1) The port of Tangier in Morocco is transitioning from a traditional port city to a major transhipment hub and industrial zone. A new port, Tangier Med, has been constructed 30km east of Tangier to handle large container ships and industrial development.
2) Tangier Med aims to take advantage of the region's strategic location on key shipping routes while also promoting economic development in Morocco through industrial parks and logistics centers.
3) The separation of port and urban functions in Tangier is intended to relieve urban congestion in the city while supporting regional integration and competition with other Mediterranean ports through Tangier Med's scale and intermodal transport capabilities.
Presented at the Public Private Dialogue organised by the MENA-OECD Investment Security in the Mediterranean (ISMED) Support Programme in September 2014.
any place where persons and merchandise are allowed to pass, by water or land, into and out of a country and where customs officers are stationed to inspect or appraise imported goods.
The development of ports leads to more economic activities in the city as well as the country. It also helps in increasing the trade flow between nations, also benefiting other sectors such as logistics, etc.
Chittagong port is located in Bangladesh and is the busiest seaport in the country. It has a long history dating back to the 4th century BCE. Currently it is the second busiest port in the region dependent on the Bay of Bengal and the 71st busiest port worldwide. The port has several container and industrial terminals and handles a variety of imports and exports for Bangladesh, with ready made garments making up over 60% of exports. While the port is strategically located and has room for expansion, it faces weaknesses such as limited draft depth restricting large vessels and a lack of infrastructure slowing container transport inland. Authorities are working to address these issues through a master plan aiming to further develop the port by
Jawaharlal Nehru Port Trust (JNPT) is the number one container port in India located near Mumbai. It has three container terminals that can handle large container ships. Other facilities include 23 container freight stations, 30 inland container depots, a customs house, and supporting infrastructure like banks, shipping lines, and hotels. JNPT aims to handle 10 million TEUs of containers annually by expanding its facilities and improving connectivity. It currently handles over 60% of India's container cargo and was ranked 24th globally among container ports.
Study ON Western Hinterland & Analysis of Indias Biggest Sea Port JNPTmanu786
This document provides an overview and business plan for the Jawaharlal Nehru Port Trust (JNPT) in India. It begins with an executive summary that outlines the importance of ports to India's growing economy and trade. It then discusses JNPT's role and the process undertaken to develop the business plan. The plan involved assessing JNPT's current operations and infrastructure, developing a vision and goals, and creating action plans to achieve the goals. Key goals identified include increasing container traffic to 10 million TEUs by 2015-16 and expanding JNPT's logistics capabilities. The document also provides traffic projections, development plans through 2020-21, and strategies around infrastructure, efficiency and organization.
Commissioned on 26th May 1989.
Land Area : 3000+ Hectares
Handles containers, liquid bulk & cement ships.
Has three dedicated container terminals namely JNPCT, NSICT & GTIPL
Jawaharlal Nehru Port is ISPS compliant since 2004.
Maximum permissible draft at (Shallow Water Berth) SB01 is 6.00 mtrs and SB02is 10.00 mtrs and SB03 is 10.00 mtrs.
Maximum permissible draft at JNPCT, GTI & NSICT teminals and (Liquid Berth No.1) LB01 is 14.5 meters.
Maximum permissible draft at Liquid Berth No.2 is 10.5 mtrs.
Handles about 56% of total containers handled by all Major Ports in India
Connected with 33 CFSs and 46 ICDs destinations
Handled 63.80 million tonnes of cargo in 2014-15 including 4.467 TEU's containers
Poised to handle 10 million TEUs of containers by the year 2020 - 21
Jawaharlal Nehru Port Container Terminal (JNPCT)
Nhava Sheva International Container Terminal (NSICT-DP World)
Gateway Terminals India (GTI-APM Terminals)
Bharat Petroleum Corporation Limited(BPCL)
Jawaharlal Nehru Port Container Terminal
JNP is the biggest container handling Port in India, handling around 56% of the country’s containerised cargo, crossing the historic landmark of 4 million TEU’s in container throughput and poised to handle 10 million TEU’s pa by year 2020-21, JNP throws open array of opportunity for shipping lines and shippers to move their cargo to various sector across the globe.
JNPCT, its own container terminal with state of art facilities, meeting all international standards, user-friendly atmosphere, most economical, excellent connectivity by rail and road to hinterland. Backup infrastructure like 30 CFSs, 29 ICDs , Full fledge Custom House, Airport , Hotels, proximity to Mumbai, Pune, Nasik city and its industrial belt all makes JNPCT an unique container terminal of JN Port.
