Better connectivity of rail freight port cities is a win-win for the EU green deal

One of the most important initiatives of the European Year of Rail, the Connecting Europe Express passed through the Dutch port city of Rotterdam yesterday and arrives today in another port, Antwerp in Belgium.

Arriving in major European port cities, the interdependencies and mutual reinforcement of European ports and rail freight links come to the fore. Increasing the share of rail freight will be an important element in achieving the objectives of the EU’s Green Deal and should therefore be a central objective of the European Year of Rail.

Most European ports are located near urban nodes with high pressure on the road network, making the increased use of rail freight a necessary choice for many ports. And conversely, for rail freight operations, a significant portion of the goods transported on the tracks, particularly in high-growth markets such as intermodal traffic, pass through the port.

On the occasion of the arrival of the Express in Rotterdam and Antwerp this week, the European Maritime Ports Organization (ESPO), the European Rail Infrastructure Manager (EIM), the European Rail Freight Association (ERFA) as well as the European Community of Railways and Infrastructure (CER) jointly called for greater attention to rail-port connectivity.

Modal shift is one of the main pillars of the Commission’s sustainable and smart mobility strategy, necessary to achieve a 90% reduction in greenhouse gas emissions from transport in order to meet the climate targets of the EU. In Europe, a large part of rail freight passes through its seaports, but the modal split of rail links to the hinterland varies considerably. Some seaports have nearly 50% of modal split towards rail. Improving port-rail links on a larger scale, both in terms of infrastructure and operation, is therefore crucial to increase the share of goods transported by rail.

The Interconnection Mechanism in Europe II should particularly promote rail projects, which improve connectivity to and from European seaports, as a better link will bring direct efficiency gains for a large part of rail freight.

Isabelle Ryckbost, Secretary General of ESPO: “Improving the last mile must be a top priority to transport more goods on rail, in terms of interoperability, data exchange, operations and infrastructure . In Europe, we see a great diversity of rail management systems in European ports. We need a level playing field and equal access to public funding for the necessary infrastructure investments, whether the managing body of the port or the national rail infrastructure manager is responsible for the rail infrastructure at the same time. inside the port.

Monika Heiming, Executive Director of EIM: “Infrastructure managers see rail-port connectivity as an essential tool to create the modal shift essential for freight, in order to meet the ambitious environmental policies of the European Commission. The opportunities for financing strategic investments in rail-port links under the new mechanism for interconnection in Europe II are therefore welcome. Infrastructure managers will continue to improve coordination between rail and ports with all stakeholders involved.

Conor Feighan, ERFA General Secretary: “In order for rail freight to become more attractive to end users, rail freight companies must have access to the right quantity and quality of capacity. As key gateways for freight, it is therefore essential that ports have infrastructure that facilitates the development of a competitive rail freight market.

Dr Alberto Mazzola, Executive Director of the CER: “Integrated and efficient connections between ports and rail infrastructure, both in Europe and in third countries, are crucial to achieve the modal shift objectives necessary for the decarbonization of transport . Improving last mile links must be accompanied by interoperable freight standards on the network and the revision of the TEN-T regulation is an opportunity to close the gaps and bring together ports and rail corridors.

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As coastal flooding increases, some port cities plan to pull out

Sunny Floods in Downtown Miami (Public Domain)

Posted on Jul 18, 2021 4:30 PM by

The conversation

[By A.R. Siders and Katherine Mach]

When the tide is unusually high in Charleston, South Carolina, the coastal streets begin to fill with seawater. Some backyards become ponds and residents don rain boots.

The city also receives a lot of rain. After homes in a low-lying neighborhood were flooded three times in four years, the city offered to buy 32 flood-prone townhouses and turn the land into open space that can be used to manage future ones. flood waters. It’s a strategy coastal cities from Virginia to California are considering more often as tidal flooding increases with rising sea levels.

Cities along the US coast have seen an increase in the number of flood days at high tide. In 2021, U.S. coasts are expected to experience an average of three to seven days of flooding at high tide, increasing to 25-75 days by mid-century, the National Oceanic and Atmospheric Administration warns in its annual flood outlook at high tide, published July 14. , 2021.

Charleston’s low elevation saw a record 14 days of high tide flooding in 2020, and parts of the city have even more flood days. The city is considering new dikes to protect itself from hurricanes and other measures to try to keep tides and storms from entering threatened neighborhoods. But he has also started helping residents move away from high-risk areas. This is a strategy known as managed retirement – the deliberate movement of people, buildings and other infrastructure away from very dangerous places.

