http://dx.doi.org/10.1017/s1740022816000358.

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AbstractEncompassing events from 1680 to the mid 1750s, this article examines the organization and adaptation to capital and credit crises of East Indies trade participants in two metropolitan locales – one whose core bounded the North and Baltic Seas, and the other centred around the South China Sea. It shows that in both locales commercial and governmental actors relied not only on state or company, but also on decentralized, port-based practices, institutions, and networks to solve problems and support a shared information culture. Thus, the rules of what I term ‘commercial commons’, rather than an imperial conflict, characterized many East Indies endeavours of this era. East India companies operated in multiple transnational, distributed, and port-based metropolitan locales for their access to capital and credit, and to police financial failure.

28

Sutherland, Heather. "The Makassar Malays: Adaptation and Identity, c. 1660-1790." Journal of Southeast Asian Studies 32, no. 3 (October 2001): 397–421. http://dx.doi.org/10.1017/s0022463401000224.

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Extensive trade networks and Islam shaped Malay identity. The Dutch conquest of Makassar (1666-69) compelled the Malays there to redefine themselves, mastering new trade routes, political arenas and social alliances. During the eighteenth century they both evaded and exploited ethnic classification, as their enforced focus on regional commerce and integration into port society encouraged localisation.

29

MIRÁS-ÁRAUJO, JESÚS. "Shifts in the economic structure of a medium-sized Spanish town: La Coruña, 1939–60." Urban History 31, no. 3 (December 2004): 357–74. http://dx.doi.org/10.1017/s0963926805002415.

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This article focuses on aspects of the economic evolution of La Coruña during the 1940s and 1950s by analysing the entrepreneurial activities in a stage characterized by an urban demographic take-off. The tertiary sector, based mainly on port traffic, fishing, commerce and other traditional urban functions, contributed significantly to the diversification of the economic structure of this town.

30

Wade, Geoff. "An Early Age of Commerce in Southeast Asia, 900–1300 CE." Journal of Southeast Asian Studies 40, no. 2 (April 29, 2009): 221–65. http://dx.doi.org/10.1017/s0022463409000149.

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One of the most influential ideas in Southeast Asian history in recent decades has been Anthony Reid'sAge of Commercethesis, which sees a commercial boom and the emergence of port cities as hubs of commerce over the fifteenth to seventeenth centuries, which in turn spurred political, social and economic changes throughout the region. But how new were the changes described in Reid'sAge of Commerce? This paper argues that the four centuries from circa 900 to 1300 CE can be seen as an ‘Early Age of Commerce’ in Southeast Asia. During this period, a number of commercial and financial changes in China, South Asia, the Middle East and within the Southeast Asian region, greatly promoted maritime trade, which induced the emergence of new ports and urban centres, the movement of administrative capitals toward the coast, population expansion, increased maritime links between societies, the expansion of Theravada Buddhism and Islam, increased monetisation, new industries, new forms of consumption and new mercantile organisations. It is thus proposed that the period from 900 to 1300 be considered the Early Age of Commerce in Southeast Asian history.

31

Altman, Ida. "Key to the Indies: Port Towns in the Spanish Caribbean: 1493–1550." Americas 74, no. 1 (November 22, 2016): 5–26. http://dx.doi.org/10.1017/tam.2016.79.

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Seaborne commerce, communication, and transportation to a great extent defined and enabled the Spanish enterprise in the Caribbean from the time Europeans first arrived in the islands. With the exception of a minority of towns such as Concepción de la Vega in Española that were established in the interiors of the islands to provide access to gold mines and the indigenous labor to exploit them, the majority of new towns and cities were located on the coasts. Although Santo Domingo, San Juan, and eventually Havana emerged as the principal ports and administrative capitals of the large islands of the northern Caribbean in the first half of the sixteenth century, many secondary and small port towns played essential roles in the rapid development of systems of local and regional exchange, indigenous slave raiding, and transatlantic commerce that linked the islands to Seville, the Canaries and other islands of the Atlantic and the southern Caribbean. Allowing island residents to take advantage of waterborne transportation often via indigenous-built canoes, linking the islands to one another and the circum-Caribbean mainland, and serving as staging grounds for slave-raiding and other expeditions that radiated out from the islands, these towns helped to forge a diverse and dynamic region that was closely tied both to Spain and later to the developing societies of Spanish America.

32

Sutini Sutini and Radian Wismana. "PERANAN LOGISTIK TERHADAP PERUSAHAAN UNTUK MENUNJANG KELANCARAN DUNIA BISNIS." Jurnal Ilmu Manajemen, Ekonomi dan Kewirausahaan 1, no. 2 (August 16, 2022): 01–07. http://dx.doi.org/10.55606/jimek.v1i2.383.