Cochin Port in India is developing several new facilities and terminals to capitalize on its strategic location. These include an international container transhipment terminal with 1800 meters of quay and 16 meter depth, an LNG terminal and power plant, and expanded facilities to handle growing crude oil and products traffic from a nearby refinery expansion. The port also aims to establish itself as a major bunkering port and develop a cruise terminal, bulk cargo terminal, logistics hub, ship repair yard, and additional hotels and convention centers to capture investment opportunities. Cochin Port believes its location and new infrastructure developments position it well for significant traffic growth.
Presented at the Public Private Dialogue organised by the MENA-OECD Investment Security in the Mediterranean (ISMED) Support Programme in September 2014.
any place where persons and merchandise are allowed to pass, by water or land, into and out of a country and where customs officers are stationed to inspect or appraise imported goods.
The development of ports leads to more economic activities in the city as well as the country. It also helps in increasing the trade flow between nations, also benefiting other sectors such as logistics, etc.
Chittagong port is located in Bangladesh and is the busiest seaport in the country. It has a long history dating back to the 4th century BCE. Currently it is the second busiest port in the region dependent on the Bay of Bengal and the 71st busiest port worldwide. The port has several container and industrial terminals and handles a variety of imports and exports for Bangladesh, with ready made garments making up over 60% of exports. While the port is strategically located and has room for expansion, it faces weaknesses such as limited draft depth restricting large vessels and a lack of infrastructure slowing container transport inland. Authorities are working to address these issues through a master plan aiming to further develop the port by
Jawaharlal Nehru Port Trust (JNPT) is the number one container port in India located near Mumbai. It has three container terminals that can handle large container ships. Other facilities include 23 container freight stations, 30 inland container depots, a customs house, and supporting infrastructure like banks, shipping lines, and hotels. JNPT aims to handle 10 million TEUs of containers annually by expanding its facilities and improving connectivity. It currently handles over 60% of India's container cargo and was ranked 24th globally among container ports.
Study ON Western Hinterland & Analysis of Indias Biggest Sea Port JNPTmanu786
This document provides an overview and business plan for the Jawaharlal Nehru Port Trust (JNPT) in India. It begins with an executive summary that outlines the importance of ports to India's growing economy and trade. It then discusses JNPT's role and the process undertaken to develop the business plan. The plan involved assessing JNPT's current operations and infrastructure, developing a vision and goals, and creating action plans to achieve the goals. Key goals identified include increasing container traffic to 10 million TEUs by 2015-16 and expanding JNPT's logistics capabilities. The document also provides traffic projections, development plans through 2020-21, and strategies around infrastructure, efficiency and organization.
Commissioned on 26th May 1989.
Land Area : 3000+ Hectares
Handles containers, liquid bulk & cement ships.
Has three dedicated container terminals namely JNPCT, NSICT & GTIPL
Jawaharlal Nehru Port is ISPS compliant since 2004.
Maximum permissible draft at (Shallow Water Berth) SB01 is 6.00 mtrs and SB02is 10.00 mtrs and SB03 is 10.00 mtrs.
Maximum permissible draft at JNPCT, GTI & NSICT teminals and (Liquid Berth No.1) LB01 is 14.5 meters.
Maximum permissible draft at Liquid Berth No.2 is 10.5 mtrs.
Handles about 56% of total containers handled by all Major Ports in India
Connected with 33 CFSs and 46 ICDs destinations
Handled 63.80 million tonnes of cargo in 2014-15 including 4.467 TEU's containers
Poised to handle 10 million TEUs of containers by the year 2020 - 21
Jawaharlal Nehru Port Container Terminal (JNPCT)
Nhava Sheva International Container Terminal (NSICT-DP World)
Gateway Terminals India (GTI-APM Terminals)
Bharat Petroleum Corporation Limited(BPCL)
Jawaharlal Nehru Port Container Terminal
JNP is the biggest container handling Port in India, handling around 56% of the country’s containerised cargo, crossing the historic landmark of 4 million TEU’s in container throughput and poised to handle 10 million TEU’s pa by year 2020-21, JNP throws open array of opportunity for shipping lines and shippers to move their cargo to various sector across the globe.
JNPCT, its own container terminal with state of art facilities, meeting all international standards, user-friendly atmosphere, most economical, excellent connectivity by rail and road to hinterland. Backup infrastructure like 30 CFSs, 29 ICDs , Full fledge Custom House, Airport , Hotels, proximity to Mumbai, Pune, Nasik city and its industrial belt all makes JNPCT an unique container terminal of JN Port.
Cochin Port in India is developing several new facilities and terminals to capitalize on its strategic location. These include an international container transhipment terminal with 1800 meters of quay and 16 meter depth, an LNG terminal and power plant, and expanded facilities to handle growing crude oil and products traffic from a nearby refinery expansion. The port also aims to establish itself as a major bunkering port and develop a cruise terminal, bulk cargo terminal, logistics hub, ship repair yard, and additional hotels and convention centers to capture investment opportunities. Cochin Port believes its location and new infrastructure developments position it well for significant traffic growth.