Controlled withdrawal is controversial, particularly in the United States. But it’s not just about moving – it’s about adapting to change and building safer communities, meeting long-neglected needs, and incorporating new technologies and thoughtful design for living and work in today’s world.

We discuss in a special issue of the journal Science this managed retreat is an opportunity to preserve the essentials while rethinking high-risk areas in a way that is better for everyone.

What a managed retirement can look like

General Oliver P. Smith of the United States Marine Corps said of a retreat he led during the Korean War: “Retreat! Hell! We’re just moving in a different direction. Much like General Smith’s maneuver, retreating from the dangers of climate change is all about choosing a new direction.

Controlled withdrawal could involve turning streets into canals in coastal towns. This could mean buying and demolishing flood-prone properties to create open spaces for stormwater parks that absorb heavy rains or retention ponds and pumping stations.

Managed retirement is part of a coping toolkit. Elena Hartley

In some cases, managed retirement may involve building denser, more affordable housing designed to stay cool, while leaving open spaces for recreation or agriculture that can also reduce heat and soak up stormwater in the event. of need.

Managing retirement well is a challenge. It affects many people – residents who move, their neighbors who stay and the communities they move to – and each can be affected differently. Soldiers Grove, Wisconsin, moved its flood-prone business district in the late 1970s and used the opportunity to heat new buildings with solar energy, earning it the nickname ” Solar village ”. The move has revitalized the local economy; yet while the project is hailed as a success, some residents still miss the old town. For managed retirement to be a viable strategy, relocation plans must not only help people move to safer ground, but also meet their needs. It can involve a wide range of social issues, including cultural practices, affordable housing, building codes, land use, jobs, transportation, and public services.

Since high-risk areas are often home to low-income communities and black, indigenous and other communities of color, addressing climate risk in these areas may also require addressing a national legacy of racism, of segregation and disinvestment that has put these communities at risk and left many little options for dealing with floods, fires and other dangers.

In its simplest form, a managed retirement can be a lifeline for families who are tired of the emotional and financial stress of rebuilding after floods or fires, but cannot afford to sell their home at a loss or don’t want to sell and put another family at risk.

Talking about managed retirement

Even if an individual or community decides not to opt out, thinking critically and talking openly about a managed retreat can help people understand why it is important to stay in place and what risks they are prepared to face. to stay.

Losses from moving can be obvious, including the cost, but there are also losses in staying put: physical risk of future dangers, increased emotional and financial stress, potential loss of community if some residents or businesses leave to find safer ground, the pain of seeing the environment change and the lost opportunities to improve.

If people can explain why it’s important to stay still, they can make better plans.

Maybe it’s important to stay because a building is historic and people want to protect that history. It opens up creative conversations about how people have preserved historic buildings and sites at risk. And he invites others to help document this heritage and educate the community, perhaps through oral histories, video recordings, or 3D models.

Perhaps it is important that the owners stay because the land has been in the family for generations. This could start conversations with the next generation about their goals for the land, which may include preservation but may also include changes.

Perhaps a deep emotional attachment to a community or home could make a person want to stay. Conversations could be about moving nearby – to a new, safer home but still part of the community – or about physically moving the house to a safer location. It could also mean finding strategies, like life estates, that allow people to stay in their homes as long as they want, but prevent a new family from moving in and putting their children at risk.

If staying seems important because the local economy depends on the beach, it could start a conversation about why stepping back from the beach may be the best way to save the beach and its ecosystem, preventing the walls from being washed away. narrow and maintain public access without stilt houses hovering above the tide.

Thinking carefully about which parts of our lives and communities should stay the same opens up space to think creatively about which parts should or could change.

AR Siders is an Assistant Professor in the Center for Disaster Research at the University of Delaware.

Katharine Mach is Associate Professor of Environmental Science and Policy at the University of Miami.

This article is courtesy of The Conversation and can be found in its original form here.

The conversation

The opinions expressed here are those of the author and not necessarily those of The Maritime Executive.

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10 LARGEST port cities in Russia

There are 67 seaports in Russia located on 12 seas, from the Black and Baltic basins to the Pacific and North basins. Here are the most important of them, through which a large part of Russian oil, coal and other goods are transported.

1. Novorossiysk

Novorossiysk is located in the ice-free Tsemes Bay of the Black Sea. For several centuries, the city belonged to the Ottoman Empire, but under a peace treaty following the Russo-Turkish wars of 1829, it passed to Russia. It is the largest port in Russia, with a turnover of more than 140 million tonnes of goods per year. It also houses a Russian Navy base.