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There are many activities in the logistics and supply chain management process, starting from the origin of goods (upstream) to the final consumer (downstream), to prepare maritime human resources, especially graduates of the commercial and port shipping management study program, it is necessary to focus on 3 (three) main activities, namely: 1) Procurement; 2) Storage (warehousing); and 3) Delivery. The development of industry and technology that continues to change and is dynamic, as well as the impact of the current covid 19 pandemic where the business logistics and courier service sector is a business sector that has an important role in goods delivery services which is also influenced by people's behavior in online shopping activities or e-commerce. commerce. Vocational higher education, such as diploma three study programs, management of commercial shipping and ports, maritime faculty, Amni Maritime University, Semarang, of course, has the opportunity to prepare human resources and develop their cadets to adapt to the needs of the world of work based on logistical competence and supply chain management so that graduates Commercial and port shipping management study programs can be directly ready to use / plug and play / link and match with the real world of work.

33

Konvitz, Josef W. "The Crises of Atlantic Port Cities 1880 to 1920." Comparative Studies in Society and History 36, no. 2 (April 1994): 293–318. http://dx.doi.org/10.1017/s001041750001906x.

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The industrialization of shipping, a process which accelerated rapidly between the 1870s and 1910s, induced and accompanied dramatic changes in European and American port cities. Never before or since have so few cities on both sides of the Atlantic concentrated such a large proportion of the world's commerce. Thanks to the expansion of shipping, the great port cities of the Atlantic world acquired a significant manufacturing sector, including shipbuilding, and met the needs of their growing population for food and energy supplies. The reduction of freight rates and the expansion of shipping capacity and services brought considerable benefits to the urban economy. But the growth of shipping was also a factor in waves of migration, environmental and public health problems, traffic congestion, substandard housing, strikes, and conflict over strategies for development.

34

Constantin, Cristian. "Romanian–British Commercial Exchanges at the Lower Danube: The Consular Report of Percy Sanderson on the Year 1883." Hiperboreea 3, no. 2 (December 1, 2016): 103–38. http://dx.doi.org/10.5325/hiperboreea.3.2.0103.

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Abstract Researchers consider that the slight increase in commerce through Brăila and Galaţi after 1883 was mainly due to the reorientation of Romanian foreign trade by the dualist monarchy towards other European states. The Danube route-way regained some of its importance, although the port of Galaţi still suffered after the loss of the rich region of Southern Bessarabia and because of the inconvenient manner by which the town was linked to the Romanian railway system. Thus, the paper insists on the quantity and value of commercial exchanges (exports, imports), the grains, the main economic partners and the specific character of Brăila, Galaţi and Sulina in the Romanian economy. This study analyses the results of this fact upon the foreign commerce of the ports, as there are opinions that it had positive consequences for development of commerce and navigation at the Maritime Danube. The text proper is preceded by a short historical comment on the activity of the International Trade in the Lower Danube region.

35

LYNN OSBORN, EMILY. "‘RUBBER FEVER’, COMMERCE AND FRENCH COLONIAL RULE IN UPPER GUINÉE, 1890–1913." Journal of African History 45, no. 3 (November 2004): 445–65. http://dx.doi.org/10.1017/s0021853704009867.

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This article examines the trade in wild rubber that emerged in Upper Guinée, in the colony of Guinée Française, at the end of the nineteenth century. Guinée's rubber boom went through two phases. The first, from the 1880s to 1901, was dominated by local collectors and Muslim traders who directed the trade to the British port of Freetown, Sierra Leone. In the second phase, 1901–13, expatriate merchant houses entered the long-distance trade and, with the help of the colonial state, reoriented the commerce to Conakry, port city and capital of Guinée. The Guinée case offers an alternative perspective to that provided by the better studied rubber markets of Central Africa and South America, and contributes to scholarly debates about export economies, colonial rule and social change. In Guinée, local production and commercial networks maintained significant influence in the market throughout the rubber boom, thwarting colonial efforts to control the trade. The colonial state proved particularly challenged by the practice of rubber adulteration, whereby local collectors and traders corrupted rubber with foreign objects to increase its weight. While the trade exposes the limits of colonial power, rubber also played a largely overlooked role in the social and economic transformations of the period. Evidence suggests that profits from the rubber trade enabled peasants, escaped slaves and former masters to alter their circumstances, accumulate wealth and rebuild homes and communities destroyed during the preceding era of warfare and upheaval.

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Dykman, Barbara. "Los Angeles Harbor Department Technical Comments on the Proposed Federal Implementation Plan Marine/Vessel/Ports Regulation." Marine Technology and SNAME News 32, no. 03 (July 1, 1995): 186–92. http://dx.doi.org/10.5957/mt1.1995.32.3.186.