The document summarizes information about the Jawaharlal Nehru Port located in Navi Mumbai, India. It is the largest and busiest port in India, handling all types of containers. Some key facts are that it is ranked 34th largest port globally and aims to handle 10 million TEU containers annually. It was established to relieve pressure on the Mumbai port and help importers avoid taxes. The document also provides shipping rates and transit times from Toronto to the Jawaharlal Nehru Port.
Jebel Ali Port in Dubai is one of the largest container ports in the world by volume and is strategically located on major east-west trade routes. It has extensive facilities including 22 container berths and 30 general cargo berths that can accommodate the largest ships. The port is equipped with advanced cranes and infrastructure to efficiently handle cargo. Jebel Ali Port plays a key role in global trade and the economy of Dubai.
The document discusses the importance and evolution of traffic through the Suez Canal. It notes that Suez Canal receipts are a key source of foreign currency for Egypt and have exceeded tourism and foreign investment receipts in recent years. Traffic through the canal has steadily increased since 1975 in terms of tonnage, though the number of vessels has slightly decreased. Around 25% of cargo tonnage passing through the canal is oil, oil products, and LNG. The depth of the canal has expanded over time and now exceeds that of the expanded Panama Canal, allowing it to accommodate all major vessel types.
The port of Dubai handles a large volume of cargo as one of the busiest ports in the world. Specifically, the Jebel Ali port located in Dubai handled over 171 million metric tons of cargo in 2014, ranking it 21st in the world by tonnage and 9th by container volume. It is operated by DP World and handles containers, vehicles, construction materials, dry and liquid bulk goods from over 180 shipping lines connecting to more than 140 global ports. Unique features include plans to expand capacity to 55 million TEUs by 2030, capabilities to handle very large 18,000 TEU vessels, and access to the largest free zone and future largest airport in the world.
Technology is the usage and knowledge of tools, techniques, and crafts, or is systems or methods of organization, or is a material product (such as clothing) of these things.
This document discusses transportation and ports in Saudi Arabia. It covers the types of transportation including rail, air, sea, and road transportation. It also discusses port developments, investments in transportation projects, the labor force, important current and future projects, and impacts of Hajj season on transportation. It notes that Saudi Arabia has experienced increases in both imports and exports in recent years, with oil, plastics, and food being among the most traded goods.
Ministry of transport 2nd transport and economic corridor-lapsset by p.s dr c...MILLA MENGA
The document summarizes plans for the Lamu Port-South Sudan-Ethiopia Transport (LAPSSET) Corridor project. The project aims to connect Kenya, South Sudan, and Ethiopia through a transport corridor including a new port at Lamu, oil pipelines, highways, and a standard gauge railway. It is expected to facilitate regional trade, integration, and development by providing access to the sea for landlocked countries. The project components will be developed over several phases with the goal of completing the core infrastructure by 2030.
AN APPRAISAL OF PORT CONCESSIONS IN NIGERIA AND ITS ROLE IN ACHIEVING THE MAR...Francisca Tanimojo
This document provides an overview of port concessions in Nigeria and their role in achieving the country's maritime potential. Some key points:
- Nigeria has a large coastline but its maritime industry has not fully capitalized on this asset. Port concessions were introduced as part of reforms to modernize ports and increase efficiency.
- Major ports in Nigeria were concessioned beginning in 2006, with over 25 concessions granted. The flagship concession was the 25-year contract for Apapa Container Terminal granted to APM Terminals.
- Other countries in Africa and globally also utilize port concessions. Examples discussed include Tanzania granting a concession to TICTS for its Dar es Salaam container terminal, and landlord port models used in
The document discusses establishing an international logistics center in the Suez Canal region of Egypt by leveraging the strategic location of ports like East Port Said and developing world-class logistics facilities and free trade zones integrated with improvements to infrastructure and services at Egyptian ports on the Suez Canal. It recommends Egypt learn from Panama's experience in maximizing the benefits of its strategic canal location by developing high quality port and logistics facilities as well as free zones. The establishment of a Suez Canal International Logistics Center is presented as a strategy to better capitalize on Egypt's Suez Canal assets.
The document discusses the history and development of the Suez Canal over time. It describes how the canal has been widened and deepened since its opening in 1869 to accommodate increasingly larger ships. It also outlines the traffic management systems and safety measures that are in place along the canal. Finally, it discusses the pricing policies and incentives that the Suez Canal Authority uses to attract shipping traffic through the important international waterway.
Bruce Hodgson presented on the future trends of the Great Lakes St. Lawrence Seaway System. The system is a 3,700 km marine highway connecting 41 ports across Canada and the US, handling an average of 40 million tonnes of cargo annually. Hodgson discussed opportunities for growth through infrastructure investments, leveraging technology like hands-free mooring, and marketing the system as a simplified shipping option under the brand "Hwy H2O".
