Ports are points of convergence bet

Ports are points of convergence between two geographical domains of freight circulation (sometimes passengers); the land and maritime domains. While the maritime domain can involve substantial geographical coverage related to global trade, the land domain in related to the port's region and locality. The term port comes from the Latin portus, which means gate or gateway. Historically, many ports emerged as safe harbors for fishing and those with convenient locations became trade hubs, many of which of free access and designed to protect trade. As such, they became nexus of urbanization with many becoming the first port cities playing an important role in the economic welfare of their regions. Today, many of the most important cities in the world owe their origin to their port location. The port is a multidimensional entity at start anchored within geography, but also dependent on its operations, governance structure and embedded within supply chains.
Ports are bound by the need to serve ships, and so access to navigable water has been historically the most important site consideration. Before the industrial revolution, ships were the most efficient means of transporting goods, and thus port sites were frequently chosen at the head of water navigation, the most upstream site. Many major cities owed their early pre-eminence to this fact, such as London on the Thames, Montreal on the St. Lawrence River or Guangzhou on the Pearl River. Ship draft was small, so many sites were suitable. Sites on tidal waterways created a particular problem for shipping because of the twice-daily rise and fall of water levels at the berths, and by the 18th the technology of enclosed docks, with lock gates was developed to mitigate this problem. Because ship transfers were slow, and vessels typically spent weeks in ports, a large number of berths were required. This frequently gave rise to the construction of piers and jetties, often called finger piers, to increase the number of berths per given length of shoreline.
The gradual shift from conventional break-bulk terminals to container terminals since the early 1960s brought about a fundamental change in layout of terminals as well as site selection. Ports increasingly became impacted by global processes. Containerized transportation has substantially changed port dynamics to favor the emergence of specialized container ports. As compared to conventional break-bulk cargo ships containerships did not have onboard cranes, container terminal facilities had to provide capital intensive cranes and well as ample storage space to stack containers dockside. Finger piers were no longer adequate and berths were redesigned to accommodate for quick ship turnaround and more effective dockside operations between the crane and the container storage areas. Containerization has consequently become a fundamental function of global port operations and has changed the structure and configuration of port terminals that tend to occupy more space. While inland port sites (such as at the end of a bay or along a river) generally have the advantage of being closer to the final market they imply longer deviations from maritime shipping routes. Therefore the most successful inland ports sites are those that act as gateways (e.g. Antwerp, Montreal, Constanza).
As terminals, ports handle the largest amounts of freight, more than any other types of terminals combined. To handle this freight, port infrastructures jointly have to accommodate transshipment activities both on ships and inland and thus facilitate convergence between land transport and maritime systems. In many parts of the world, ports are the points of convergence from which inland transport systems, particularly rail, were laid. Considering the operational characteristics of maritime transportation, the location of ports is constrained to a limited array of sites, mostly defined by geography. Most ports, especially those that are ancient, owe their initial emergence to their site as the great majority of harbors are taking advantage of a natural coastline or a natural site along a river

Kết quả (Việt) 1:

Cổng là điểm hội tụ giữa hai địa lý tên miền của lưu thông vận chuyển hàng hóa (đôi khi hành khách); diện tích đất và các lĩnh vực hàng hải. Trong khi tên miền hàng hải có thể liên quan đến bảo hiểm đáng kể địa lý liên quan đến thương mại toàn cầu, miền đất trong liên quan đến của cảng khu vực và địa phương. Cổng thuật ngữ xuất phát từ Latin portus, có nghĩa là cổng hay cổng. Trong lịch sử, nhiều cảng nổi lên như là các bến cảng an toàn cho câu cá và những người có địa điểm thuận tiện trở thành trung tâm thương mại, nhiều trong số đó của truy cập miễn phí và được thiết kế để bảo vệ thương mại. Như vậy, họ đã trở thành nexus đô thị hóa với nhiều trở thành các thành phố cảng đầu tiên chơi một vai trò quan trọng trong lợi ích kinh tế của khu vực của họ. Hôm nay, nhiều người trong số các thành phố quan trọng nhất trên thế giới nợ nguồn gốc của họ cho vị trí cổng của họ. Cổng là một thực thể đa chiều lúc bắt đầu neo trong địa lý, nhưng cũng phụ thuộc vào hoạt động, cơ cấu quản trị và nhúng trong chuỗi cung ứng.Cổng bị ràng buộc bởi sự cần thiết để phục vụ tàu, và do đó tiếp cận với nước điều hướng đã là lịch sử xem xét trang web quan trọng nhất. Trước khi cuộc cách mạng công nghiệp, tàu đã là hiệu quả nhất của các phương tiện vận chuyển hàng hóa, và do đó cổng trang web thường xuyên được chọn ở phần đầu của nước chuyển hướng, các trang web đặt thượng nguồn. Các thành phố chính nhiều nợ của ưu Việt trước đầu vào thực tế này, chẳng hạn như London trên sông Thames, Montreal trên sông St. Lawrence hoặc Guangzhou vào sông Pearl. Tàu dự thảo là nhỏ, rất nhiều các trang web thích hợp. Các trang web trên dòng nước thủy triều tạo ra một vấn đề cụ thể để vận chuyển vì hai lần hàng ngày nổi lên và sụp đổ của mực nước tại các bến, và bởi 18 công nghệ bến cảng kín, với khóa cửa được phát triển để giảm nhẹ vấn đề này. Bởi vì con tàu chuyển chậm, và tàu thường đã dành tuần tại cảng, một số lớn các Bến đã yêu cầu. Điều này thường xuyên đã dẫn đến việc xây dựng cầu tàu và jetties, thường được gọi là ngón tay piers, để tăng số lượng các bến một cho chiều dài bờ biển.The gradual shift from conventional break-bulk terminals to container terminals since the early 1960s brought about a fundamental change in layout of terminals as well as site selection. Ports increasingly became impacted by global processes. Containerized transportation has substantially changed port dynamics to favor the emergence of specialized container ports. As compared to conventional break-bulk cargo ships containerships did not have onboard cranes, container terminal facilities had to provide capital intensive cranes and well as ample storage space to stack containers dockside. Finger piers were no longer adequate and berths were redesigned to accommodate for quick ship turnaround and more effective dockside operations between the crane and the container storage areas. Containerization has consequently become a fundamental function of global port operations and has changed the structure and configuration of port terminals that tend to occupy more space. While inland port sites (such as at the end of a bay or along a river) generally have the advantage of being closer to the final market they imply longer deviations from maritime shipping routes. Therefore the most successful inland ports sites are those that act as gateways (e.g. Antwerp, Montreal, Constanza).As terminals, ports handle the largest amounts of freight, more than any other types of terminals combined. To handle this freight, port infrastructures jointly have to accommodate transshipment activities both on ships and inland and thus facilitate convergence between land transport and maritime systems. In many parts of the world, ports are the points of convergence from which inland transport systems, particularly rail, were laid. Considering the operational characteristics of maritime transportation, the location of ports is constrained to a limited array of sites, mostly defined by geography. Most ports, especially those that are ancient, owe their initial emergence to their site as the great majority of harbors are taking advantage of a natural coastline or a natural site along a river