2. Saint Petersburg

The first port appeared here in 1703, the year the city was founded. However, the Gulf of Finland has a narrow, winding coast near St. Petersburg and over time this has become a problem for large merchant ships. To remedy the problem, a canal was built in the second half of the 19th century, which allowed the opening of a new port. The Grand Port of Saint Petersburg stretches 31 km along the coast and has around 200 berths.

3. Vladivostok

Vladivostok is one of the largest ports in the Russian Far East and is home to the main base of the country’s Pacific Fleet. The city was founded in 1860 as a military port and its name is derived from the expression “rule over the East” (“владеть Востоком”). At the end of the 19th century, when the city became the final destination of the Trans-Siberian Railway, people from all over the Russian Empire began to settle there en masse. In Soviet times, the city was a modest, restricted port, out of the attention of the Moscow authorities. However, in the 1990s, its restricted access status was lifted, foreigners were allowed to visit, and after the APEC summit in 2012, the city was completely transformed. Today, it is also a free trade area.

4. Nakhodka

“What a find!” exclaimed a sailor aboard the corvette ‘America’, as it approached an unknown bay in the summer of 1859, according to legend. In any case, that’s what this new point on the map was called: Nakhodka, which means “a find” in Russian. At first there was only one village, but in the 1930s and 1940s a port was built thanks to the labor of Gulag prisoners and a town followed soon after. Today it is the third largest city in the Russian territory of Primorsky after Vladivostok and Ussuriysk.

5. Petropavlovsk-Kamtchatsky

A colony was founded in Petropavlovsk at the end of the 17th century, when explorers first reached these distant lands. In the 19th century, a port began to be built here, taking advantage of the ice-free Avacha Bay. During World War II, a new large port was built, which was enlarged throughout the 20th century and continues to develop actively, as the port of Petropavlovsk-Kamchatsky is an important point on the Northern Sea Route, which offers the shortest route from the European part of Russia to the Far East.

6. Murmansk

The world’s largest city beyond the Arctic Circle is home to a major ice-free Nordic port. It was built in 1915 during World War I, after which a town was also founded here. In Soviet times, Murmansk was actively developed as a supply and repair base for the Northern Fleet. During World War II, the city was badly damaged by air raids, but the Nazi army was unable to capture it by land. Today, the port of Murmansk retains its importance as a base for Arctic development and as an outpost for the Russian nuclear fleet.

7. Sochi

The port terminal of Sochi, built in the Stalinist Empire style in 1955, is one of the city’s hallmarks. The port of Sochi mainly receives passenger traffic, rather than commercial and industrial activities. In addition, the entry of tankers into the port of Sochi is prohibited, unlike the large cruise ships which call there regularly. The history of the Russian presence on this coast dates back to the first half of the 19th century, when the first fort was built, and since 1909 Sochi has become Russia’s main resort on the Caucasus Black Sea coast.

8. Kaliningrad

Until 1945 the city was called Königsberg and was the capital of East Prussia. The first commercial port was founded here in the 14th century. After World War II, the northern part of this province and the city itself were transferred to the USSR. The port was badly damaged during the war, so the Soviet government built a new port and renamed the city of Kaliningrad, which became Russia’s westernmost port and the only ice-free port on the Russian coast of Russia. Baltic sea. The port of Kaliningrad accommodates mainly commercial cargo ships and fishing boats. Interestingly, it only became a hub of the fishing industry after the region was integrated into the USSR.

9. Makhachkala

The capital of the Republic of Dagestan is the largest city in the Russian North Caucasus and Russia’s only ice-free port on the Caspian Sea. The port was built in the second half of the 19th century. It has a large dry cargo port, a level crossing and a modern high-tech oil port. In addition, Makhachkala is home to one of the bases of the Caspian flotilla of the Russian Navy.

10. Sevastopol

Present-day Sevastopol was founded by decree of Catherine the Great in 1783, immediately after Crimea became part of the Russian Empire. At the beginning of the 19th century, Sevastopol became the main Black Sea port of the Russian Empire. This city of military glory, which was the battlefield of several wars, is today the main naval base of the Russian Black Sea Fleet. In addition to the military base, the ice-free bay of Sevastopol has a large industrial port, through which deliveries of fish, oil, metals and various other products are carried out.

If you use all or part of the content from Russia Beyond, always provide an active hyperlink to the original content.

