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The article discusses the advancement of timber traders and former middlemen in Riga's timber trade during the second half of the 19th and early 20th century. Using methods from spatial history, statistical data on the Riga timber trade and archival documents from the timber trade files in the collection of the Riga Exchange Committee at the Historical State Archive of Latvia, the article traces the transport of timber from the Belarusian, Ukrainian and Russian hinterland to the port of Riga. It explains why and how timber became one of Riga's main export commodities and highlights the actors behind the timber trade. It argues that the timber trade offered ample opportunities for new entrepreneurs of various ethnicities and shows how members of non-elite groups, especially Jewish and Latvian entrepreneurs, were able to challenge the trade monopoly of Baltic Germans in the wood sector. Using the biographies of members of three entrepreneurial families – Armitstead, Berlin, and Dombrovskis – the article explores the advancements of new entrepreneurs in Riga and their contributions to the Baltic timber trade. [ABSTRACT FROM AUTHOR]

The world's leading maritime capital is the global maritime economic centre. In this paper, we review the theoretical debates and the evolution of the field of maritime centre cities research, compare the research on maritime centre cities in the Eastern and Western, and put forward the focus of the world's maritime centre cities research and its urgent dilemmas under the new international situation. We found that: ①The world's leading maritime capital is closely related to the concepts of global city, centre city and maritime city, and then clarifies the theoretical issues such as the origin and concept of the world's leading maritime capital, their nature, characteristics and growth mechanisms; ② Introducing evaluation methods related to world's leading maritime capital, proposing its unique functions, comparison and growth evaluation methods, and so on. ③ In the new state of globalization, research on the world's leading maritime capital should focus on research scales and empirical innovations. Evaluating the world's leading maritime capital by drawing on the urban studies doctrines of urban function, urban competitiveness, flow space and their indicators' quantitative identification methods. Future research should focus on debugging the evaluation model and its indicator threshold parameters with empirical evidence, improving the applicability and practicability of the existing model, expanding the existing network analysis paradigm of trade, transportation, multinational company branches, patents, talents and other flows, and innovating the methodology of the research on the world's maritime capital. [ABSTRACT FROM AUTHOR]

Assessing the sustainability development efficiency of port cities is an essential step toward improving their management. However, current research on this topic is limited, which makes it difficult for policymakers and urban planners to make informed decisions. To address this issue, we focused on 10 port cities in China as the subjects of our research. This was achieved using input indicators such as quay length, number of berths, labor population, and energy consumption, and output indicators such as cargo throughput, container throughput, smoke dust (DUS) emissions, sulfur dioxide (SO2) emissions, the average annual concentration of respirable fine particulate matter (PM2.5), wastewater (WW) emissions, and GDP. The sustainability efficiency of 10 port cities is assessed over the period 2018-2021. This was achieved using the super-efficient SBM model and the Malmquist Index Model. We were able to accurately determine the levels of sustainability of the 10 port cities, and 7 were found efficient while 3 were found inefficient. The sustainability of the inefficient port cities is mainly affected by the number of berths, quay length, container throughput, DUS and SO2 emissions, cargo throughput, water waste emissions, and GDP growth. Between 2018 and 2021, the annual mean total factor efficiency of Chinese port cities is less than 1, indicating a lagging situation that needs to be improved by optimizing port operations management and organization. The outcomes of our study can provide valuable insights for policymakers and stakeholders in port cities worldwide. [ABSTRACT FROM AUTHOR]

This study examines the port planning dynamics of the neighbouring ports of Koper (Slovenia) and Trieste (Italy) since the Second World War. Through an analysis of port-related planning documents, it offers insights into how geographical proximity, divergent geopolitical circumstances, and a unique border context have shaped the development trajectories of these two ports. We argue that their spatial planning is somewhat idiosyncratic because the presence of a border did not necessarily condition unrelated planning efforts and vice versa. Max Fabiani was the only urban planner to propose a joint development plan for both port cities in the immediate post-war period. The port and local authorities pursued separate planning paths for the two port cities after the Yugoslav–Italian border was established in 1954. As the border became more permeable, a certain relatedness can be seen in the spatial planning of both ports. The port authorities worked toward a unified port system at the turn of the millennium, but the persistence of phantom borders prevented this. In recent decades of European borderless integration, there are fewer obstacles to planning cooperation. Currently, both ports are planning similar development, such as the expansion of container terminals, which is leading to their increased competition. [ABSTRACT FROM AUTHOR]

