The City as a Terminal (Transport and Mobility)
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The on-time delivery of goods is regarded as a primary factor of the urban economy and is being monitored by businesses and government alike. However, much analysis of freight transportation and the flow of goods into, out of and within urban areas focuses on functional, business-related approaches.This book examines the interrelationship between logistics development on one hand and urban development and geographical issues, such as land use and location, on the other. Avoiding certain one-dimensional views on 'logistics impacts on the city', it discloses the complex interaction of the logistics system with the entire urban environment. It also bridges the gap between recent geographical research into new production systems and (post)modern consumption patterns.Illustrated with case studies from the United States, Germany, France, The Netherlands and the United Kingdom, it examines issues such as: the historical nexus between urban areas and logistics; current urban developments with regards to goods distribution; city-region related characteristics of freight flows; locational dynamics; and specific freight related urban problems and conflicts.In doing so, it argues that modern logistics are fundamentally shaping the function and the character of urban places, particularly since logistics networks are increasingly being established distant and independent from cities. These changes affect both the traditional role of the city as a centre of goods merchandising, which is becoming redesigned under the flag of globalized distribution regimes, as well as the urban structure, being shaped by rising preferences made by distributions firms for suburban and ex-urban locations. It concludes that, in future, electronic commerce and supply chains may lead to further changes that are likely to happen but hard to predict, at least in their physical impact.
followed: “If looked at the locational setting of the surrounding districts in the Berlin area, the suburbs were developing the function of a complementary resource space (emphasis M.H.). This was mainly caused by the shift of industrial sites, the development of agricultural land, the provision of housing for commuters to Berlin and also recreational functions that were provided for the entire region. However, these functions, emerging from a spatial division of labour between city and suburbs,
interviewing: First, qualitative interviews are intended to amplify and particularize the trends and structures that emerge from quantitative statistics, on the one hand, by scaled questioning, on the other, by reconstructing the companies’ decision paths and motivation. Second, to complement the quantitative methods, it is intended to obtain information that only emerges through the specific discussion of the subjective assessments of planning authorities and experts. If only structured and
planning 4. Freight and freightage I. Title 388.3”3 Library of Congress Cataloging-in-Publication Data Hesse, Markus. The city as a terminal : the urban context of logistics and freight transport / by Markus Hesse. p. cm. -- (Transport and mobility) Includes bibliographical references and index. ISBN 978-0-7546-0913-1 1. Delivery of goods. 2. Urban transportation. I. Title. HF5761.H48 2008 388”.044—dc22 2008025990 ISBN: 978-0-7546-0913-1 ISBN: 978-1-4094-8791-3 (ebk-ePUB)
1989/1990 distribution employment located in the suburbs was higher than it was in the core urban area of Berlin. With respect to the distribution function, the suburbs are now more important than the city is, although the population in Berlin is three times higher compared to the suburbs and occupation is twice as high. The assumption of a significant suburbanization of distribution is being confirmed regarding the development of spaces devoted to freight handling and warehousing. According to
increasing distance from the core. The highest growth rates were observed in the zone that was 40 or even 50 kilometres away from the urbanized core (see Table 5.2). In absolute numbers the zone in a distance of 20 and 30 kilometres from the centre performed best (ebd.). As a consequence, the Central Valley is developing to a complementary space for the Bay Area – the higher the pressure of land rents and more competitive land use is becoming. Table 5.2 Spatial Distribution of Bay Area