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Port cities of Mumbai, India and Piraeus, Greece consider closer cooperation

Mumbai, India and Piraeus, Greece
The port cities of Mumbai, India and Piraeus, Greece, are planning to strengthen their trade ties. Illustration by the Greek journalist.

The major port cities of Mumbai in India and Piraeus in Greece are looking for ways to improve cooperation, as bilateral relations between New Delhi and Athens are described as excellent.

Piraeus Mayor Ioannis Moralis met Indian Ambassador Amrit Lugun on Friday to discuss prospects for enhancing cooperation on trade and commerce activities, including cooperation between the ports of Mumbai and Piraeus.

Mumbai, India and Piraeus, Greece
Ioannis Moralis meets Indian Ambassador Amrit Lugun. Credit: Municipality of Piraeus

As Piraeus and Mumbai are major port cities, this guarantees immense opportunities for cooperation.

Bombay Port

The Port of Mumbai, located on the west coast of India, has long been the main gateway to India and has played a central role in the development of the national economy, trade and prosperity of the city of Mumbai in particular.

It provides integrated port facilities for the handling, storage and delivery of goods. The port is well served by an extensive road network of 126 km.

The port has its own rail system connected to the Central and Western Railway by the main wide gauge line. With a track of nearly 100 km and five diesel locomotives, the port’s rail system serves the docks and important installations and factories in its areas.

port of piraeus

The port of Piraeus is located at the crossroads of Europe, Asia and Africa, being the natural port of Athens and the main gateway to Greece.

The port of Piraeus is majority owned by China COSCO Shipping, the 3rd largest container ship company in the world.

Since 2009, when COSCO took over, the economic performance of container handling has improved considerably.

Before COSCO took control, the port’s container handling record was 1.5 million TEUs. These figures increased to 5.65 million TEUs in 2019.

Piraeus is today the largest port in the Mediterranean and the fourth in Europe, behind Rotterdam, Antwerp and Hamburg.

Excellent relations between Greece and India

The political climate between the two countries is excellent, the relations being multifaceted, harmonious and warm, as the two peoples are linked by close ties of friendship and mutual cooperation, and represent ancient cultures, said the Greek Ministry of Affairs. foreigners.

During his visit to Greece in 2018, Indian President Ram Nath Kovind praised the contribution of Alexander the Great to the history of his nation.

“The most famous Greek to come to India was of course Alexander the Great. He arrived at the head of an invading army in 326 BC – but he left as a friend, ”he wrote on Twitter.

“Every Indian schoolboy knows how Alexander and Porus fought a pitched battle and then became allies,” he added.

In October 2020, the Greek Foreign Minister and his Indian counterpart discussed ways to strengthen diplomatic and military relations between the two countries during a video conference.

Nikos Dendias briefed Indian FM Subrahmanyam Jaishankar on Greece’s commitment to resolve tensions in the Eastern Mediterranean in the context of international law.

The Indian minister stressed that his country considers the United Nations Convention on the Law of the Sea as the basis for resolving such disputes, referring to a maritime dispute between his country and Bangladesh which has been settled within the framework of international arbitration.

The two ministers also spoke of the strengthening of cooperation in the field of defense, and in particular in the field of technology.

Diplomatic sources stressed that it is important to strengthen ties with India, given that Pakistan, a neighboring country of India, is currently conducting joint naval exercises with Turkey.

The meeting, they said, is part of an effort to strengthen Greece’s relations with rising powers around the world such as India, which has been elected a non-permanent member of the UN Security Council.

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Port cities | Manila weather

THE whole world was connected to each other by commerce in the days of Humabon. In Asia – from India to East and South-East Asia – it was mainly through a sea-oriented trade network. In archipelagic South-East Asia, maritime trade s ‘articulated around a series of interconnected warehouses supplying the needs of global, regional and domestic trade.

As historian Geoff Wade argues, some policies implemented by the Song and Yuan dynasties in China centuries before Humabon had enormous repercussions that were seen – and generally taken for granted – in the 16th century. For example, the Chinese pushed Southeast Asia into a sophisticated trading system that used metal-based currencies and international trade (with fluctuating value) that hypnotized Pigafetta in Cebu.

The supply of and demand for metallic currency between China, Japan, and Southeast Asia largely justified the institutionalization of the Manila-Acapulco galleon trade in the early years of Spanish colonialism in the Philippines. The Galion Trade, for its part, served as an indirect peaceful solution to the deterioration of relations between China and Japan, due to a trade imbalance between the two countries which prompted the former to impose restrictions on exports and forced the Japanese to resort to piracy (wako).