The port cities of the Indian Peninsula have played a crucial role as urban hubs in trade and commerce for the colonial powers such as Portuguese, Dutch, French and British. As ideas, cultures, and people converged in these urban hubs alongside goods and services, they have been transformed into vernacular melting pots of diverse cultures and ethnic groups, significantly shaping the socioeconomic and cultural fabric of the Indian Peninsula. This study examines the urban morphology of these waterfront spaces. It analyzes their spatial and architectural features in order to understand their impact on the urban fabric of these cities. It thus offers a historical overview of the evolution of Indian colonial port cities, identifying how waterfront public spaces have played a crucial role in defining their character and identity. It employs historical and contemporary analysis to explore the factors that have shaped the physical form and structure of these spaces, including geography, history, culture, and economics. It examines the intricate morphology of Kochi as case study; One of the first cities to be colonized in the Indian subcontinent. It also delves into the challenges and opportunities of research into waterfront public spaces in Indian colonial port cities, highlighting the necessity for interdisciplinary approaches that combine insights from geography, architecture and sociology. In this connect ion, it emphasizes the importance of innovative data collection-analysis techniques to effectively apprehend the complex and dynamic nature of these spaces. Finally, the case study demonstrates that the colonial influences on Kochi's urban morphology reflects a harmonious blend of both indigenous and colonial characteristics. It therefore concludes that the morphology of waterfront public spaces in India is characterized by a unique blend of indigenous and colonial influences. [ABSTRACT FROM AUTHOR]

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The analysis of the multi-scale evaluation of port city's international trade goal is conducive to the sustainable development of port city's international trade. In order to make a more in-depth study on the realization ability of port city's international trade sustainable development goal, this paper proposes a new multi-scale evaluation method of port city's international trade goal. This method selects the evaluation indexes, uses the improved normalization method to process the indexes, uses the combination of AHP and factor analysis method to form the subjective and objective combination weighting method, brings the processed indexes into the least square optimization combination evaluation model, calculates the index weight, and uses the fuzzy evaluation method to carry out multi-scale index evaluation on the international trade of port cities to realize its multi-scale evaluation and analysis. The results show that the standardized index of Shanghai's foreign trade dependence is 0.0056, indicating its independence in international trade. In the comprehensive evaluation, the evaluation values of Shanghai, Tianjin, and Guangzhou are 92.56, 87.89, and 88.45, respectively, which are very close to the actual results, which shows that the accuracy of the evaluation method is high, and provides a theoretical basis for the sustainable development of international trade in port cities. [ABSTRACT FROM AUTHOR]

This article analyses female agency in early twentieth-century Gothenburg. It argues that female urban practices were a major catalyst for the transformation of urban space in the port city, which has traditionally been attributed to male-dominated activities in trade, industry and urban politics. Drawing on women's personal memories and on insights offered by theoretical studies that consider gender and mobility as constitutive elements of urban space, the article focuses on women's mobile practices in the rapidly changing industrial port city: on female migration, on how women navigated the labour market, and on their perception as home-makers. In doing so, it places particular emphasis on how women acted in the blurred boundaries between 'public' and 'private' spaces and thereby on one of the major ordering principles of urban life. [ABSTRACT FROM AUTHOR]

Over time, a large number of stakeholders have affected the Italian port city of Naples. The millenary history of Naples reveals a port that has been strongly intertwined with the city. Yet, recent history shows a different story. The historical investigation analysed in this article points out a conflict between several different authorities that led the port. As these developed into separate entities they detached people from the water. This article offers an institutional history. Using the concept of path dependence it argues that a past system of decision-making concerning the development of the port city reinforced the separation of land from water in Naples. Path dependence is understood as a resistance by institutions (rules) and actors (decision makers) to changes in patterns of behaviour and a tendency to repeat previous decisions and practices. This article analyses a series of critical junctures so as to analyse the constellation of actors and decisions which have prevented the city from living with water. The article concludes by arguing that understanding the articulated system of past decision-making is a key to (re)conceptualizing the current state of the city and (re)imagining ways by which the city might be reunited with its waters. [ABSTRACT FROM AUTHOR]

