Статті в журналах: "Ports – France"

1

Lavissière, Alexandre. "L’opportunité des ports francs en France." Logistique & Management 27, no. 4 (August 27, 2019): 215–28. http://dx.doi.org/10.1080/12507970.2019.1645625.

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2

Fedi, Laurent. "“Ports in France: what port strategy for business development?” Sophie Cros and Florence Lerique, ed. Eska, France, 2021." Revue Française de Gestion Industrielle 37, no. 1 (April 30, 2023): 85–90. http://dx.doi.org/10.53102/2023.37.01.1166.

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Port strategy remains a topical issue in the 21st Century more than ever. The French ports have been subjected to 40 years of successive reforms with modest achievements compared to other European ports. Beyond the diagnosis, the book “Ports in France: what port strategy for business development?” aims to analyse the key determinants of a successful port strategy, how a dynamic port strategy can foster territorial attractiveness and more globally, how this strategy can be embedded in a comprehensive economic development policy. To do so, different professional experts and academics with complementary backgrounds contemplate the main French ports’ challenges. Divided into four parts, this very interesting book deals with the context of French ports, their key stakes as regards logistic coordination, regulatory framework and economic and societal aspects.

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3

BERTELSMEIER, CLEO, and FRANCK COURCHAMP. "Future ant invasions in France." Environmental Conservation 41, no. 2 (January 2, 2014): 217–28. http://dx.doi.org/10.1017/s0376892913000556.

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SUMMARYAnts are among the worst invasive species, and can have tremendous negative impacts on native biodiversity, agriculture, estates, property and human health. Invasive ants are extremely difficult to control, and thus early detection is essential to prevent ant invasions, in particular through surveillance efforts at ports of entry. This paper assesses the potential distribution of 14 of the worst invasive ant species in France, under current and future climatic conditions. Consensus species distribution models, using five different modelling techniques, three global climate models and two CO2 emission scenarios, indicated that France presented suitable areas for 10/14 species, including five listed on the Invasive Species Specialist Group's selection of the world's 100 worst invasive species. Among these 10 species, eight were predicted to increase their potential range with climate change. Areas with the highest concentration of potential invaders were mainly located along the coastline, especially in the south-west of France, but all departments appeared to be climatically suitable for at least two invasive species. A ranking of climatic suitability per species for 17 major airports and 14 maritime ports indicated that the ports of entry with the highest suitability were located in Biarritz, Toulon and Nice, and the species with the greatest potential distribution in France were Lasius neglectus and Linepithema humile, followed by Solenopsis richteri, Pheidole megacephala and Wasmannia auropunctata.

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4

Rossiaud, Jacques. "Les ports fluviaux au Moyen Âge (France, Italie)." Actes de la Société des historiens médiévistes de l'enseignement supérieur public 35, no. 1 (2004): 9–19. http://dx.doi.org/10.3406/shmes.2004.1868.

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5

Tranchant, Mathias. "Les ports maritimes en France au Moyen Âge." Actes de la Société des historiens médiévistes de l'enseignement supérieur public 35, no. 1 (2004): 21–31. http://dx.doi.org/10.3406/shmes.2004.1869.

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6

Kotva, Aleš. "Francie a otevření Japonska." Historica. Revue pro historii a příbuzné vědy 15, no. 1 (July 2024): 42–57. http://dx.doi.org/10.15452/historica.2024.15.0003.

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The paper aims to outline the circumstances that led France to conclude a treaty with Japan in the second half of the 19th century. The traditional historiographical approach to the issue of the opening of Japan’s ports highlights the American role or Commodore Perry’s mission of 1853 or analogically focuses on British, Russian, and Dutch policy in the Far East. However, France was one of the European states that had so far shown interest in Japanese ports in establishing trade relations. The paper aims to describe French activities in the Far East in relation to Japan, considering the missionary activity in the Ryukyu Islands and the actions of French admirals who attempted to open Japanese ports of their own accord in the 1840s. The core of the paper focuses on the first half of the 1850s and related French attempts to sign an agreement with Japan considering international circumstances.

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7

Hill, David, David Barrett, Keith Maude, Julia Warburton, and Margaret Worthington. "Quentovic defined." Antiquity 64, no. 242 (March 1990): 51–58. http://dx.doi.org/10.1017/s0003598x00077292.

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Some of the major sea-ports of medieval Europe still continue and flourish as ports; medieval Hamwic became the container port of Southampton. Some have faded away, as their harbours have silted or the pattern of trade has moved away. Some have so completely failed that certain knowledge of what and where they has been forgotten. Chief of these lost ports of Europe is Quentovic, whose site has been sought in northern France and is here defined in the Canche valley, south of Boulogne.

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8

Martín Pérez, Fernando. "Reseña de: Tranchant, Mathias, Le ports maritimes de la France atlantique (XI^e-XV^e siècle). Volume I: Tableau géohistorique." Espacio Tiempo y Forma. Serie III, Historia Medieval, no. 32 (April 11, 2019): 571. http://dx.doi.org/10.5944/etfiii.32.2019.24110.

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9

Marnot, Bruno. "La politique des ports maritimes en France de 1860 à 1920." Histoire, économie et société 18, no. 3 (1999): 643–58. http://dx.doi.org/10.3406/hes.1999.2053.

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10

Vaughan, Richard. "Bowhead whaling in Davis Strait and Baffin Bay during the 18th and 19th Centuries." Polar Record 23, no. 144 (September 1986): 289–99. http://dx.doi.org/10.1017/s0032247400007117.

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ABSTRACTHistories of individual whale fisheries mainly undertaken by Europeans have yet to be written. This article provides an outline history of whaling in the Davis Strait area during the 18th and 19th centuries. Current knowledge is reviewed of whaling west of Greenland by ships from Danish, Dutch and German ports, and from English, American and Scottish ports. The land-based West Greenland whale fishery is also mentioned, and the activities of whalers from France and Spain. In spite of recent national whaling histories of the English, Dutch and Danish industries, quantitative data for the Davis Strait fishery are still virtually non-existent.