International maritime trade in Southeast Asia, according to historian Kenneth Hall, was primarily responsible for the massive and massive changes in the region, as evidenced by the many warehouses in the Philippines, including the port cities of Cebu and Manila as well as the Islamized. Mindanao and Sulu region.

Influential warehouses have emerged in Malacca and southern China to handle global, regional and even domestic trade; they were often interconnected with each other. Warehouses in southern China were vitally important to the development of small warehouses in Borneo, Sulu and Cebu, according to research by Roderich Ptak. The Chinese decided to bypass the increasingly intransigent Java Sea link, and established direct links with Borneo, Sulu and Cebu.

Borneo, in particular, benefited from the fall of Malacca to the Portuguese in 1511 as much of Chinese trade was diverted there as a result, enough to warrant the existence of an embassy. The links of Borneo-Brunei politics with the warehouse of Sulu and Tondo-Manila are well documented. Knowledge of maritime trade in Southeast Asia will illuminate and explain the scope of the Tondo Conspiracy of 1587-1588 (against Spain).

The connection of the Borneo-Sulu region with the Java Sea link should not be ignored either. Later researchers discovered some flaws in Cesar Majul’s magnum opus, Muslims in the Philippines, but his claim that the Philippines was part of what he called “Malaysia” – what our friends at the Philippine Historical Association call the “Malay world” – remains true. until now. It is also universally accepted that the way of Islam in the Philippines is the same for maritime trade in this part of archipelagic Southeast Asia.

Historian Vicente Villan speaks passionately about Panay’s strategic location before and especially after the entrenchment of Spanish colonialism in the Philippines. However, increasingly after the onset of Spanish colonialism, the focus shifted from maritime trade to the military conflict between Panay as the pivot – according to Villan – of the Spanish colonial power vis-à-vis Tondo-Manila. (before it succumbed to the Spaniards and even after it became the seat of colonial power), and even more so with the booming Islamic South.

Certainly, conflict and trade went hand in hand in the relations between warehouses, even before the arrival and establishment of the Spanish colonial power. This should help (in part) explain the animosity between Humabon and Lapulapu in 1521. Warehouses were, after all, business rivals and partners at the same time.

In some ways, Spanish colonialism changed the landscape of international maritime trade in Southeast Asia with the promotion of Manila as arguably the region’s premier warehouse. According to Ubaldo Iaccarino, “in just a few short years, Manila has become a thriving warehouse and a crossroads between the Americas, China and Japan, primarily for the exchange of Japanese and Mexican money with Chinese silks and porcelain.”

Manila was already a warehouse before the 1570s, but the galleon trade made it the envy of Southeast Asia. However, the transformation of Manila with its massive importance to Chinese and Japanese trade which was virtually cut off from other important warehouses spawned hostility towards the Philippines not only from other colonial powers like Portugal and the Netherlands, but mostly from the commercially displaced Muslim south.

I don’t see the fiftieth as an opportunity to glorify an individual or an event. This is an opportunity to reflect on the events that changed the landscape and their implications for the world we live in today.


Birthday greetings to future academic heavyweight Maui Hernandez (March 18).

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Turkey to boost rail investment, directly linking industrial areas to port cities

Turkey is ready to mobilize its investments in rail infrastructure, and new lines have been put on the country’s agenda, including those that will directly link industrial production areas to commercial ports, the minister said on Thursday. Infrastructure and Transport Adil Karaismailoğlu.

He said they are planning their rail networks based on feasibility studies and that the country will be a logistics superpower when setting up the infrastructure with the new investments.

Karaismailoğlu spoke with the editorial office of the Anadolu Agency (AA) about the country’s current railway infrastructure, plans and new investments.

He said the country has achieved a lot over the past 18 years in the area of ​​transportation.

“We have increased the length of the divided roads from 6,000 kilometers to 28,000 kilometers,” said Karaismailoğlu, adding that in 2002 there were only 50 kilometers (31 miles) of tunnels in Turkey. “We currently have a 600 kilometer tunnel and a 200 kilometer tunnel network under construction,” he said.

“Our road network has now reached a certain level,” said Karaismailoğlu, adding that it was therefore time to focus on railways.

