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The potential detrimental environmental impact of ports is vast, and port-cities bear the brunt of this. It is essential that future port-city development proceeds in such a way as to reduce the environmental impact that port activity creates for the city and local area. This global study of port authorities in 26 countries and city authorities in 13 countries investigated the current views on pollution, levels of adoption of mitigation measures, future plans, levels of interest in adoption and barriers to key measures for reducing a port’s environmental impact. This reveals consensus on key areas between port and city authorities for the first time. Water pollution was found to be the number one environmental concern of port authorities globally. Air, noise and waste were also found to be important forms of pollution in ports, both from the perspective of port and city authorities and in terms of complaints received. Ports largely have facilities for recycling, although the majority have no set recycling plans, with 62% of ports having none in place. Targets should be encouraged, as well as circular economy approaches, if this is to be addressed. Renewable energy, electric port equipment, building efficiency improvements, electric port and harbour vessels and shore-to-ship power all have high levels of support from port and city authorities, although costs provide the largest barriers to implementation. Greater cooperation between port-city stakeholders is necessary to overcome the large financial barriers that appear to be preventing ports from pursuing the environmental improvements they are interested in.

Researchers from multiple disciplines have proposed classification systems for waterfront transformations: generational (according to the date of their construction) and functional (based on the function assigned to the land post-harbor use). However, an analysis based on the spatial features of the former port areas and their meaning for the waterfront transformation has been missing. This contribution is an attempt to fill this gap by proposing a classification based on morphological approach. It uses selected case studies based on cluster sampling method, following a fractal reading approach of the waterfronts, to capture a representative sample and to generalize the study following a deductive logic. Using satellite images and maps, this article first identifies the areas where the waterfront was revitalized and then it analyzes the type and function of these spaces according to the classical classifications existing in the literature on the subject. A morphological approach used as methodology framework was based on the analysis of satellite images and the cartography of the waterfront areas with simplification algorithm on ArcGIS. The resulting morphological classification of waterfront transformations reveals the relationship between the built form of the former port areas, classified here as convex, concave, or linear spaces, and the kind of revitalization type respectively classified as ribbon-shaped, convergence, or dilatation. The conclusions about the relationships between the built form available for waterfront transformations and the most appropriate type of revitalization can provide concrete indications for a sustainable future transformation of port cities, especially cities whose reconversion is lagging behind.

Following the geographical ���Any-Port Model���, urban design has stipulated and enforced the disunion of port and city over the recent decades. In conjunction with other disciplines, the emphasis has laid at dislocation of production activities in favor of logistic-productive dynamics. At the same time, professional focus was on the urban areas where most citizens are. While this practice has led to redevelopment of abandoned harbor areas too, foremost the approach stimulated stronger physical boundaries between lived city and the remaining and new harbor areas. This article describes the application of the dominant model in Rotterdam over the recent decades, on the base of literature review, and, it confronts this with the concepts of Rotterdam which are in the minds of professionals-in-training, through method of ���mental mapping���. On the one hand, mainly harbor areas are memorized when respondents are asked to draw the port-city of Rotterdam, even though its efficient port infrastructure makes public space in these areas rare, and most harbors are located behind inaccessible borders. On the other hand, civic areas, which have a refined network of public spaces and are places for daily life, reveal also all kinds of tangible and intangible signs and symbols related to characteristics of the port-city when memorized; even more. Various elements, linked to water-land or the flows of goods, people, and ideas, dominate the minds of the people when they think of Rotterdam in general. These outcomes reconfirm the unique unity of port and city and provide a way to find an alternative or supplementary model accepting the complex nature of port-cities., European Journal of Creative Practices in Cities and Landscapes, Vol. 4 No. 2 (2021): Port City Cultures, Values, or Maritime Mindsets, Part 2: Studying and Shaping Cultures in Port City Territories

This dissertation is an invitation to the reader to explore Güzel İzmir / Beautiful İzmir in Turkey. Through three different semi-fictional narratives, it aims to draw attention to specific and singular spaces as they were recorded and remembered through old postcards, black and white photographs, stories, and written travelogues in the past centuries and decades. Thus, it wants to discuss the specificity of an eastern Mediterranean port city by addressing it on eye-level through the experiences of a wanderer. By acknowledging the important role of narratives in building an image of the city, this doctoral research proposes that developing a particular narrative writing method may help to re-establish emotional connections between present-day inhabitants of port cities and their environments. It offers an alternative way of writing and an unconventional reading of the urban and architectural history of İzmir to revive socio-spatial practices by writing narratives of Beautiful İzmir.

