published_or_final_version / Architecture / Master / Master of Landscape Architecture

Not available / text

published_or_final_version / Architecture / Master / Master of Architecture

published_or_final_version / abstract / Industrial and Manufacturing Systems Engineering / Master / Master of Philosophy

published_or_final_version / abstract / toc / Industrial and Manufacturing Systems Engineering / Master / Master of Philosophy

published_or_final_version / Mechanical Engineering / Master / Master of Philosophy

Globalization of the world’s economy, containerization, intermodalism and specialization have reshaped transport systems and the industries that are considered crucial for the international distribution of goods such as the port industry. Simultaneously, economies of location, economies of scope, economies of scale, optimization of production factors, and clustering of industries have triggered port regionalization and inland integration of port services especially those provided by container terminals. In this integration dry ports have emerged as a vital intermodal platform for the effective and efficient distribution of containerized cargo. Dry ports have enabled port and hinterland expansion increasing the competitiveness of container terminals at seaports. In consequence, container terminals and dry ports are establishing formal and informal relationships to strengthen the competitiveness of their hinterlands and to improve their role in the physical distribution of goods. This study assesses the characteristics of relationships between container terminals and dry ports. Such assessment is conducted based on a set of relationship characteristics proposed in a relationship assessment model for customer/supplier, in which dry ports are given the role of suppliers of port services to container terminals. In addition, the research assesses the impact of the relationships between container terminals and dry ports on inter-port competition. The main findings of the research led to conclude relationships between container terminals and dry ports are characterized by medium mutuality, low particularity, low co-operation, low conflict, low intensity, low interpersonal inconsistency, high power/dependence and medium trust. Additionally, it was concluded that such relationship characteristics impact inter-port competition in two main ways. In one hand by driving container terminals to maximize the utilization of dry port’s capabilities such as container transport/delivery, container storage, customs clearance, information systems and intermodal connections to industrial clusters. On the other hand, by constructing channels of interaction through which dry port’s benefits for hinterlands such as increase of container terminal capacity, reduction of road congestion, increase of modal shift and hinterland expansion are used as leverage in competition for containerized cargo.

Horseshoe Bay, British Columbia is: 1) a geographically constricted waterfront neighbourhood of the Municipality of West Vancouver, 2) a north facing deep water ocean bay with a history of marine access and activities, 3) the site of one of the busiest terminals on the British Columbia Ferry Corporation system with 2.6 million vehicles and 7 million passengers per year. The ferry corporation is planning to expand the vehicle holding lots and administration facilities in 2001 and there are public concerns about possible degradation of the character and environment of the community. The Municipality of West Vancouver has expressed a desire to rebuild the foreshore embankment of the waterfront in Horseshoe Bay Park and upgrade the various amenities. Merchants of Horseshoe Bay are concerned that changes to the pedestrian access from the ferry terminal lots may negatively affect their business. The federal government is in the midst of divesting itself of ownership and responsibility for the public wharf. These are the issues and factors that were considered in a project where several different landscape locations with different functions within the Horseshoe Bay community were the subject of a redesign program. The proposed interventions range from environmental graphics to intertidal infill and wetland construction. Each of the various proposals has a different focus, use or function but all share the common theme of landscape connectivity, linking the community to the environment in a mutually beneficial way.

The once close physical, functional, economic and cultural solidarity between ports and cities has diminished as a result of changes within both ports and their surrounding urban areas. Spatially, ports and cities have become separated as port structures have grown and evolved to meet the demands of trade and shipping technology over the past few decades. This separation is exacerbated by changing social priorities in the use of urban waterfront space and heightened interest in quality of life issues. As the pressures affecting the urban waterfront continue to grow, the port-city relationship has become strained. This paper is concerned with how the relationship between ports and cities can be improved to support the complementary development of the port with its urban region and, at the same time, maintain the quality of life city residents have come to expect. More specifically, this study seeks out the appropriate planning principles, strategies and approaches that can effectively address the problems and land use conflicts at the port-city interface. The study begins by exploring the literature of structural and societal changes that are affecting port city waterfronts and the conflicts that result between ports and cities in their planning for the waterfront. In a number of cases, these challenges are being met by the separate actions of ports and cities; however, given port-city linkages in many issues it is revealed that there is much to be gained through the effective coordination of efforts based on shared planning principles. A review of the Vancouver cityport confirms the port-city challenges suggested by the literature and interviews with municipal and port representatives lend support to the concept of port-city planning principles. The major conclusions of this study are that ports and cities can benefit from increased collaboration on the basis of agreed planning principles and a shared approach to waterfront planning that recognizes each party's needs. The challenge to be borne by city and port planners is one that seeks reconciliation, balance and the re-building of a synergistic relationship.

No abstract available. / Thesis (M.T.R.P.)-University of Natal, Durban, 1997.