The sustainability of port cities affects the competitiveness of their hinterland in international shipping and maritime trade, however, the coordinated relationship between urbanization and ecological environment in port cities has received less attention. In this study, we quantitatively analyzed the urban expansion process and vegetation cover changes in 44 port cities along the Maritime Silk Road during 2000–2020 based on multi-source remote sensing data. Adopting the urbanization-vegetation cover index (UVCI), we measured the coordination relationship between urban expansion and vegetation cover and the dynamics during 2000–2020. The results found that all port cities experienced dramatic development from 2000 to 2020, with an average increase in artificial surface area of 127.81%. The 63.64% of port cities experienced increased vegetation cover, thus the overall UVCI in the port city moved toward a more coordinated and sustainable pattern with significant heterogeneity at the economic levels. High-economy port cities have generally become more coordinated, while most low- and medium-economy cities still face challenges of conflicting urban expansion and ecological preservation. This study contributes to the development of government policies that support green and sustainable urban development in port cities, and provides insights for rationalizing development policies in port cities worldwide.

This article explores three examples of urban design initiatives in Genoa in an attempt to highlight the potential and possible contradictions that controlled shrinking projects pose for the future of contemporary cities. Genoa, a symbol of Italian shrinking cities, has been strongly defined over the years by post-industrialisation transformations and by long-standing conditions of urban shrinkage. Despite facing continuous shrinkage, local urban development policies have historically focused exclusively on urban growth and expansion. Only recently have some areas in Genoa started to adopt spatial planning experiences that actively pursue degrowth policies, aiming to reduce existing urban fabric and decrease urban density. These initiatives are adopted in specific areas affected by demographic decline, hydrogeological risks, pollution, or catastrophic events. These spatial strategies justify their existence by invoking concepts like smart shrinkage and degrowth, promising improvements in both environmental and social conditions. However, this article notes how these concepts in Genoa are not aligned with the actual social and environmental challenges that these considerations and positions pose. In fact, the urban renewal initiatives introduced by institutions, in reality, lean towards a strategy of shrinkage and demolition of residential complexes, transportation infrastructure, and productive spaces, with diverse and conflicting results. The observed controlled shrinking projects neglect the synthesis of the territory as a palimpsest, ignore new ecological sensitivities, and lack awareness of the social implications associated with the concepts of smart shrinkage and degrowth. Instead, the three instances introduce a spatial project that still adheres to the underlying principles of growth and exploitation, presenting a shrinkage of the existing urban fabric that is mere illusion. It involves clearing out the deteriorated spaces only to fill them with capitalist rhetoric and models that, instead of creating space, undermine fundamental rights. Nonetheless, a closer examination of these three missed opportunities sheds light on the necessary knowledge, actions, and design approaches for a city to navigate urban shrinkage adeptly. This exploration also reveals the potential for the city to transform into a framework and platform, inspiring and guiding new urban planning paradigms for sustainable development.

In September 2022, a new shipping canal was opened connecting the Polish part of the Vistula Lagoon to the Baltic Sea. Largely political, the project links the lagoon and the port in Elbląg to the southern part of the Baltic, independent of the Russian Federation. In addition, its economic dimension enables the handling of small ships, as well as supporting tourism and yachting without the need to pass through the Russian-controlled Piława Strait. The scale of the new canal is relatively small—one and a half kilometre long and 25 metres wide. Nonetheless, it is sufficient for the navigation of small marine vessels of up to five-metre draft. The shipping canal through the Vistula Split is certainly not as important as the Corinth or North Sea Canals, still, it frees maritime and tourist traffic from Russian jurisdiction. The planned key port in the Vistula Lagoon is the port in Elbląg, a historic city that was once a member of the Hanseatic League, which brought together all the major cities of the Baltic Sea basin in the 14th and 15th centuries. The purpose of this article is to present the project’s historical context, its urban, technical, and shipping solutions, as well as the correlations between the new transport development and its anticipated impact on the environment (including the natural environment). The findings are complemented by a PESTEL analysis which shows the leading trends that are relevant to the implementation of the project in the region. The analysis identified areas that have a significant effect on the social, political, and economic settings of the new canal.