This dissertation is an invitation to the reader to explore Güzel İzmir / Beautiful İzmir in Turkey. Through three different semi-fictional narratives, it aims to draw attention to specific and singular spaces as they were recorded and remembered through old postcards, black and white photographs, stories, and written travelogues in the past centuries and decades. Thus, it wants to discuss the specificity of an eastern Mediterranean port city by addressing it on eye-level through the experiences of a wanderer. By acknowledging the important role of narratives in building an image of the city, this doctoral research proposes that developing a particular narrative writing method may help to re-establish emotional connections between present-day inhabitants of port cities and their environments. It offers an alternative way of writing and an unconventional reading of the urban and architectural history of İzmir to revive socio-spatial practices by writing narratives of Beautiful İzmir.

El Mediterráneo se ha convertido en una de las zonas más importantes a nivel mundial del turismo de cruceros junto con el Caribe. Andalucía, en la actualidad, presenta una posición privilegiada con relación al número de cruceristas y escalas que recibe, siendo la cuarta comunidad autónoma de España y la segunda de la Península, después de Cataluña. En el caso del Estrecho de Gibraltar, siendo una zona estratégica entre el norte de Marruecos y sur de España, el turismo de cruceros se presenta como una oportunidad para todos los agentes del sector, aunque con ciertas incertidumbres que en algunos casos son de difícil resolución por las instituciones públicas. Una de estas incertidumbres en el ámbito del Estrecho es la completa renovación del puerto de Tánger Ville que, junto con el puerto de la Bahía de Cádiz y el puerto de Gibraltar, representa un reto para los intereses de las navieras y la estabilidad de los puertos (destinos) locales. A pesar de la incertidumbre global existente en la actualidad por la crisis sanitaria del COVID-19, hay factores que pueden ayudar a una recuperación turística temprana, como es la reciente estabilidad social y política de la ribera sur del Mediterráneo, la cual, desde 2015 ha generado una reestructuración de la actividad turística. En el presente estudio se realiza un análisis del crucerismo en el área del Estrecho de Gibraltar. El principal objetivo del mismo es plantear posibles retos y oportunidades o alternativas que permitan la complementariedad de los puertos de Tánger, Cádiz y Gibraltar (el Triángulo del Estrecho) a través de estrategias que incluyan al turismo de cruceros dentro de una oferta global de turismo azul y donde el puerto y la ciudad puedan tener un papel determinante. The Mediterranean has become one of the most important areas of cruise tourism in the world, along with the Caribbean. Andalusia currently has a privileged position in relation to the number of cruise ships and stopovers it receives, being the fourth region in Spain and the second in the Peninsula, after Catalonia. In the case of the Strait of Gibraltar, being a strategic area between the north of Morocco and the south of Spain, cruise tourism is presented as an opportunity for all agents in the sector, although with certain uncertainties that in some cases are difficult to resolve by public institutions. One of these uncertainties is the complete renovation of the port of Tangier Ville, which, together with the port of the Bay of Cadiz and the port of Gibraltar on the other side of the Strait, represents a challenge for the interests of the shipping companies and the stability of the local ports (destinations). Despite the current global uncertainty due to the COVID-19 health crisis, there are factors that can help an early tourism recovery, such as the recent social and political stability of the southern Mediterranean coast, which, since 2017, has generated a restructuring of the tourism activity. In this study, an analysis of cruise shipping in the area of the Strait of Gibraltar is carried out. The main objective is to raise possible challenges and opportunities or alternatives that allow the complementarity of the ports of Tangier, Cadiz and Gibraltar (the Strait Triangle) through strategies that include cruise tourism within a global offer of blue tourism and where the port and the city can play a determining role.

Eeuwenlang is er gestreden om de controle over de Westerschelde. Van groot geopolitiek belang als toegangspoort tot de havensteden Antwerpen, Gent en het Europese achterland, en andersom, als verbinding met de wereld. De landsgrens die dwars door het Scheldebekken loopt, heeft lange tijd de ontwikkeling van dit gebied belemmerd. De grens zorgt aan Vlaamse zijde voor een blijvende afhankelijkheid van Nederlandse medewerking aan bijvoorbeeld de uitdieping van de Schelde, de vergroting van de zeesluizen in Terneuzen en de vestiging van achterlandverbindingen (zoals bijvoorbeeld de ‘IJzeren Rijn’).Andersom weet Zeeland maar zeer beperkt te profiteren van de welvarende Vlaamse steden. Ondanks de nabijheid van Antwerpen, Gent en Brugge is Zeeuws-Vlaanderen een krimpende, en binnen de Nederlandse context volstrekt gemarginaliseerde grensregio. Maar daar lijkt verandering in te komen. In plaats van met de ruggen naar elkaar toe te staan, zien beide zijden van de grens steeds meer een gezamenlijke nieuwe toekomst. Met name de recente fusie van de havenschappen van Vlissingen/Terneuzen en Gent springt in het oog. In deze bijdrage belichten we deze unieke gebeurtenis – vanuit ruimtelijk, historisch, geopolitiek én bestuurskundig perspectief –, en we bespreken de betekenis ervan voor het bredere proces van grensoverschrijdende integratie in het Scheldebekken.