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11

Sabaydash, Marina Vladislavovna. "Retrospective analysis of commercial sea ports operation during first five-year plans and their role in USSR economic industrialization (1928-1940)." Vestnik of Astrakhan State Technical University. Series: Economics 2020, no. 4 (December 30, 2020): 83–97. http://dx.doi.org/10.24143/2073-5537-2020-4-83-97.

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The article highlights the general regularities of the economic development of commercial sea ports in the USSR and defines their role in industrialization of the country. For the first time there has been carried out a comparative analysis of sea port cargo turnover dynamics in relation to the ports of Great Britain, Germany, Italy, the Netherlands, the USA and France. The rates of port cargo turnover growth are investigated in comparison with the rates of industrial production growth, the volume of railway and inland water transport. The changes in the main cargo flows connected to the industrialization of the economy in all sea basins of the USSR have been studied. The dynamics of different types of cargo transshipment has been investigated. There has been stated the increasing rate of coastal cargo transshipment against the significant decrease in the export-import cargo transshipment due to the policy of self-reliance. The structure of foreign commercial cargos has been studied, a significant excess of exports over imports has been revealed. It has been found that the high growth rates of cargo turnover in the Soviet ports were due to the increase in the volume of oil cargo transshipment in the ports of the Caspian Sea. There have been calculated the average age and deadweight of Soviet ships in 1939, compared to the similar average international parameters and figures of the previous years. It was determined how the port's technical characteristics and lack of funding influenced these parameters. Investments to the seaports were hundreds of times less than investments to heavy industry and railway transport, and dozens of times less in inland waterways, since the seaports were not the priority objects in the program of economic industrialization. As a result, plans were not fulfilled, ships were idling in the ports, and labor productivity was low. It has been inferred that the activity of seaports during the first five-year plans was not profitable. There have been studied the specific features of the state system of seaports management during the first five-year plans.

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12

Mathieu, Lionel. "Militaires, marins et pompiers : le Bataillon, l’exception marseillaise de la sécurité civile." Administration 283, no. 3 (October 14, 2024): 95–96. http://dx.doi.org/10.3917/admi.283.0095.

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Unité de pompiers la plus sollicitée de France et plus grande unité de la Marine nationale, le bataillon de marins-pompiers de Marseille a une histoire et une identité singulières. Pleinement marins autant que pompiers, les 2 500 militaires qui la composent protègent les Marseillais depuis 85 ans, assurant la permanence des opérations de secours au sein de la deuxième ville de France. Ses missions s’étendent cependant au-delà des frontières de la cité phocéenne : spécialisé dans la sécurité civile à terre, en mer et dans les ports, le Bataillon tire profit de son ADN de marin en mettant son savoir-faire au service de la Marine, es Armées et de la nation, en France comme à l’étranger.

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13

Lerch, Ph, P. Dumas, T. Schilcher, A. Nadji, A. Luedeke, N. Hubert, L. Cassinari, et al. "Assessing noise sources at synchrotron infrared ports." Journal of Synchrotron Radiation 19, no. 1 (November 25, 2011): 1–9. http://dx.doi.org/10.1107/s0909049511041884.

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Today, the vast majority of electron storage rings delivering synchrotron radiation for general user operation offer a dedicated infrared port. There is growing interest expressed by various scientific communities to exploit the mid-IR emission in microspectroscopy, as well as the far infrared (also called THz) range for spectroscopy. Compared with a thermal (laboratory-based source), IR synchrotron radiation sources offer enhanced brilliance of about two to three orders of magnitude in the mid-IR energy range, and enhanced flux and brilliance in the far-IR energy range. Synchrotron radiation also has a unique combination of a broad wavelength band together with a well defined time structure. Thermal sources (globar, mercury filament) have excellent stability. Because the sampling rate of a typical IR Fourier-transform spectroscopy experiment is in the kHz range (depending on the bandwidth of the detector), instabilities of various origins present in synchrotron radiation sources play a crucial role. Noise recordings at two different IR ports located at the Swiss Light Source and SOLEIL (France), under conditions relevant to real experiments, are discussed. The lowest electron beam fluctuations detectable in IR spectra have been quantified and are shown to be much smaller than what is routinely recorded by beam-position monitors.

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14

Polasky, Janet. "A “Whirlpool of Gain”." Historical Reflections/Réflexions Historiques 48, no. 3 (December 1, 2022): 9–30. http://dx.doi.org/10.3167/hrrh.2022.480302.

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The thousands of aristocratic emigrants from revolutionary France who found asylum in the independent German city city-state of Hamburg and the neighboring Danish city of Altona were not the only immigrants arriving in the neutral ports. Alongside these flamboyant newcomers, merchants, scholars, artisans, and others continued, as they had for decades, to come in pursuit of the economic opportunities denied them at home. With harbors on the Elbe River just downstream from the North Sea, the two cosmopolitan port cities flourished as wars and revolution roiled the rest of Europe. Diplomatically neutral and open to trade, these two cities opened their doors to newcomers from around the world. Over the decade, the aristocrats, who thought themselves cosmopolitan, tested their welcome in the prosperous ports with no native nobility. While most of the newcomers assimilated readily, contributing to the ports’ prosperity, the aristocrats left to reclaim what remained of their estates.

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15

Laget, Frédérique. "Les ports maritimes de la France atlantique (xie-xve siècle). Volume I : Tableau." Annales de Bretagne et des pays de l'Ouest, no. 126 (November 20, 2019): 207–9. http://dx.doi.org/10.4000/abpo.4697.