If delta and estuary areas are observed under the perspective of a double system of dynamic infrastructures, the object of parallel “water/urbanisation” processes, the interface spaces become key nodes. In this perspective, port and waterfront areas can be described as spaces of mediation. The article argues that in the case of Lisbon and the Tagus, as possibly in several other port cities, these edge spaces can be described as “fluid territories.” The pre-eminent characteristic of “fluid territories” is that they are not permanent, neither in space nor time. These areas present accelerated transformations, less defined boundaries, and an increased spatial and management complexity. Moreover, “fluid territories” also mediate (a) the culture-natural environment, with human action appropriating the natural system through infrastructure and urbanisation, and (b) the industrialised economic estuary, with its continuous updating. To demonstrate this hypothesis, two samples of Lisbon’s riverfront are observed, recording its constant variability over the last 200 years of industrialisation, emphasising the “fluidity” of the mediating spaces. The understanding of the “fluid” characteristic of water/land mediation spaces is relevant for the present. Being dynamic and regularly reinventing spaces, spatial planning, public space, and architectural design processes in “fluid territories” should increasingly seek adaptability, flexibility, and openness to change. In the climatic context of continuous uncertainty combined with the need to make room for infrastructure, rethinking mediation areas through the lens of the theoretical concept of the “fluid territory” enables the implementation of urban transformation processes consistent with contemporary challenges.

Waterways played a crucial role in the emergence of Shanghai as a cosmopolitan city and world port. Over the years the spatial and functional relationships between the city and ports and hinterland have been changing continuously. In Shanghai, like other port cities, almost all ports and related industries are placed out beyond the urban fringes, to form decentralized regional clusters, while former docklands are quickly transformed into attractive urban waterfronts. Simultaneously there is a growing physical and socio-economic gap with the rural hinterland. During Shanghai’s brutal lockdown in Spring 2022, due to China’s rigid zero-Covid policy, citizens were without food and other supplies while fully loaded ships were lined up waiting in the port. Also, deliveries from surrounding rural areas were temporarily halted. This article focuses on recent developments but is based on experiences in previous centuries from a long durée perspective. It elaborates on how the Yangtze River Delta urbanized along shipping channels and examines changing relationships between city and port, between urban and rural, and between man and nature. What role did shipping channels play and how to rebalance various spatial claims: urban, rural, port interests, and environmental concerns?

In recent years, the EU has sought to define sustainable transition pathways towards more equitable, prosperous, and inclusive urban and territorial models, capable of responding to the rapid degradation of ecosystems, and improving quality of life of citizens. In this context, ports have been recognised as key strategic hubs not only for economic and logistical competitiveness, but also to generate employment and investment opportunities, and to address the challenges of the climate change. The research presents a multi-scale, multi-dimensional and multi- group methodological framework to support decision-making processes related to the development of sustainable transformations of port cities, capturing the complexity of interactions and conflicts. Integrating Multi-Criteria Decision Analysis (MCDA) approaches and Problem Structuring Methods (PSM), the proposed methodology aims to address the following gaps identified in the literature: (i) a scattered application of multi-group methods; (ii) the lack of social instances within the decision problem; (iii) a weak sustainability perspective; (iv) the use of one-dimensional scale assessment in sectoral studies. The case study of the city-port of Gela in Sicily (Italy) provided an opportunity to test the proposed methodology and to integrate multi-dimensional sustainability issues into feasibility studies, promoting a more balanced relationship between city and port. The interdependencies between environment, society and economy allowed MCDA to be identified as a suitable approach to address complex decision-making and support the sustainability assessment of port areas transformation. Two multi-criteria and multi-group evaluation methods guided the decision-making process to select a portfolio of preferred alternatives by assessing technical, environmental, and economic impacts and analysing stakeholder conflicts and coalitions. The process was carried out as follows: on the one hand, a multidimensional impact matrix integrating Key Performance Indicators (KPIs) divided into technical, financial-economic, and environmental categories through the application of the multi-criteria method EVAMIX; on the other hand, a social assessment with a dendrogram of coalitions derived from the application of the multi-group method NAIADE by modelling stakeholders’ preferences regarding a portfolio of alternatives related to the decision problem. Negli ultimi anni, l’UE ha cercato di definire processi di transizione sostenibili verso modelli urbani e territoriali più equi, prosperi e inclusivi, in grado di rispondere al rapido degrado degli ecosistemi e di migliorare la qualità della vita dei cittadini. In questo contesto, i porti sono stati riconosciuti come centri strategici fondamentali non solo per la competitività economica e logistica, ma anche per generare opportunità di occupazione e investimento e per affrontare le sfide del cambiamento climatico. La ricerca presenta un quadro metodologico multi-scalare, multi-dimensionale e multi-gruppo per supportare i processi decisionali relativi allo sviluppo di trasformazioni sostenibili delle città portuali, cogliendo la complessità delle interazioni e dei conflitti. Integrando approcci di analisi decisionale multi-criteri (MCDA) e metodi di strutturazione dei problemi (PSM), la metodologia proposta mira a colmare i seguenti gap identificati in letteratura: (i) un’applicazione limitata dei metodi multi-gruppo; (ii) la scarsa considerazione delle istanze sociali all’interno dei problemi decisionali; (iii) una prospettiva di sostenibilità debole; (iv) l’uso di una valutazione su scala monodimensionale negli studi settoriali. Il caso di studio della città-porto di Gela in Sicilia (Italia) ha fornito l’opportunità di testare la metodologia proposta e di integrare le questioni di sostenibilità multidimensionale negli studi di fattibilità, promuovendo un rapporto più equilibrato tra città e porto. La necessità di considerare le interdipendenze tra ambiente, società ed economia ha motivato la scelta di usare l’MCDA come un approccio adatto ad affrontare un processo decisionale complesso e a supportare la valutazione della sostenibilità della trasformazione di un’area portuale. Due metodi di valutazione multicriteriali e multigruppo hanno guidato il processo decisionale per selezionare un portafoglio di alternative preferite, valutando gli impatti tecnici, ambientali ed economici e analizzando i conflitti e le coalizioni tra gli stakeholder. Il processo è stato condotto come segue: da un lato, una matrice di impatto multidimensionale che integra gli indicatori di performance chiave (KPI) suddivisi in categorie tecniche, economico-finanziarie e ambientali attraverso l’applicazione del metodo multicriteriale EVAMIX; dall’altro, una valutazione sociale con un dendrogramma di coalizioni derivato dall’applicazione del metodo multigruppo NA- IADE, utilizzato per modellare le preferenze degli stakeholder rispetto a un portafoglio di alternative progettuali.