Karaismailoğlu said that Turkey had nearly 9,000 kilometers of railroad tracks in the 1930s. However, from the 1940s to 2002, there was no real investment in rail infrastructure. He said that had changed under the leadership of President Recep Tayyip Erdoğan as the country stepped up efforts to increase rail capacity in recent years.

Commenting on the modernized Samsun-Sivas line, which has just been inaugurated with a ceremony attended by Erdoğan, Karaismailoğlu said that the line connects the Black Sea to the central region of Anatolia and then to the Mediterranean. The 431 kilometer rail line, which is now operating at increased capacity, will also contribute to the trade corridor between Northern Europe and the Middle East.

Turkey sits on a corridor that connects Beijing to London, Karaismailoğlu said.

Railway for industrialists

The minister said that new rail lines have been included in the country’s future plans, and some of the most important are those that will link the Organized Industrial Zones (OIZs) to ports. These railways will provide rapid and cost-effective transport for industrial goods on their way to commercial ports, making Turkish manufacturers a direct part of world trade.

The minister said their plans include industrial production areas near the port of Iskenderun in Hatay province (southern Turkey), the port of Mersin in the southern Mersin province, the port of Filyos in the province. north of Zonguldak and Alsancak port and Çandarlı port which will soon be opened in western Izmir.

“We aim to reduce logistics costs from 50% to less than 10%,” he added.

Stating that they aim to increase the annual amount of 30 million tons of freight carried by rail to 45 million tons by 2023 and 150 million tons by 2028, Karaismailoğlu noted that there are investment works related to the Divriği-Kars line, which is one of the main parts of the Baku-Tbilisi-Kars line.

“We aim to increase the capacity from 5 million tonnes to 20 million tonnes,” he said.

There are also plans for a line that will cross Nakhichevan following recent developments in Azerbaijan, the minister said.

Karaismailoğlu said work is continuing on high-speed train lines as well as freight transport.

“The Mersin-Adana-Gaziantep line is very important” for the southeastern province of Gaziantep to have a connection with the sea, he said.

Karaismailoğlu said that currently 70% of customers prefer rail transport between the capital Ankara and the central province of Konya because it is both comfortable and cost effective.

There is also the Istanbul-Ankara express train project, he said, for which plans have been temporarily put on hold due to the coronavirus outbreak.

He noted that Turkey Railway Machines Industry Railway Technology Inc. (TÜdemsaŞ), Turkey Locomotive and Engine Industry Inc. (TÜLOMSAŞ) and Turkey Wagon Industry AŞ (TÜVASAŞ) have jointly created a new brand, Turkey Rail System Tools Industries Inc. (TÜRASAŞ) ), and that the production of high-speed trains will be carried out under this brand.

Space adventures

Commenting on space initiatives, Karaismailoğlu said the Türksat 5A satellite will be launched into space by mid-December and the Türksat 5B is scheduled for June 2021.

“With 5B, the internet speed will increase to 56 gigabytes,” he said.

“The 6A satellite, which is the most important example of developments in national and national technologies, is under construction,” and the country will launch it into space by early 2022, Karaismailoğlu said. “Thus, we will use our own technologies in space,” he added.

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Cruise lines should ban passengers from free travel in port cities, offers cruise lineup

Don’t expect to be cruising and roaming anytime soon.

As cruise lines prepare to return to the waters, the industry is considering a variety of security measures and adjustments to keep passengers safe during the ongoing coronavirus pandemic. But these changes will not only affect the behavior of passengers on the boat, they could also affect what they are allowed to do on the boat.

One of the proposals sent to the CDC would apparently limit passengers to roam freely in cities connected to ports where ships dock.

A number of proposals have been provided to the Centers for Disease Control and Prevention in hopes of convincing the agency to refrain from extending the current navigation ban order, the Sun Sentinel reported. The order, which had already been extended earlier this year, currently expires on September 30, although major cruise lines have pledged to return to the waters only after October 31 at the earliest.


One of the proposals sent to the CDC would prevent passengers from moving freely in towns near the ports, and only guests who book an actual excursion would be allowed to get off the ship.

The proposal was developed by the Healthy Sails Panel, a group of experts brought together by the Caribbean Group and Norwegian Cruise Line Holdings. Such a decision would limit contact between passengers and crew with local populations, they say, and therefore prevent the potential spread of the coronavirus.