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16

Mouchard, Jimmy. "Les ports romains atlantiques et intérieurs en France : équipement, architecture, fonction et environnement." Gallia 77, no. 1 (December 30, 2020): 1–28. http://dx.doi.org/10.4000/gallia.5770.

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17

Bernard, Nicolas. "Du port-parking au produit touristique : l'évolution des ports de plaisance en France." Norois 182, no. 2 (1999): 275–85. http://dx.doi.org/10.3406/noroi.1999.6943.

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18

Guengant, Jean-Yves. "Histoire abrégée de l’affiliation des loges des 5 ports militaires de la France." Humanisme N° 289, no. 3 (August 1, 2010): 82–86. http://dx.doi.org/10.3917/huma.289.0082.

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19

Rodriguez, John Eugene. "AWASH IN TRANS-IMPERIAL TRADE: SPANISH NEW ORLEANS AND NATCHEZ, 1783-1803." Illes i imperis, no. 24 (November 24, 2022): 139–60. http://dx.doi.org/10.31009/illesimperis.2022.i24.07.

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Spanish Louisiana (1766-1803) was probably the most prolonged and open Spanish experimentin free trade. The colony’s riverine ports of New Orleans and Natchez were awash intrans-imperial trade from France, British colonies, and especially the new North Americanempire. This trade flowed through both ports in both directions, upriver and down, constantlyrecirculating - but through the U.S. economy, and not that of metropolitan Spain.Louisiana’s riverine planters and merchants simultaneously owned plantations, stores, andships, and enjoyed access to ready capital and multiple sources of produce, goods and slaves.By the 1790s, these men and sometimes women no longer needed to see themselves as Spanish,and moved closer in their political discourse to that of the people already labeled losAmericanos. Therefore, even before 1803, riverine Louisiana was already both trans-imperialand, in the broadest sense, American.

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20

Sabaydash, Marina Vladislavovna. "Retrospective analysis of the USSR sea trade ports operation in conditions of new economic policy (1921-1928)." Vestnik of Astrakhan State Technical University. Series: Economics 2020, no. 1 (March 31, 2020): 78–90. http://dx.doi.org/10.24143/2073-5537-2020-1-78-90.

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The article highlights the specific features of implementing the new economic policy in the seaports of the USSR. The general laws of economic development of the commercial sea ports during the NEP period have been formulated. Statistical data on port capacity from the UK, Germany, Italy, the Netherlands, the USA, and France were used for the first time, and an assessment of the economic development of domestic sea ports was made in comparison with the above countries. It was stated that the drop in cargo turnover of the Soviet ports in relation to 1913 was the most significant, and the post-war restoration was slower in comparison with European ports, with the railway and inland water transport of the USSR. It was proved that the decrease in port turnover in the USSR was a consequence of a decrease in the foreign trade volume and short sea shipping. Maintaining the state monopoly of foreign trade, which in the NEP period transformed into the state capitalism, negatively affected outward and inward trade. The intensity of coastal shipping service grew slowly due to the low specialization of the regions. The seaport management system was studied; its centralization and similarity with the port management system of the Russian Empire were stated. There have been presented the study results of property relations in seaports. It was determined that the landowners in the ports were state departments represented by central ministries (people's commissariats), the owners of other property were state and sectorial governmental bodies, joint-stock companies with a predominance of state ownership. Sea trade ports were funded from the budget of the People's Commissariat of Communication Means. Port financing was ten times less than financing of railways and several times less than inland water transport financing

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21

Guillaume, Jacques. "Contraintes globales et gouvernance locale : pour un premier bilan des ports décentralisés en France." Bulletin de l'Association de géographes français 93, no. 4 (December 1, 2016): 350–68. http://dx.doi.org/10.4000/bagf.940.

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22

Breton, G. "Espèces introduites ou invasives des ports du Havre, d’Antifer et de Rouen (Normandie, France)." Hydroécologie Appliquée 18 (2014): 23–65. http://dx.doi.org/10.1051/hydro/2014003.

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23

Spaulding, Robert Mark. "Revolutionary France and the Transformation of the Rhine." Central European History 44, no. 2 (May 23, 2011): 203–26. http://dx.doi.org/10.1017/s000893891100001x.

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As one of the world's busiest rivers the Rhine carries about 300 million tons of freight annually, upriver and down, between Switzerland and the Dutch ports on the North Sea. Heavy shipping traffic on the Rhine, including ocean vessels reaching Mannheim and barges reaching Basel, has been an integral part of the Rhine valley landscape for the past 150 years. But a bounty of commercial shipping on the Rhine has not always been part of the river's history. Despite the Rhineland's growing population and increasingly productive economy at the end of the early modern period, long-distance shipping activity along the river gradually declined during the seventeenth and eighteenth centuries. River commerce revived and expanded only in the early nineteenth century, stimulated in part by new developments in transportation technology, business organization, industrial development, and an unprecedented civil engineering assault on the river's natural contours. These material components of the nineteenth century transportation revolution as it unfolded along the Rhine are generally well known.

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24

Page, Anthony. "‘Our insulted coasts’: London newspapers and the invasion scare of 1781." International Journal of Maritime History 33, no. 3 (August 2021): 445–63. http://dx.doi.org/10.1177/08438714211037691.

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At the end of August 1781, the combined fleets of France and Spain appeared in the mouth of the English Channel. Stormy weather and sickness soon forced them to retire to their home ports of Brest and Cadiz, and so this brief invasion threat attracts little more than passing reference in most studies of eighteenth-century Britain. This article examines the reporting of this crisis in London newspapers, which provides evidence of public interest in the navy and anxiety about the security of Britain.

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25

Cantin, Alexandre. "Les Ports de France (1753-1763) de Joseph Vernet : un regard au service du roi." Histoire de l'art 65, no. 1 (2009): 59–69. http://dx.doi.org/10.3406/hista.2009.3288.