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A critical analysis is offered of the EPA's proposed Federal Implementation Plan strategy to control engine emissions from ships, trains and trucks in greater Los Angeles—including the area officially known as the San Pedro Bay Ports of Los Angeles and Long Beach. The author argues that the severe restrictions imposed by the Plan would improve the air quality only by driving trade and commerce elsewhere, with serious economic penalties for the LA area. Alternative ship emission control measures are proposed, including international NOx emission standards for marine vessels, imposition of a 25-mile offshore shipping lane, reduction of ship cruising speeds in the port area, an economic incentive program to assist shipowners reduce engine emissions, and port infrastructure improvements.

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Kennedy, David. "Un Port romain du désert: Palmyre et son commerce d'Auguste à Caracalla. Javier Teixidor." Journal of Near Eastern Studies 50, no. 1 (January 1991): 73–76. http://dx.doi.org/10.1086/373480.

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이홍걸. "Electronic Commerce of the Port Logistics Industry: Study of the International Ship Supply Business." Journal of Shipping and Logistics 33, no. 2 (June 2017): 375–93. http://dx.doi.org/10.37059/tjosal.2017.33.2.375.

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39

Bowersock, G. W. "Un port romain du désert: Palmyre et son commerce d'Auguste à Caracalla. Javier Teixidor." Classical Philology 82, no. 2 (April 1987): 178–81. http://dx.doi.org/10.1086/367045.

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40

Yu, Wence, Hao Chen, and Liqiang Yang. "Planning and Layout of Shanghai Yangshan Bonded Port Area Based on the Perspective of a Free Trade Zone." Open House International 44, no. 3 (September 1, 2019): 5–8. http://dx.doi.org/10.1108/ohi-03-2019-b0002.

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In order to alleviate China's crisis of marginalization in international trade, combined with the development characteristics of the Shanghai Free Trade Zone, the development direction of the bonded cold chain business of Shanghai Yangshan Comprehensive Bonded Port Area was proposed. From a long-term perspective, a free trade zone integrating processing, logistics, finance, culture, and internal and external market trade was formed. By taking advantage of the huge consumption of imported food in the Yangtze river delta region, the policy advantages of Yangshan Port Area are exploited. Combined with the development of cross-border e-commerce, innovative experiences that could be replicated and promoted are formed. The results showed that the free trade zone is the development direction of the bonded port area. Therefore, the Shanghai Bonded Port Area should focus on the integration with the development of the free trade zone in the initial stage. This lays a solid foundation for the construction of the bonded port area as a comprehensive internal and external trade platform for ASEAN (the Association of Southeast Asian Nations) and the domestic market. Research on the planning and layout of trade zones can help plan the future development of trade zones and their direction. The trade zone is pre-controlled. The efficiency of future construction and upgrading of the bonded area is improved. It is of great practical significance to the current development and construction of the Shanghai Bonded Port Area.

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Kucharczyk, Renata. "Come and dine with me... Early Roman luxury glass tableware from Berenike — new evidence from the harbor area and the trash dumps." Polish Archaeology in the Mediterranean 26, no. 2 (July 9, 2018): 147–66. http://dx.doi.org/10.5604/01.3001.0012.1824.

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The harbor of Berenike on the Red Sea coast of Egypt was a major transit point in the long-distance trade of luxury commodities between the Roman Empire and the Indian Ocean Basin. The heyday of the commerce and the prosperity of the port lasted from the 1st to the mid-2nd century AD. A huge quantity of commodities passed through the port, imported not only for the purpose of exchange, but also for self-consumption. Glassware was among them. The high proportion of wares of high quality and exceptional esthetic value is quite extraordinary, even by modern standards. These wares highlight the position of Berenike in the trade, but they also showcase the city’s wealth and the great demand for luxury glass that existed there in the first centuries of the Roman Empire

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Camu, Pierre. "Le port de Montréal à la veille de l’ouverture de la nouvelle voie navigable du Saint-Laurent." Cahiers de géographie du Québec 3, no. 5 (April 12, 2005): 85–95. http://dx.doi.org/10.7202/020116ar.

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A few months before the opening of the new St. Lawrence Seaway, the author reappraises the effects of the Project on the Port of Montréal. Analysing the conclusions and recommendations of three studies published in 1957 and 1958, the Report of the ToIIs Committee of the St. Lawrence Seaway, the Report of the Royal Commission on Coastal Trade, and the report published by the Faculty of Commerce of McGill University, The Impact of the St. Lawrence Seaway on the Montréal Area, one comes to the conclusion that the Port of Montréal will remain a grain transhipment centre, but will lose a good part of its general cargo trade to Great Lakes ports. The loss of general cargo tonnage is estimated at 650,000 tons. In conclusion, several factors that may contribute to keep Montréal the leading oceanic port on the Seaway are stressed : 1. the imponderables ; 2. the Lachine rapids that are reduced in size by the new canal, but do not disappear; 3. competition between different types of vessels ; and, 4. traffic congestion in the waterway.