Abstract. Qualitative research on work most often focus on the scale of an occupation or a company. This paper proposes a change of scale, by retaining the conceptual category of "(a) world of work", i.e. a group of professions interacting in a specific territory. It develops the case of the world of port labour, based on two ethnography-inspired field surveys carried out in the port cities of Felixstowe and Le Havre. Straightaway, the step of the access to fieldwork helps identify empirically some common features of the world of port labour: a closed field context, partly invisible when seen from the port city. To what extent can qualitative research make workers and port work more visible? The first part of the paper returns to the delimitation of the world of port labour, in a constructivist approach based on the back-and-forth between the two port cities. Far from being limited to the dockworkers and their union, this world corresponds to an unequal system of central and peripheral occupations within the port city. Based on the difficulties faced by the author to access to the field, the second part seeks to objectify the 'closed field context', both spatially and socially. The closed field context strongly constrains ethnographic opportunities: the third part raises the question of tactical adaptations to see and collect narratives about port labour: survey by interviews, collection of first-hand documents, and observation.

Bustling port activities give rise to serious air pollution in port cities of China's Yangtze River Delta (YRD). Understanding the characteristics and driving forces of air pollutants over port cities of the YRD is conducive to the prevention and control of air pollution. This study analyzed the spatiotemporal characteristics and influencing factors of three air pollutants—PM2.5, NO2, and SO2—over coastal port cities (CPCs) and inland port cities (IPCs) in YRD from 2015 to 2020. The concentrations of air pollutants vary across geographic locations (low in the south/east and high in the north/west) and seasons (low in summer and high in winter). IPCs show higher pollutant concentrations than CPCs. The PM2.5, NO2, and SO2 concentrations over port cities in the YRD declined by 41.48%, 18.68%, and 64.8% from 2015 to 2020; CPCs have reduced more PM2.5 and NO2 than IPCs, while IPCs have reduced more SO2 than CPCs. There is a high synergy among the three air pollutants, with a stronger synergy found in CPCs. The impacts of wind speed and boundary layer height on air pollution are greater in CPCs than in IPCs. Concentrations of different air pollutants are strongly associated with emissions from different sectors. NO2 is the only one among the three air pollutants that cargo throughput shows a significant impact on, with the impact greater in CPCs than in IPCs. Findings from this study deepen the understanding of air pollution in port cities of YRD and may support air quality control in this area. [ABSTRACT FROM AUTHOR]