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26

Dorovitsa, Effie. "The French refrigeration industry's protectionism propaganda against Norwegian ice imports, 1899–1920." International Journal of Maritime History 34, no. 1 (February 2022): 156–71. http://dx.doi.org/10.1177/08438714221080259.

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Imports of Norwegian natural ice into France during the long nineteenth century were met with hostility from the emerging French artificial-ice industry. The phenomenon was more pronounced in the northern ports of France where large amounts of ice were essential for the smooth operation of the fisheries and tourist hubs. This article narrates how the French refrigeration industrialists, collectively in the form of a syndicate but also individually, conducted a fierce campaign against imported Norwegian ice, which they considered to be the main obstacle to the development of their business. Their rhetoric was largely based on protectionist grounds and their principal demand was for a compensatory duty to be imposed on Norwegian ice imports. As the article explains, this self-interested propaganda ultimately collapsed under the pressure of the increasing needs of local economies for imported ice.

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27

Sabaydash, Marina Vladislavovna. "Retrospective analysis of sea ports development in USSR (1946-1955). Part I." Vestnik of Astrakhan State Technical University. Series: Economics 2022, no. 2 (June 30, 2022): 61–75. http://dx.doi.org/10.24143/2073-5537-2022-2-61-75.

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The main regularities of the post-war recovery and growth of the cargo turnover of the Soviet commercial seaports in 1946-1955 are determined. The analysis of the dynamics of the cargo turnover of the ports of the USSR, the ports of Great Britain, Germany, Italy, the Netherlands, France and the USA for 1946-1955, 1928-1955, 1913-1955 is carried out, a quantitative assessment is given of the recovery rate of the cargo turnover of their seaports after the Second World War. A comparison is made of the decrease in the cargo turnover of Soviet ports as a result of the Civil, First and Second World Wars. The dynamics of the volume and cost of transshipment of export and import cargoes in seaports and foreign trade cargo turnover of the USSR has been studied. An analysis was made of the growth rates of the cargo turnover of seaports in comparison with the growth rates of the volume of transportation by rail and inland water transport, the volume of production of industries, the products of which formed the basis of the cargo base of maritime transport. The dynamics of the cargo turnover of ports by sea basins is studied, a quantitative assessment is given of the growth in the cargo turnover of sea basins due to ports in the annexed territories based on the results of the Second World War. The cargo turnover of the largest ports of the Baltic basin in the first half of the 20th century is studied. The dynamics of cargo turnover of seaports by types of cargo has been studied. A decrease in the share of oil transshipment due to the development of a new oil-producing region and the development of pipeline transport has been revealed. The dynamics of port cargo turnover by types of navigation has been studied. An increase in the transshipment of imported cargo due to trophy cargo and war reparations was revealed. There has been analyzed the volume, cost and transportation length of the goods from Germany, Hungary, Romania and Finland on account of reparations.

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28

Dorovitsa, Effie. "Controlling Norwegian natural ice imports into the fishing port of Boulogne-sur-Mer, 1870-1910." International Journal of Maritime History 32, no. 2 (May 2020): 490–98. http://dx.doi.org/10.1177/0843871420921270.

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From the 1870s until roughly the outbreak of the First World War, cargoes of Norwegian ice were shipped to numerous French ports. The ice was crucial for the smooth operation of many industries, especially those in the alimentation sector. The Northern French port of Boulogne-sur-Mer, with its thriving fishing industry, became one of the main entry points for imported Norwegian natural ice blocks. This Research Note is based on the holdings of Boulogne Municipal Archives and the Departmental Archives of the Pas de Calais region. It highlights the significant role that Norwegian ice imports could play in a port whose economy was largely based on the fisheries. It further reveals how concerns about the hygienic quality of natural ice dictated a series of regulations aimed at safeguarding public health in nineteenth-century France, and how these measures were introduced and tackled in Boulogne-sur-Mer. With a regulatory framework that strictly controlled inflows of Norwegian ice into French ports, a few Boulonnaise hygiene officials had to step in to protect the interests of the local fishing industry.

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29

López-Martín, Josép M., Diego Martínez-Martínez, and Àngel Such. "Supervivencia, dispersión y selección de recursos de corzos Capreolus capreolus (Linnaeus, 1758) reintroducidos en un hábitat mediterráneo." Galemys, Spanish Journal of Mammalogy 21, NE (December 31, 2009): 143–64. http://dx.doi.org/10.7325/galemys.2009.ne.a12.

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During the years 2002-2004, 38 roe deer (23 females and 15 males) were released in the National Hunting Reserve (NHR) of Ports (southern Catalonia, Spain) to analyze their viability as a first step before beginning a reintroduction project in this area. A total of 39 individuals were captured in France (Chizé State Forest) and 9 in Alt Pallars NHR (Lleida, Pyrenees, Spain). Thirty individuals fitted with radio transmitters were released to monitor their movements. Roe deer disappeared in these mountains at the end of 19th century, as occurred in other areas in the Mediterranean coast, due to the decrease in forest area and the absence of hunting management. In Catalonia, since the beginning of the 1990s, several roe deer reintroduction projects have been underway in the coastal mountains. In the present study, dispersal patterns, survival probability, and mortality rate were estimated from 589 radiolocations, and the viability of reintroduction evaluated. Resource selection was estimated by logistic regression, the results indicating that roe deer occurrence would be successful in Ports.

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30

Tranchant, Mathias. "Ports et environnement de la France atlantique (XI^e-XV^e siècle)." Journal for the History of Environment and Society 6 (January 2021): 61–93. http://dx.doi.org/10.1484/j.jhes.5.128580.