Size-segregated studies of organic and elemental carbon (EC, OC) in aerosol is essential in understanding sources and effects on the environment. However, these studies are scarce , especially in coastal areas stressed by anthropogenic emissions and with interactions between anthropogenic and natural emissions. To partially fill this lack of information, aerosol siye segregated samples were takrđen between August 2018 and May 2019, using a MOUDI impactor. A thermal-optical analysis (EUSAAR2) allowed EC and OC determination in different size ranges. For Rijeka site, the water soluble organic carbon content (WSOC) was analysed. OC and EC average concentrations in Venice were 3.16 (± 0.97) and 0.40 (±0.13) μg/m3 in Rijeka were 2.48 (± 0.65) and 0.37 (±0.08) μg/m3. The OC size distributions were bimodal at both sites, with an accumulation mode in the size range 0, 56-0, 32 μm, a coarse mode in the range 5.6-3.2 μm . EC showed a bimodal distribution in Rijeka, a single fine mode in Venice. The EC/TC ratio was large in the fine mode at both sites , however, in Rijeka non-negligible values were found in. coarse fractions, suggesting contributions from resuspensions od carbon loaded dust and mixing of anthropogenic particles with sea spray.. The WSOC/OC analysis as function of particle size in Rijeka showed a total value of 0.51 (± 0.12) with an increase in the coarse fraction likely due to a contribution of water soluble carbon from sea spray and f biogenic emissions.

Eeuwenlang is er gestreden om de controle over de Westerschelde. Van groot geopolitiek belang als toegangspoort tot de havensteden Antwerpen, Gent en het Europese achterland, en andersom, als verbinding met de wereld. De landsgrens die dwars door het Scheldebekken loopt, heeft lange tijd de ontwikkeling van dit gebied belemmerd. De grens zorgt aan Vlaamse zijde voor een blijvende afhankelijkheid van Nederlandse medewerking aan bijvoorbeeld de uitdieping van de Schelde, de vergroting van de zeesluizen in Terneuzen en de vestiging van achterlandverbindingen (zoals bijvoorbeeld de ‘IJzeren Rijn’).Andersom weet Zeeland maar zeer beperkt te profiteren van de welvarende Vlaamse steden. Ondanks de nabijheid van Antwerpen, Gent en Brugge is Zeeuws-Vlaanderen een krimpende, en binnen de Nederlandse context volstrekt gemarginaliseerde grensregio. Maar daar lijkt verandering in te komen. In plaats van met de ruggen naar elkaar toe te staan, zien beide zijden van de grens steeds meer een gezamenlijke nieuwe toekomst. Met name de recente fusie van de havenschappen van Vlissingen/Terneuzen en Gent springt in het oog. In deze bijdrage belichten we deze unieke gebeurtenis – vanuit ruimtelijk, historisch, geopolitiek én bestuurskundig perspectief –, en we bespreken de betekenis ervan voor het bredere proces van grensoverschrijdende integratie in het Scheldebekken.

Size-segregated analysis of organic and elemental carbon (EC, OC) in aerosol is essential in understanding sources and effects on the environment. However, these studies are scarce, especially in coastal areas stressed by anthropogenic emissions and with interactions between anthropogenic and natural emissions. To partially fill this lack of information, aerosol size segregated samples were taken between August 2018 and May 2019, using a MOUDI impactor. Measurements were performed in two port-cities of Northern Adriatic Sea, Venice (Italy) and Rijeka (Croatia). A thermal-optical analysis (EUSAAR2) allowed EC and OC determination in different size ranges. For Rijeka site, the water soluble organic carbon content (WSOC) was analysed. OC and EC average concentrations in Venice were 3.16 (+/- 0.97) and 0.40 (+/- 0.13) mu g/m(3); in Rijeka: 2.48 (+/- 0.65) and 0.37 (+/- 0.08) mu g/m(3). The OC size distributions were bimodal at both sites, with an accumulation mode in the size range 0.56-0.32 mu m, a coarse mode in the range 5.6-3.2 mu m. EC showed a bimodal distribution in Rijeka, a single fine mode in Venice. The EC/TC ratio was large in the fine mode at both sites, however, in Rijeka non-negligible values were found in the coarse fraction suggesting contributions from resuspension of carbon-loaded dust and mixing of anthropogenic particles with sea spray. The WSOC/OC analysis as function of particle size in Rijeka showed a total value of 0.51 (+/- 0.12) with an increase in the coarse fraction likely due to contributions of water soluble carbon from sea spray and biogenic emissions.