As an important node of transportation network, it is the mainstream trend to improve the development quality of port city and build a high-quality port city. Based on the perspective of flow space, from the two dimensions of "dynamic" and "static" , this paper explored the characteristics and types of comprehensive development quality of 47 coastal port cities, and put forward countermeasures and suggestions. The results showed that: (1) The comprehensive development quality of each port city formed a relatively reasonable gradient distribution, but the driving role of the core port city and the ability of cooperation and mutual assistance among the port cities needed to be improved; (2) The comprehensive development quality of China's port cities can be divided into four types: very high, high, average and low. The number of low type port cities was much higher than that of very high type port cities, and the comprehensive development quality of China's port cities wa still not optimistic; (3) From the internal point of view of different port urban agglomerations, Bohai Rim, Yangtze River Delta and Pearl River Delta port urban agglomerations were concentrated, complete and homogeneous; (4) The key factors affecting the comprehensive development quality of port cities were technology flow, capital flow, logistics and container throughput.

Canton (present-day Guangzhou) has long flourished as a port city. As the city expanded in the nineteenth century, the risks of conflagrations increased; streets became more crowded, buildings were more often made of wood, and there was more use of open fires. The reconstruction of Canton after conflagrations provides an excellent way to observe the resilience of urban space, understood here as the result of interactions among different stakeholders. This paper explores how authorities, local communities, foreigners, and Hong merchants addressed fires and rebuilt through laws, regulations, technologies and cooperation, and how responses to fire destruction shaped urban space. Divers stakeholders affected the reconstruction of buildings and streets. The government made laws to widen streets, communities built watchtowers, and foreigners made new plans for Thirteen Factories, a neigbhorhood along the Pearl River. At the same time, conflicts between communities and foreigners obstructed plans for urban transformation and maintained the stability of urban structures. The communities kept the traditional local community organizations the 'Kaifong' (local organization in street) who opposed the widening streets and fought against proposed fire zones around Thirteen Factories, thus pitching local interests against those of the foreigners in a complex social, political, and cultural context. [ABSTRACT FROM AUTHOR]

Port cities and their neighbouring areas, located at the confines between sea and land, are key hubs in the transportation of goods and people. Ports serve global transport needs, while they are embedded in local geographies, topographies, political, economic and historical settlements. People have always been attracted to human settlements at the interface of water and land. These settlements have evolved into large population centres and metropolitan areas. Major cities, economic hubs and trade centres are engines of key importance for expansive territories and the ports in their vicinity, but they are also places at the forefront of many contemporary threats, including sea level rise as a consequence of climate change. Today, according to the United Nations Development Programme, 55% of humans worldwide live in cities and 40% live within 100 kms off the coast, thus in the vicinity of water-related threats. Maritime and logistic flows cross ports and densely built territories, creating additional environmental and other challenges. The war in Ukraine, long periods of drought and excessive water levels due to heavy rainfall in Pakistan are only the latest examples of both the need for and the danger of port activities for cities and landscapes. Nonetheless, a comprehensive understanding of the relationships between ports, cities and their territories is missing. This special issue argues that we need to embrace a holistic, inclusive approach to port city development, based on ecosystems values, embedded in various layers of capital: natural, cultural, social, human, industrial and creative. To achieve a port city symbiosis and avoid parasitism—defined here as a relationship where one partner benefits at the expense of another-, new port governance frameworks will have to answer to what knowledge needs to be shared to make multiple value creation in the port city ecosystem happen. For transitions to happen, port city territories will have to nurture ecosystem values to unlock this capital. New governance constellations will have to be based on shared mindsets, deeper understanding of the interests of local communities, and a set of collaborative principles. What exactly the relationships are between port, city and territory, how maritime flows relate to them, and whether or to what degree these connections are symbiotic or parasitic is subject for further exploration. Exploring the concept of symbiosis in port city ecosystems is fundamental for human activities, including economic ones, to sustain themselves in healthy, clean, green, liveable port cities and coastal communities. In this introduction we reflect on contributions by authors who examine port city symbiosis in various seaports in the Netherlands, Chile, United States, Portugal, as well as inland ports in France, Belgium, Switzerland and Germany. [ABSTRACT FROM AUTHOR]