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31

Debrie, Jean, and Valérie Lavaud-Letilleul. "La décentralisation des ports en France : de la recomposition institutionnelle aux mutations fonctionnelles. L'exemple de Toulon." Annales de géographie 669, no. 5 (2009): 498. http://dx.doi.org/10.3917/ag.669.0498.

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32

Deperne, Marcel. "Le réseau d'affaires francophone dans la haute vallée de l'Ohio et le Kentucky entre 1783 et 1815." French Historical Studies 46, no. 4 (November 1, 2023): 525–58. http://dx.doi.org/10.1215/00161071-10713947.

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Précis En 1787, l'Ordonnance du Nord-Ouest ouvre à la colonisation les immenses territoires situés à l'ouest des Appalaches. Un même esprit révolutionnaire, inspiré par les Lumières, s'empare au même moment des Etats-Unis et de la France et pousse migrants, exilés, et réfugiés à voir en la jeune république américaine un havre de paix et un pays de cocagne propice à l'accomplissement de leur « rêve américain ». Dans un monde en pleine mutation, ils partent donc, malgré leurs différences de parcours et de personnalité, avec le seul projet commun de « tenter la fortune ». « Français » venus de France ou d'autres pays francophones et réfugiés de Saint-Domingue forment une vaste nébuleuse composée d'individus isolés, anciens membres déçus des sociétés de colonisation, ou de commerçants, spéculateurs ou hommes d'affaires. Connectés aux réseaux des ports atlantiques, ils développent dans la haute vallée de l'Ohio et le Kentucky, région-carrefour et lieu de toutes les mobilités, un grand réseau d'affaires.

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33

Butenko, N., and E. Robins. "INTERNATIONAL PUBLIC PRIVATE PARTNERSHIPS EXPERIENCES IN PORTS AND THEIR RELATION TO UKRAINE." THEORETICAL AND APPLIED ISSUES OF ECONOMICS, no. 43 (2021): 247–56. http://dx.doi.org/10.17721/tppe.2021.43.24.

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The purpose of this article is to review recent international studies on ports that have entered into public private partnerships (PPPs). This article examines five articles covering ports in Columbia, Mexico, Brazil, the Caribbean (Cayman Islands), China, South Korea, and France. Divided as follows, the article includes: (I) a summary of each article; (II) a critique of the articles related to the countries referenced; and (III) an assessment of how this relates and/or applies to Ukraine. The analysis and assessment of each article should better inform progress towards PPPs and their use in ports in Ukraine. Based on five variables to assess PPP projects in this article: (a) the type of PPP (allowing for a plurality of PPP arrangements); (b) regulatory framework (with a supportive institutional arrangement for PPPs); (c) financial safeguards (delivering value for money against other options); (d) accountability; and (e) miscellaneous data (something that improves context and practical aspects), this article offers three key findings. First, enhance accountability and publicity. Second, improve market engagement. Third, correct implementation of legal and institutional frameworks. This study, according to its author, encountered the usual limitations: sample selection and access to data at different stages of the project’s completion. The sample is fair, comprising a diverse, representative pool of projects. Regarding access to data, the article found that publicity and reporting need to improve in the Caribbean. The author engaged with all main sources, especially local ones, at different stages of each project. PPPs in the Caribbean are not exempt when it comes to budgetary decisions.

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Pillet, Marion, Frédéric Muttin, Michel Marengo, Lovina Fullgrabe, Valérie Huet, Pierre Lejeune, and Hélène Thomas. "First characterization of seasonal variations in biomarkers baseline in Patella sp. from Mediterranean ports (North Corsica, France)." Marine Pollution Bulletin 187 (February 2023): 114524. http://dx.doi.org/10.1016/j.marpolbul.2022.114524.

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Tranchant, Mathias. "La gestion du lest dans les ports de la France atlantique à la fin du Moyen Âge." Revue d'histoire maritime, no. 29 (April 18, 2021): 31–47. https://doi.org/10.70551/ejkj3612.

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Alory, Gaël, Philippe Téchiné, Thierry Delcroix, Denis Diverrès, David Varillon, Jean-René Donguy, Gilles Reverdin, et al. "Le Service national d'observation de la salinité de surface de la mer : 50 ans de mesures océaniques globales." La Météorologie, no. 109 (2020): 029. http://dx.doi.org/10.37053/lameteorologie-2020-0044.

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La salinité de surface de la mer (SSS : Sea Surface Salinity) influence la dynamique océanique et porte la signature du cycle de l'eau à l'interface océan-atmosphère. Pour mieux comprendre ses variations, le Service national d'observation SSS (SNO SSS) du Laboratoire d'études en géophysique et océanographie spatiales (Legos, Toulouse) gère un réseau global de navires d'opportunité équipés de thermosalinographes, initié il y a 50 ans. La maintenance des instruments est effectuée aux ports de Nouméa et du Havre par l'Institut de recherche pour le développement (IRD). Les données sont transmises en temps réel pour la surveillance des instruments et l'océanographie opérationnelle. Après correction des dérives instrumentales en temps différé, les données sont mises à disposition de la communauté scientifique internationale, et permettent d'étudier des processus océaniques et climatiques d'échelle régionale à globale, ou de valider modèles et données satellitaires. Sea Surface Salinity (SSS) affects the ocean dynamics and bears the signature of the water cycle at the ocean-atmosphere interface. To better understand its variations, the French SSS Observation Service from the Laboratory for Studies in Geophysics and Spatial Oceanography (LEGOS, Toulouse, France) manages a global network of voluntary observing ships equipped with thermosalinographs (TSG), initiated 50 years ago. The instruments are regularly serviced at harbour calls in New Caledonia and mainland France by the French National Research Institute for Sustainable Development (IRD). Data are transmitted in real time for instrument monitoring and operational oceanography. After correction of instrumental drifts in delayed time, data are freely distributed to the international research community, and used for process-oriented climate studies from regional to global scale, or for validation of models and satellite data.