“Prior to COVID-19, cruise lines allowed both fully organized and self-guided tours and independent exploration to destinations of interest,” their proposal reads, according to the Sun-Sentinel. “However, the risk of exposure to people in the communities visited, as well as to passengers and crew of cruise ships, increases as these groups mix. Therefore, the panel recommends that cruise lines initially ban self-guided tours and independent exploration and only allow certain indoor activities organized until further notice. ”


In addition to the Healthy Sails Panel, the Cruise Lines International Association (CLIA) recently announced mandatory protocols for its dozens of member lines (including Royal Caribbean, Carnival, and Disney), and the CLIA has included similar guidelines for day trips to Earth. Specifically, the CLIA said that before cruising can resume in the Americas, member companies should agree to only allow shore excursions under a predetermined protocol and refuse any passengers who do not comply. The exact protocol of the excursions, meanwhile, had to be created by each member line.

The CDC has yet to comment on these specific proposals.

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Two port cities in the South China Sea •

today Picture of the day of NASA Earth Observatory presents two Chinese port cities, Xiamen and Quanzhou, which stand out from the nocturnal waters of the South China Sea.

As the bright lights show, several islands and small ports near the coast make up one of the busiest port areas in China.

According to NASA, the ancient city of Quanzhou was once one of the most important ports along the Maritime Silk Road.

The photograph was taken on September 12, 2019 by an astronaut aboard the International Space Station (ISS).

The South china sea is a marginal sea of Western Pacific Ocean. It is bounded to the north by the banks of South china (hence the name), to the west by the Indochinese peninsula, to the east by the islands of Taiwan and north-west Philippines (above all Lucon, Mindoro and Palawan), and to the south by Borneo, Eastern sumatra and the Bangka Belitung Islands, covering an area of ​​approximately 3,500,000 km2 (1,400,000 km²). It communicates with the East China Sea via the Taiwan Strait, the Philippine Sea via the Luzon Strait, the Sulu Sea via the strait around Palawan (for example the Mindoro and Strait of Balabac), the Indian Ocean via the Strait of Malacca, and the Java sea via the Karimata and Bangka Strait. The Gulf of Tonkin and Gulf of Thailand both are part of the South China Sea, and its shallow waters south of the Riau Islands is also known as Natuna Sea.

Through Chrissy sexton, Editor-in-chief

Image Credit: NASA Earth Observatory

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The next conference explores the unique spaces of port cities

How can we examine the transition between distinct ecological communities through the prism of the social and human sciences?

These questions are at the heart of “ecotone” studies, which seek to understand the meeting places of two communities. An ecotone in ecology is defined as a transition zone between two biomes.

Borrowing from environmental sciences, this conference explores how “ecotones” can be applied to other disciplines, and in particular to transversal community spaces in a port city.

Post / colonial ports: place and not place in the ecotone, in Concordia from October 24-26, will take advantage of Montreal’s unique backdrop as a linguistically and ethnically diverse port city whose waterways facilitated colonial expansion.

“We want to reflect on the complexities of encounters in the port city through geography, arts and literature,” explains co-organizer Nalini Mohabir, assistant professor in the department of geography, urban planning and the environment of the Faculty of Arts and Sciences. .

“My own interest in port cities stems from my current research on the transnational ties that link 1969 Montreal to the Caribbean through currents of radical black student protests, a reversal of the power flows that link the Caribbean to Quebec through the trade. “

The Ecotones conference series – led by Études Montpelliéraines du Monde Anglophone (EMMA) at Paul-Valéry University Montpellier 3, Coastal Carolina University (South Carolina) and MIGRINTER (UMR CNRS-Poitiers, France) – began in 2015 by a conference in Amsterdam, and subsequent events in Montpellier, London and, more recently, New York.

Mohabir co-organized the fourth edition of the series, Ecotones 4: Partitions and Borders, held in Calcutta, India.

Studying port cities

As a geographer, the subject of ecotones is of particular interest to André Roy, dean of the Faculty of Arts and Sciences.

“Our faculty excels in interdisciplinary research and teaching, and supporting this conference, which examines the intersection of ecosystems from various angles, is a natural fit for us. “

Mohabir co-hosted the conference with her colleague Professor Jill Didur, Professor in the Department of English and Associate Dean of Faculty Affairs, as well as partners in France and the United States.

“The metaphor of the ‘ecotone’ as a ‘transition zone between two ecosystems, for example between land and sea’ is very relevant for the research and teaching that I do in environmental human sciences” , explains Didur.

“I am particularly interested in retracing the circulation of plants, botanical knowledge and the aesthetics of gardens as represented in literature and travel writings during the colonial period. Like other forms of resource extraction, this activity took place in an “ecotone” shaped by the process of imperialism, globalization and the anthropocene era.