Severe circumstance of global public health has posed higher requirements for rapid response to public health emergencies in port cities, especially at border ports, and it is urgent to construct a rapid decision-making mechanism for the response to public health emergency in port city in China. In this paper, the basic elements of public health emergency management decision-making, the structure of decision-making system, as well as the experience of port cities in responding to public health emergencies, are summarized. Specific problems in decision-making mechanism for the response to public health emergency in port city were also discussed in the paper, including the risk identification and screening of infectious diseases, novel model for comprehensive risk management of public health event, the application of artificial intelligence technology to construct rapid response infrastructure, and the structure and operation mode of the early-warning decision-making system.

ObjectiveTo construct a multi-source data index system for early warning of respiratory infectious diseases in port cities in China based on regional epidemic characteristics of the diseases. MethodsThe framework and elementary indicators of the index system were designated and modified through literature studies and group discussion/in depth interview among 10 senior professionals. Then, an onsite Delphi consultation was conducted among 16 domestic experts with at least 10 years′ experiences in the prevention/control, surveillance and early warning of infectious disease to assess the importance, sensitivity, availability and inclusion of the indicators. The indicators were finally selected based on the experts′ evaluation and the weight of the indicators were calculated combined with expert authority coefficients. ResultsThe scores for the experts′ academic level, judgment coefficient and familiarity are all greater than 0.7 in terms of first-class indexes. The coordination coefficient is 0.321 for the experts′ scoring on the 28 indicators of the index system. The established multi-source data comprehensive index system of early warning consists of 3 first-, 7 second- and 19 third-class indexes.ConclusionFor early warning of respiratory infectious diseases in port cities in China, the established multi-source data comprehensive index system is of scientificity and rationality and may provide a reference for promoting the ability of monitoring and early warning of public health emergencies.

ObjectiveTo explore the application of the three Early Aberration Reporting System (EARS) cusum algorithms (C1, C2 and C3) (EARS-3Cs) model in the monitoring and early warning of infectious respiratory diseases in port cities in China and to provide a reference for improving early warning capacity for infectious respiratory diseases in port cities and controlling the risk of infectious respiratory disease epidemics. MethodsMajor indicators of early warning for infectious respiratory disease epidemic were selected based on a multi-source data early warning index system constructed by our previous studies and 8 core indicators were screened out with expert group discussions. From reports of Center for Disease Control and Prevention of Zhuhai city – a port city in Guangdong province from April 15 to May 15, 2021, we extracted daily monitoring data on the 8 core indicators for early warming of coronavirus disease 2019 (COVID19) epidemic in the 5 districts of the city and daily district-specific values of C1, C2 and C3 of EARS model were calculated with SPSS 21.0 for making early wearing of the epidemic. ResultsAccording to the calculated values of C1, C2 and C3, the number of days with the warning of infectious respiratory disease are 1 – 2 days, 3 days and 5 – 9 days for the city during the epidemic period. The sensitivity of the C1, C2 and C3 for early warning increases sequentially. Indicated by the EARS-3Cs model- derived early warning, the period with moderate risk of COVID19 epidemic could be from April 30 to May 7 for the 5 districts of the city and the period was characterized by a sudden increase in the population mobility in Zhuhai city. ConclusionThe EARS-3Cs model is of certain scientificity and rationality when applied in monitoring and early warning of infectious respiratory diseases for port cities in China.

Ports are part of a complex urban setting as they provide important economic opportunities, such as access to global supply chains.(Economics, 2021). DivergenceFor an archipelago country that can exploit the maritime potential, Indonesia should be utilizing the potential of logistics transportation aspect, in this research context is Port. The distribution of ports in Indonesia is not evenly distributed if seen from Gross Regional Domestic Product (PDRB), in this case is Dumai City which has a port in the Indonesian archipelagic sea lane (ALKI) 1, although it is in strategic location, it is not reflected from Dumai city PDRB that can be categorized as lagging compared to other Port cities in Indonesia. To optimize the utilization of existing ports and increase economic growth in Dumai City, PT. Pelindo 1 of Dumai territory plans to develop port capacity by building a special segment of container loading and unloading activities based on the increasingly cheap vessels of containers docked at Dumai Port. To increase the phenomenon that occurs, the research is intended to design the conceptual design of port development by using dynamic system. The aim to the research are how to know cost maintenance, operation-maintenance and revenue at Dumai Port and how to develop this area