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Vrzala, Matouš, Radomír Goňo, Břetislav Stacho, and Semen Lukianov. "Voltage Drop Estimation during Shore Connection with the Use of Motor Drives Modified as Static Frequency Converters." Processes 11, no. 7 (June 23, 2023): 1894. http://dx.doi.org/10.3390/pr11071894.

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Ship-to-shore connection is an important technological element that reduces air pollution in ports. Therefore, ports install facilities that allow mooring ships to connect to the port distribution network. By 2025, this will be mandatory for all ports in Europe. This can be a challenging task in most ports due to the different frequency of the network and ship frequency. This problem can be solved by the use of grid-forming static frequency converters. This solution also brings some other advantages: The ship is not threatened by high shore short-circuit currents, and the port distribution network is not affected by the character of the ship load. However, frequency converter software must include a droop control algorithm to ensure that voltage deviations do not exceed the allowed limits during transients. Typical frequency converters used for shore connection are those developed as static frequency converters (SFCs). However, those converters were not developed for large power outputs, which are needed to power large vessels, such as ferries or cruise ships. This paper proposes motor drives that were modified to operate as SFCs. This approach has quite a lot of advantages which are described in this article. This paper describes both a standard shore connection system without a frequency converter and a solution that includes static frequency converters. The paper then focusses on voltage deviation estimations during connection/disconnection of large load (ferry or cruise ship) to static frequency converters. In this work, a high-voltage shore connection (HVSC) simulation model is developed, including a frequency converter, a shoreside transformer, medium-voltage (MV) connection cables, and a power system of the ship, to analyze in detail the behavior of the system in the case of connection or disconnection of the ship load. The model was made in DIgSILENT PowerFactory for the case of a commercial port in southern France. The model gives credible estimations of voltage drops/surges during transient and steady states.

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Valette, Philippe, and Jean Michel Carozza. "Toulouse face à la Garonne: emprise de l'urbanisation dans la plaine inondable et geohistoire des amenagements fluviaux." Geographicalia, no. 63-64 (May 28, 2014): 177. http://dx.doi.org/10.26754/ojs_geoph/geoph.201363-64859.

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The city of Toulouse in France settled on the banks of the Garonne.The evolution of the urbanization of the city reflects the ambivalent relationship with the river: scourge to fight against dams which is landscape,but also sought to resource which is created mills, ports ... The historical geography of river developments facing urbanization reveals the development and juxtaposition of artifacts on the river. Urban river landscapes Toulouse are the result of a slow time construction. The objective of this work is to define these different temporalities that produced the current river landscapes. These are the subject of development projects and their implementation will change the looks by putting the Garonne in the center and heart of the city.

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Daliri, Mohammad, Andrea Margarita Lira Loarca, Giulia Cremonini, Francesco De Leo, Laura Curtrone, Anna Reboa, Marco Capello, Alessandro Stocchino, and Giovanni Besio. "HYDRODYNAMIC AND WATER QUALITY MODELING OF GENOVA HARBOR." Coastal Engineering Proceedings, no. 37 (September 1, 2023): 80. http://dx.doi.org/10.9753/icce.v37.management.80.

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A contaminant is a chemical or biological substance in a concentration that can potentially cause adverse effects on the physical, chemical, or biological properties of a water body. Contamination of surface water bodies poses serious risks to both aquatic ecosystems and human health. In this respect, hydrodynamic modeling is an essential method to study scenarios for hydroenvironmental problems, such as the impact of marine pollutants in coastal areas. In the framework of the Interreg Italy-France Maritime Cooperation Project Wastewater Management for the improvement of the harbor water quality, GEREMIA, this study numerically implements such a concept on Genova (Italy) harbor using a world-leading 3D modeling suite, Delft3D to investigate the hydrodynamics and transport process within these ports.

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Dukore, Bernard F. "Shaw’s Proposal and Churchill’s Hope." Shaw 43, no. 2 (October 2023): 128–41. http://dx.doi.org/10.5325/shaw.43.2.0128.

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ABSTRACT With Hitler’s conquest of France almost complete, both Shaw and Prime Minister Churchill, the latter with evidence of a planned German invasion of Ireland, separately tried to persuade the Irish Free State to abandon its neutrality to help England, which President de Valera did not do. Privately, Shaw also proposed that Churchill prevent France’s navy from falling into Germany’s hands by declaring war against her, a pro forma action designed to move her fleet to British ports. Meanwhile, Churchill and General de Gaulle planned to merge their countries into one nation, which gratified Prime Minister Reynaud, but his cabinet, influenced by octogenarian World War I hero Pétain and General Weygand, mostly preferred collaboration with the Nazis.

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Serry, Arnaud. "The Seaports of the Seine Axis Facing the Contemporary Maritime Industry Mutations." Transactions on Maritime Science 7, no. 02 (October 21, 2018): 119–27. http://dx.doi.org/10.7225/toms.v07.n02.001.

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The maritime industry is constantly evolving and striving for increased innovation. The past years have been exceptionally interesting. Major trends like globalisation and containerisation have reshaped the industry and continue to do it. These changes can be illustrated by the strategic alliances between ship-owners trying today to reshuffle the circulatory and port maps. Thus, in his constant search optimization, maritime transport requires continuous infrastructures’ adaptation. Due to an increasingly competitive environment, major seaports tend also to build up new strategies in order to become more attractive. It represents a system of spatial and temporal interactions and the territorial implications of supply chains and transportation are not negligible. In this respect, the paper proposes to analyse a singular location: the Seine Axis. This axis is concentrating on its territory the French first port complex and the fourth in Europe. This area combines a maritime interface structured around the ports of the River Seine estuary and a metropolitan interface which supplies a market of more than 11 million inhabitants in the Ile-de-France region. The communication aims to qualify the port system of the Valley of the Seine in order to analyze how it adapts to recent, rapid and numerous changes of the contemporary maritime world. The paper will address the attractiveness and efficiency of ports in a globalized economy, a highly competitive European context. The article is based on ports’ statistics utilizations and likewise on in-depth bibliographical research. The paper will also integrate some results from the CIRMAR platform which is using the Automatic Identification System (AIS) for the analysis of maritime traffic.