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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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Rediker, Marcus. "Afterword: Reflections on the Motley Crew as Port City Proletariat." International Review of Social History 64, S27 (March 26, 2019): 255–62. http://dx.doi.org/10.1017/s0020859019000142.

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AbstractThis essay reflects on the workers in Atlantic and Indian Ocean port cities who made possible the rapidly expanding system of global capitalism between 1650 and 1850. In all of the ports treated in this volume, a mixture of multi-ethnic, male and female, unskilled, often unwaged laborers collectively served as the linchpins that connected local hinterlands (and seas) to bustling waterfronts, tall ships, and finally the world market. Although the precise combination of workers varied from one port to the next, all had an occupational structure in which half or more of the population worked in trade or the defense of trade, for example in shipbuilding/repair, the hauling of commodities to and from ships, and the building of colonial infrastructure, the docks and roads instrumental to commerce. This “motley crew” – a working combination of enslaved Africans, European/Indian/Chinese indentured servants, sailors, soldiers, convicts, domestic workers, and artisans – were essential to the production and worldwide circulation of commodities and profits.

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Nyberg, John E., Shachak Pe’eri, Susan L. Slocum, Matthew Rice, Maction Komwa, and Donglian Sun. "Planning and Preparation for Cruising Infrastructure: Cuba as a Case Study." Sustainability 13, no. 5 (March 9, 2021): 2951. http://dx.doi.org/10.3390/su13052951.

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The cruise line industry (CLI) provides an opportunity to rapidly improve national (and regional) economies in destinations. However, lack of planning and proper preparation by destination authorities and the cruise industry can have significant impacts on the local community, commerce, and environment. This paper identifies and quantifies near-shore challenges between the national authorities and the CLI that include port facility preparedness and the potential stresses on local infrastructure. These key parameters used to quantify the impact of the CLI on established destinations can potentially become part of the analysis, negotiation, and communication between all parties involved (government, business, and tourists) as part of the contribution to ensure sustainable CLI destinations. The Port of Havana, Cuba was selected as the study site and was compared against similar cruise line destinations around the Meso-American region (Philipsburg, Sint Maarten, Belize City, Belize, and Progreso, Mexico). The Port of Havana’s natural infrastructure and the carriage available for the incoming ship (i.e., nautical charting) appear to be adequate for welcoming increased cruise ship traffic. The main concerns are the potential toll on local resources including the impact on port traffic and the local infrastructure required to support tourists once they depart the ship.

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Tejani, James. "Review: Port of Los Angeles: Conflict, Commerce, and the Fight for Control, by Geraldine Knatz." Southern California Quarterly 103, no. 2 (2021): 261–63. http://dx.doi.org/10.1525/scq.2021.103.2.261.

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Revell, Keith D. "Cooperation, Capture, and Autonomy: The Interstate Commerce Commission and the Port Authority in the 1920s." Journal of Policy History 12, no. 02 (April 2000): 177–214. http://dx.doi.org/10.1017/s0898030600020029.

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김종길. "A Study on the Formation and Activation of E-Commerce Clusters in Incheon Port Area." Journal of Shipping and Logistics 33, no. 2 (June 2017): 277–98. http://dx.doi.org/10.37059/tjosal.2017.33.2.277.

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Schachter, Hindy Lauer. "Lillian Borrone: Weaving a Web to Revitalize Port Commerce in New York and New Jersey." Public Administration Review 68, no. 1 (January 7, 2008): 61–67. http://dx.doi.org/10.1111/j.1540-6210.2007.00837.x.

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LOVEJOY, PAUL E., and DAVID RICHARDSON. "‘THIS HORRID HOLE’: ROYAL AUTHORITY, COMMERCE AND CREDIT AT BONNY, 1690–1840." Journal of African History 45, no. 3 (November 2004): 363–92. http://dx.doi.org/10.1017/s0021853704009879.

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This article suggests that differences in local political structures and credit protection regimes largely account for Bonny's displacement of Old Calabar as the principal slave port of the Bight of Biafra in the eighteenth century, despite Bonny's reputation for being particularly unhealthy for Europeans. We argue that this displacement occurred in the 1730s, several decades earlier than previously thought. We suggest that this was made possible by the early growth and consolidation of royal authority at Bonny. The use of state authority to enforce credit arrangements in Bonny proved more effective than the mechanisms adopted at its closest rival, Old Calabar, where, in the absence of a centralized political authority similar to the monarchy at Bonny, credit protection before 1807 was based on pawnship.

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