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Peter V. Hall 《GeoJournal》2009,74(1):67-83
Over the past 50 years, containerization has both enabled and reflected the articulation of increasingly concentrated and
complex global trade flows. Once close infrastructural, economic and institutional ties between seaports and port cities have
been loosened, since major ports now serve producers and consumers in widely dispersed hinterlands. This process has been
especially intense in North America, where west coast ports serve markets across the continent. At the same time, many of
the external costs of increased port activity are incurred in port cities. Hence, questions about the changing nature of employment
in port and related goods-handling sectors have become increasingly important for understanding the share of economic benefits
received by port cities. This paper focuses on the effects of containerization, and related changes in transportation regulation,
on port-logistics worker earnings in major United States port cities since 1975. A difference-in-differences framework is
used to examine the relative annual earnings of dock, trucking and warehouse workers in major container port cities. The analysis
shows that, with notable exceptions, port-logistics worker earnings in major container ports are not necessarily higher than
those of comparable workers. The findings provide further insights into the strained relationship between seaports and port
cities in the era of containerization and economic globalization.
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Peter V. HallEmail: |
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As containerization enters its peak growth years, its potential future developments over maritime and inland freight transport
systems are being questioned. A series of issues can either further accelerate the adoption of containerization worldwide
or, alternatively, could impose an upper limit to the extraordinary contribution that containers have implied for logistics
systems and global commodity chains. These mainly include macro-economic, technical/operational and governance factors. Future
containerization will be largely determined by interactions within and between four domains ranging from a functional to a
spatial perspective. The logistical domain involves the functional organization of transport chains and their integration
in supply chains. The transport domain involves the operation of transport services and intermodal operations. The infrastructural
domain involves the provision and management of basic infrastructure for both links and nodes in the transport system. The
locational domain relates to the geographical location of nodes and sites in the economic space and forms a basic element
for their intrinsic accessibility in terms of centrality or intermediacy. It is underlined that the future of containerization
will dominantly be shaped by inland transport systems. 相似文献
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This study seeks to gauge how far China’s container-related dynamics between 1990 and 2005 fit into the wider perspective
about transport and development within developing countries. In particular, attention is focussed on the role of specific
modes to determine the extent of the penetration of containers within China. Before addressing these key issues extant models
relating to an understanding of port and transport evolution in less-developed countries are recalled, synthesized and used
as a base upon which an appropriate review of China’s case can be conducted. Applying them to China’s northern, central and
southern port ranges not only helps assess the efficacy of these models but also highlights the contribution of individual
modes.
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Claude ComtoisEmail: |
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