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Albo-López, Ana B., Camilo Carrillo, and Eloy Díaz-Dorado. "Contribution of Onshore Power Supply (OPS) and Batteries in Reducing Emissions from Ro-Ro Ships in Ports." Journal of Marine Science and Engineering 12, no. 10 (October 14, 2024): 1833. http://dx.doi.org/10.3390/jmse12101833.

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Increasingly restrictive environmental regulations for the maritime sector have led shipping companies to look for technological alternatives to reduce emissions. This article introduces a methodology to analyse emission reductions of ships in port by incorporating batteries into the ships or using an onshore power supply system. These have not yet been considered together for comparison or with a focus on ship operation. The aim is to avoid the use of auxiliary engines in ports. First, the cost calculation method to be used is specified; then, the engine’s behaviour and the established basic navigation criteria are analysed; and finally, different alternatives are considered. A methodology is afterwards defined for selecting alternatives, comparing their costs with those of using auxiliary engines in port. As an example, it is applied to a Ro-Ro route between the ports of Montoir (France) and Vigo (Spain). The results indicate that incorporating batteries into the ship produces greater savings in annual costs than onshore power supply. The cost savings from onshore power supply depend on the range of prices in each port. However, the greatest emission savings are obtained by using the onshore power supply. This methodology can be extrapolated to other routes and vessels by incorporating real operating data.

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Le Bouëdec, Gérard. "Le grand cabotage entre la France et les ports de l’Europe hanséatique, scandinave et baltique XVIIIe-XIXe siècles." Revue du Nord 420, no. 2 (2017): 295. http://dx.doi.org/10.3917/rdn.420.0295.

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Sayım, Burak. "Occupied Istanbul as a Cominternian Hub: Sailors, Soldiers, and Post-Imperial Networks (1918–1923)." Itinerario 46, no. 1 (January 25, 2022): 128–49. http://dx.doi.org/10.1017/s0165115321000395.

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AbstractBetween 1918 and 1923, Istanbul was the capital of a defeated empire and occupied by the “interallied” forces composed of Britain, France, and Italy. Notwithstanding, or precisely due to, these conditions, it functioned as a vibrant hub of global communist militancy. This article explores the brief history of occupied Istanbul and discusses different agents and aspects of communist network-making. It underlines the agency of two neglected actors: a multinational body of communist sailors who connected Istanbul and its communists to European, Middle Eastern, and Soviet ports; and European and colonial soldiers stationed in Istanbul, who counterintuitively contributed to these connections. Finally, it shows how Istanbul, as the multiethnic and multilinguistic soon-to-be-former capital of the Ottoman Empire, provided a fertile ground for communist connections.

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Schunka, Alexander. "South Asian Ports and Water Scarcity in the Eyes of Seventeenth- and Eighteenth-Century European Visitors." Crossroads 19, no. 1 (August 12, 2020): 52–73. http://dx.doi.org/10.1163/26662523-12340006.

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Abstract This article addresses problems of freshwater scarcity in port cities in the wider Indian Ocean region in the early modern era. It focuses on the historical dimensions of an urgent problem, namely the unequal access to and distribution of water in an increasingly globalized world. Focusing on European travelogues (mainly from Germany, England and France), I argue that these observers discussed structures of conflict and collective action regarding natural resources because they faced similar issues in their home countries. They recorded the particular spatial orders of port cities that were often arranged according to structures of water supply, different relations of power with regard to water management and finally the coping strategies of Europeans and local populations when it came to the uses and distribution practices of fresh water. The observations of European visitors cannot be taken as an accurate picture, since they are shaped by their own experiences and reflect their education and mindsets, their possible access to certain information and their expectations of a possible readership at home. Nonetheless the authors knew that water shortages made a degree of co-operation among seemingly distinct groups necessary.

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Heers, Jacques. "Entre Gênes et Barcelone. Les ports français du Languedoc: Guerre, commerce et piraterie (1380-1450 environ)." Anuario de Estudios Medievales 24, no. 1 (April 2, 2020): 509. http://dx.doi.org/10.3989/aem.1994.v24.988.

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Pendant les XIVe et XVe siècles, les attaques des pirates ont, dans toute la Méditerranée occidentale, gravement compromis la sécurité des transports maritimes. A cela s'est ajouté, au cours de longues années et particulièrement à partir de 1420 environ, la guerre entre Catalans et Genois. La façade maritime "française", c'est-a-dire les ports du Languedoc, entre Narbonne et Aigues-Mortes, n'était pas à l'abri de toutes les attaques; mais elle a, tout de même, bénéficié d'une situation relativement privilégiée et d'une certaine sécurité. Ceci est encore favorisé par la politique royale qui cherchait à développer les activités maritimes de ce littoral. Les exportations de produits naturels, principalement les grains, tenaient, dans ces trafics, une place importante. Mais, de plus, la région offrait la possibilité d'importantes relations par voie de terre, grâce à la route relativement aisée qui mettait en relations Avignon d'une part et Barcelone de l'autre. Au temps de la papauté d'Avignon tout d'abord, et même plus tard, Montpellier devint ainsi une place de transit pour les affaires, commerce et finance, entre Avignon et la Catalogne. D'importantes sociétés florentines étaient intéressées dans ces échanges. Enfin, Nîmes, Montpellier et Narbonne étaient les débouchés très actifs des routes venant du Nord, soit de Bourgogne, soit du royaume de France. Aigues-Mortes devint alors, avec la muda de Venise, un des grands ports internationaux de la Méditerranée, mais toujours soumis aux mauvais hasards des conflits politiques et de l’insécurité des mers.