Read writers

Part of the conference lineup includes a Writers’ Read event, featuring poet Shazia Hafiz Ramji and award-winning author David Chariandy.

“I’m going to read my first book, Poetry of beingRamji said. “The book revolves around the themes of surveillance, addiction, harbors and the family. “

“I can’t wait to learn more about the phenomena of ports, and the complex exchanges and imaginations that these contact spaces generate,” says Chariandy.

“I would like people to think more about how specific individuals negotiate specific sites of power, and the alternation of evocation and criticism of consciousness in the narrative.

Other speakers include geographer Pat Noxolo, who has written extensively on the decolonization of geographic knowledge, of the Caribbean site, and Lisa Paravisini-Gebert, whose recent work focuses on the ecological costs of colonization in the Caribbean.

“By bringing together these various speakers, it allows us to reflect on the links between Montreal and other port cities through the flow of capital, migration and ideas,” explains Mohabir.

“It is very much in line with our university’s mandate to embrace the city and embrace the world. “

The conference is supported by Environments, Figura, the Institute for Urban Futures, the Center for Interdisciplinary Studies on Society and Culture (CISSC), Writers Read, the Departments of English and Geography, Urban Planning and the Environment, the Social Sciences and Humanities Research Council (SSHRC), The Quebec Research Fund – Society and Culture (FRQSC), and the Office of the Dean of the Faculty of Arts and Sciences.

The collaborators include the Montpellier Studies of the Anglophone World (EMMA) at the University Paul-Valéry Montpellier 3, International Migrations, Spaces and Societies (MIGRINTER) at the National Center for Scientific Research and the University of Poitiers, and the French House from Oxford.

Learn more about
Post / colonial ports: place and not place in the ecotone, which will take place at Concordia from October 24-26. Registrations are now open.

Learn more about Concordia English Department, and the Department of Geography, Town Planning and Environment.

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Izmit in Turkey ranked among the largest port cities in Europe

Kocaeli, also called İzmit, one of Turkey’s main industrial cities, has been named one of the largest port cities in Europe. The Gulf of Izmit, located east of the Sea of ​​Marmara, plays an important role in opening up goods produced in surrounding industrial companies to global markets. Housing an average of 10,000 ships per year in the ports it welcomes, Izmit maintains its position as one of the main cities that have piloted world trade since Antiquity.

The Izmit port region is one of the largest port areas in Europe in terms of gross weight of cargo handled.

According to 2017 data released by the European Statistical Office (Eurostat), Rotterdam, Antwerp and Hamburg on the North Sea coast were named the top three ports in Europe in terms of gross weight of goods handled.

Among the 20 largest ports in Europe, Turkey is represented by Izmit, the port of Botaş in the south of Iskenderun of Hatay and Aliağa in the west of the province of Izmir.

Izmit, home to 35 large and small port facilities, is Europe’s seventh cargo port after Marseille with 72 million tonnes of cargo handled, while Botaş ranks eighth, Iskenderun 11th and Aliağa 13th on the list.

Ayhan Zeytinoğlu, head of the Kocaeli Chamber of Industry, told Anadolu Agency (AA) that there are 35 port facilities around the Gulf of Izmit and these ports operate with a capacity of 50-60%.

Zeytinoğlu said they want to ensure that the city’s ports are run like Rotterdam’s, continuing: “As a Chamber of Industry, we want to create the perception of ‘Izmit port’ as Rotterdam. The cargo handling capacity here could go up to 150 million tonnes without too much investment. “

Emphasizing that the connection of ports to railways is not at the desired level, Zeytinoğlu noted: “Even though the railroad crosses the borders of almost all of our northern ports, they are not connected to the railway line. of iron. After the connection to Dilovası, Körfez and Derince are assured that in the coming days the amount of goods handled in Kocaeli could increase much more without increased vehicle traffic. If we can transfer this transport to the railroad, then the amount of goods transported in the Gulf of Izmit will increase, leading to a decrease in truck traffic. “

Emphasizing that this is a great opportunity and that Izmit Bay is a natural port, Zeytinoğlu said: “We are even happier that Izmit has been named the seventh largest port in Europe.

Noting that it is easy for them to make the ranking even higher, Zeytinoğlu continued: “I think we will do that by ensuring rail connections in the coming period. There is currently no rail connection south of the bay. We think it will be good to have a railroad to the free zone and Ford Otosan. If this is done, the freight tonnage will increase much more. “

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