Tarragona's physiognomy was transformed due to the fortifications, the exploitation of the quarries and the bulk earthworks for the urban expansion. Agustín Elcoro Berecíbar introduced the tramway for the transport of large rocks. Amado de Lázaro designed a tramway to speed up the grading works of the Rambla Nova and varied the quarrying of the port. In addition, this analysis highlights the relationship between the quarries and the progress of the port works, as well as the alteration of the urban landscape and the development of domestic architecture. [ABSTRACT FROM AUTHOR]

Copyright of Revista de Ciencias Sociales (13159518) is the property of Revista de Ciencias Sociales de la Universidad del Zulia Venezuela and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Valori e Valutazioni is the property of Societa Italiana di Estimo e Valutazione (SIEV) and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Contradictions and conflicts lie at the heart of port cities, with contemporary waterfront redevelopments offering the latest controversial associations to traditional maritime history. Tracing back classic urban renewal and modernization processes in maritime areas, this article develops a case study on a notorious pleasure neighborhood (the Zandstraatbuurt) in Rotterdam, eradicated when the Dutch port city entered a new stage of urban and industrial development in the decades around 1900. The case study is embedded within a conceptual framework on nostalgia and its connections to bygone sailor culture. Significant cultural imaginations of the historical pleasure district are discussed, and notable journalistic accounts help to assess how nostalgic sentiments attempted to shape the legacy of the neighborhood around the time of its dissolution. Finally, general newspaper coverage of the district after its turn-of-the-century life span is analyzed, thereby demonstrating the potential for further research on urban nostalgia in historical contexts. [ABSTRACT FROM AUTHOR]

In the early twentieth century, St. Pauli was not the only place in Hamburg to go to have fun. In the city's East End, a wide range of pubs, clubs, and ballrooms turned working-class quarters into a vibrant pleasurescape. Based on historical-topographic and archival research, this paper explores eastern Hamburg's forgotten pleasurescape with the aim of drawing attention to pleasure culture as a social driving force and of redressing the balance in the city's one-sided history of pleasure culture. In the course of the study, the term "pleasurescape" is more clearly nuanced and geo-spatial historical mapping further explored as a tool for urban history. [ABSTRACT FROM AUTHOR]

"Pleasurescapes," also called amusement or entertainment quarters, are public spaces that are constituent for modern cities. They emerged during the period of urbanization and were constantly reshaped and negotiated. "Pleasurescapes" is an analytical concept that describes and reflects the historical, spatial, sociocultural, and infrastructural development of pleasure spaces during the long turn of the century around 1900. This issue explores the particular role of pleasurescapes on waterfronts and in port cities. [ABSTRACT FROM AUTHOR]

Following part 1 of Port City Cultures, Values, and Maritime Mindsets, this issue explores how cultures of port city territories are put into words, visualized, and can even be shaped. Continuing the argument that port city territories merit particular attention due to their location at the border of sea and land and the presence of global and local interests and stakeholders of differing sizes, this issue emphasizes once more the role that culture, values, and mindsets can play in understanding the historical relations and socio-spatial features of port cities, their socio-cultural construction, and their future design. The issue emphasizes the value of considering ways of perceiving, defining, and classifying port cities in relation to social context and powerful processes of meaning-making in academia and in the wider society.

Theoretical models point to the occurrence of common and recurrent stages in several port city regions around the world, which have associated the evolution of port-related activities with the process of urban territory transformation. In order to understand the role of port-related activities in framing the urban territory, we conducted a spatiotemporal comparative analysis of two port city regions with contrasting settings. The first involves the European city of Dublin in Ireland, while the second concerns the South American city of Vitória on the coast of Brazil. Morphologic diagrams were used as generalizing tools in order to simplify the representation of the urban territory into structures, and also to facilitate the interpretation and comparison between the two cities. This study-based comparative analysis shows that the dissociation between city and port is dependent on the territorial scale of the analysis, as well as the context the city was formed prior to port establishment. On the other hand, the reassociation between city and port is based on the constitution of new centres beyond the traditional urban centre. Moreover, the use of diagrams proved to be capable of connecting quantitative and qualitative approaches, helping to identify common forms and structures, and historical-cultural patterns. [ABSTRACT FROM AUTHOR]