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Boissiere, Jean. "Marché au bois en ville, en France, à l'époque moderne : quelques remarques." Hors-collection des Cahiers de Fontenay 9, no. 1 (1991): 31–49. http://dx.doi.org/10.3406/cafon.1991.911.

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La notion de marché au bois n'est pas très facile à cerner, au sens strict du terme, c'est-à-dire un lieu public désigné comme tel et où se négocie, dans le cadre urbain, le produit des coupes forestières. A l'époque moderne on trouve plus couramment dans la nomenclature des références au marché à grains, aux chevaux, à la viande, voire aux herbes mais ce n'est qu'exceptionnellement que l'on désigne les lieux de vente des bois par l'expression de marché. Pourtant il y a là, au XVIIIe siècle notamment, un secteur qui prend de plus en plus de place dans la satisfaction des besoins des populations. La demande en bois de chauffage, pour ne parler que de lui, ne cesse de grandir et elle s'accompagne de préoccupations croissantes de la part de ceux qui cherchent à y répondre, marchands ou échevins, dont celles de l'acheminement et du stockage ne sont pas les moindres. Le second, notamment, fait appel à des ports et des chantiers qui, l'exemple parisien en témoigne abondamment, peuvent devenir, pour peu que la tension monte en ville, des lieux de contestation sinon de violence. C'est que, comme pour les grains, volumes et prix doivent être sous contrôle plus ou moins apparent selon l'importance des enjeux et, notamment, de la clientèle à satisfaire.

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Fomin, Alexander. "The “War Alert” in the Middle East in 1923: The Story of a Forgotten Crisis." Novaia i noveishaia istoriia, no. 3 (2022): 151. http://dx.doi.org/10.31857/s013038640017361-5.

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This article focuses on a previously unexplored episode in the history of international relations, related to the temporary suspension of the Lausanne Conference on the Middle East in February 1923, which threatened to revive a state of war between Turkey and the Entente powers. This crisis, which unfolded at the same time as the Franco-Belgian occupation of the Ruhr, had a significant impact on the final outcome of the peace settlement in the Middle East enshrined in the Lausanne Treaty. The aim of the article is to determine the place and role of this crisis in the process of establishing a new system of international relations after the Great War and its interconnection with other major events and processes of this period. The author consecutively analyses two phases of this crisis, the first relating to the Turkish demand for the withdrawal of the ships of the Allied Powers from its ports, and the second to the sharp aggravation of the situation on the Turkish-Syrian border. The crisis demonstrated the inability of France to defend its interests in the Middle East “single-handedly” and its forced dependence on British policy. Thus, its role in the development of international relations in the Middle East was similar to that played by the Ruhr Crisis in Europe. The paper draws on numerous sources, primarily British, French and Italian diplomatic documents.

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Butel, Paul, and François Crouzet. "Empire and Economic Growth: the Case of 18th Century France." Revista de Historia Económica / Journal of Iberian and Latin American Economic History 16, no. 1 (March 1998): 177–93. http://dx.doi.org/10.1017/s0212610900007096.

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Among the colonial powers of the early modern period, France was the last to emerge. Although, the French had not abstained from the exploration of fhe New World in the 16th century: G. de Verrazano discovered the site of New York (1524), during a voyage sponsored by King Francis I; Jacques Cartier sailed up the St. Lawrence to Quebec and Montreal (1535). From the early 16th century, many ships from ports such as Dieppe, St. Malo, La Rochelle, went on privateering and or trading expeditions to the Guinea coast, to Brazil, to the Caribbean, to the Spanish Main. Many French boats did fish off Newfoundland. Some traded in furs on the near-by Continent. Moreover, during the 16th century, sporadic attempts were made to establish French settlements in «Equinoctial France» (Brazil), in Florida, in modern Canada, but they failed utterly. Undoubtedly, foreign wars against the Habsburgs, during the first half of the 16th and of the 17th centuries, civil «wars of religion» during the second half of the 16th century, political disorders like the blockade of La Rochelle or the Fronde during the first part of the 17th century, absorbed the attention and resources of French rulers, despite some ambitious projects, like those of Richelieu, for overseas trade. As for the port cities they tried to trade overseas but they were isolated and not strong enough (specially during die wars of religion) to create «colonies». Some small companies, which had been started in 1601 and 1604, to trade with the East Indies, were very short-lived, and the French did not engage seriously in Asian trade before 1664.

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Cadieu, Morgane. "Afterword: The Littoral Museum of the Twenty-First Century." Comparative Literature 73, no. 2 (June 1, 2021): 237–54. http://dx.doi.org/10.1215/00104124-8874117.

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Abstract The museum, the mausoleum, and the memorial are key concepts for theorizing beaches and ports in twenty-first-century literature and cinema. On the littoral, these constructions suggest the very opposite of a sealed off monumentality to become living museums of women’s labor in modern and contemporary France (Sciamma, Varda), bodily mausolea of migration on the Senegalese shoreline (Diop), and shapeshifting war memorials in Atlantic and Pacific tidelands (Darrieussecq, Rolin, Virilio). Examples of anamorphic seascapes, especially in photography, underscore the reversibility of sand and cement in Japan (Narahashi, Ono), as well as the dereliction of Cuban beach architecture and American industrial harbors (Morales, Sekula). In art as in criticism, the waterfront stages gender and class crossings (Dumont) and tangles fields. The afterword thereby weaves the major threads of the special issue: textures, labor, and ruins; social mobility and migration; marine life, geological time, and the history of sensation.

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