This paper analyzes the socio-economic impact of the international crisis of the 1930s in Senegal and the port-city of Dakar. It will be explored the consequences of the external dependence and the economic extroversion which featured the colonial economic structures. In addition, this article shows the collective resistance of the African social movements against the crisis. On the other hand, port infrastructures and urban economic activities will be analyzed remarking the regional metropolization of Dakar. En este artículo se explora el impacto socio-económico de la crisis internacional de 1929 en Senegal y más concretamente en la ciudad-puerto de Dakar. Se analizan las consecuencias de la dependencia externa y la extroversión económica que caracterizaba a las estructuras productivas coloniales, destacando también la respuesta organizada de los movimientos sociales africanos. Por otra parte, se estudia la evolución de las infraestructuras y actividad portuaria, observando la metropolización regional de Dakar durante este periodo.

For the first four decades of the 20th century, infectious diseases were the main cause for the high mortality Greek cities witnessed in their rather late urbanization period. Urban sprawl, combined with the absence of consistent urban planning policies led to a deterioration of living conditions and sanitation, which was ultimately translated in excessive infectious disease related deaths. Patras being a major port-city was heavily struck by a number of infectious diseases (many of which had become endemic to the city) although deaths were not distributed evenly among its population, showing instead a strong relation between income and health.It was only after the arrival of the Asia Minor/Pontus refugees (1922) and the frequent epidemic outbreaks that followed when both central government and municipal authorities would initiate many sanitation schemes that would help in the prevention of large scale epidemics in the 1930’s.

Resumo As cidades portuárias do Sul Global foram elementos-chave na introdução de seus hinterlands nos fluxos econômicos da globalização desde o último terço do século XIX. No caso do Senegal, a tendência é similar, revelando como a hierarquia urbana se deslocou para os portos oceânicos, expressando o maior grau de extroversão econômica. A evolução do comércio exterior da colônia marcou os movimentos nas hierarquias urbanas, unidos ao desenvolvimento das infraestruturas de transporte. Este artigo analisa as mudanças no sistema portuário senegalês entre 1880 e 1939, período durante o qual se consolidaram as estruturas econômicas coloniais. Neste modelo, Dakar jogou um papel essencial como eixo marítimo e comercial do hinterland, atendendo a fatores de desenvolvimento e evolução (locais-globais) interconectados. Abstract Port-cities in the Global South were key elements in the introduction of their hinterlands into the global economic trends since the last decades of the nineteenth century. In the case of Senegal, the trend is similar and it shows how the West African urban hierarchy followed the model of extroverted economic structures. The variations of the external trade of the colony remarked these urban dynamics which were tied to the development of the transport infrastructures. This paper analyzes the changes on the Senegalese port-city hierarchy between 1880 and 1939. This period accounted the consolidation of the colonial economic structures. Under these parameters, Dakar played an important role as a gateway for its hinterland. Résumé Les villes portuaires du Sud-Global ont été des éléments clé dans l´introductions de leurs arrières-pays aux flux de la Globalisation dès les dernières décades du XIXème siècle. Au cas du Sénégal, cette évolution c´est pareille, et on explique la manière dont l´hiérarchie urbaine s´est déplacée vers les ports océaniques, en répresentant le majeur dégrée d´extroversion économique. Donc, l´évolution du commerce extérieur a marqué les mouvements dans les hiérarchies portuaires qui étaient liées aux infrastructures du transport terrestres. Cet article analyse les changements au système portuaire sénégalais entre 1880 et 1939 où les structures économiques coloniales furent rénforcés. Dans ce modèle, Dakar jouait un rôle clé comme axis maritime et commerciale de son vaste arrière pays où les facteurs du développement (locaux-globaux) étaient interconnectés. . Resumen Las ciudades portuarias del Sur Global fueron elementos clave en la introducción de sus hinterlands en los flujos económicos de la globalización desde el último tercio del siglo XIX. En el caso de Senegal, la tendencia es similar, revelando cómo la jerarquía urbana se desplazó hacia los puertos oceánicos, expresando el mayor grado de extroversión económica. La evolución del comercio exterior de la colonia marcó los movimientos en las jerarquías urbanas, unidos al desarrollo de las infraestructuras de transporte. Este artículo analiza los cambios en el sistema portuario senegalés entre 1880 y 1939, periodo durante el cual se consolidaron las estructuras económicas coloniales. En este modelo, Dakar jugó un papel esencial como eje marítimo y comercial del hinterland, atendiendo a factores de desarrollo y evolución (locales-globales) interconectados.