This document discusses trends in multimodal transportation in India. It notes that container traffic through ports like JNPT is increasing, but road transportation still accounts for over 70% of container movements, while rail only accounts for about 28%. The document also examines key origin-destination routes for both international and domestic ISO and DSO container rail shipments. Finally, it outlines several strategies for developing multimodal transportation potential in India, such as improving port infrastructure, developing inland container depots, and facilitating greater coastal and inland waterway shipping.
Saud Bin Saqr Al Qasimi took over as Ras Al Khaimah's ruler in 2010, the emirate's real estate sector has been at the forefront of its breathtaking economic expansion.
We are offering lots of excellent opportunities to invest in Gwadar. Inshallah Gwadar is the new rising star of Pakistan.
Sangar Housing Scheme (Residential/Commercial) Plots, available in all phases 600 Sq yards, 1000 Sq yards available.Most outstanding locations sea facing.
www.facebook.com/btnmarketing
For More Details.
plz, feel free to contact.
+923036599277
+923009444132
Role and means of river transportation in EuropeEugene Tkachenko
Inland waterways play an important role in transporting goods across Europe. Over 37,000 kilometers of waterways connect hundreds of cities and industrial regions across 13 European countries. Inland waterway transport accounts for around 7% of total transport modes in Europe. Countries with the highest density of inland waterways networks are the Netherlands and Belgium. The Rhine river accounts for 68% of total inland waterway transport across Europe and moves goods like metals, chemicals, and fuels between countries. Inland waterway transport is most competitive for distances of 200-300 km or over 400 km due to its low variable costs over large transport volumes. Reliable infrastructure, sufficient transport volumes and distances, and integrated transport services are necessary for further development
The document summarizes key findings from the SmartRivers 2006 international conference on inland waterways and the global supply chain. It finds that integrating waterways can cut landside transportation costs and that container-on-barge services in Europe have become an essential link between ports and inland markets. However, waterways still only account for 6-7% of goods transported in Europe. The document outlines the major waterways in Europe and factors for the successful development of container-on-barge services, such as reliable schedules and a large international gateway port.
Chennai Port Trust is the second largest port in India, located in Chennai. It was formerly known as Madras Port and started maritime trade in 1639. The port has 3 docks with 24 berths and handles cargo of over 60 million tonnes annually. It is a major container hub and has two container terminals with a combined capacity of 2.8 million TEUs per year. The port aims to increase throughput of commodities like coal, iron ore, containers and automobiles in the coming years through capacity expansion and infrastructure upgrades.
Tráfego Cruise e Regeneração Urbana da cidade património porto URBACT Rede Te...Cláudio Carneiro
This document provides an introduction and background on the URBACT Thematic Network "Cruise Traffic and Urban Regeneration of city port heritage" (CTUR). It discusses how port cities have faced economic crises but are now undergoing renewal focused on their waterfront areas. Cruise tourism is highlighted as a new economic opportunity that can support urban regeneration if port cities develop strategies to integrate cruise activities and promote their cities as tourist destinations. The CTUR network was formed to allow partner port cities to exchange experiences and best practices related to leveraging cruise traffic for regeneration challenges. Over 30 cities applied to participate in the network, demonstrating significant interest in this topic across Europe.
This summary provides the key details from the document in 3 sentences:
The document discusses a proposed integrated dry port and seaport system for the port of Genoa in Italy to address space constraints. The proposal involves relocating container handling operations inland to a dry port located north of the mountains, and connecting the dry port and seaport via an automated electric rail shuttle system running through a new tunnel. The study examines the concept and feasibility of this integrated seaport/dry port system as a way to expand the port's capacity and efficiently connect it to its hinterland networks.
Architectural Framework For The Development Of Boat TerminalsSara Perez
This document provides background information on water transportation and inland waterways in Nigeria. It discusses the historical development of water transportation as one of the earliest means of transporting goods and people. It notes that inland waterways transverse 20 of Nigeria's 36 states and represent important agricultural and mining regions, creating a need to improve the inland water transportation sector. The document introduces the topic of developing public water transportation terminals in Nigeria to improve the experience of boat transportation commuters and operators through architectural planning and design strategies. It provides context on the study area of Cross River State and outlines the objectives, scope and research questions of the study.
This document discusses potential development scenarios for the Port of Sines Terminal XXI container facility in Portugal between 2014-2030 and beyond. It presents Terminal XXI, located in Sines, Portugal, as a deep water port capable of accommodating large post-Panamax vessels. The terminal has seen significant growth since opening in 2004. The document analyzes Terminal XXI's key target markets in Iberia and potential impact from widening of the Panama Canal, concluding the terminal is well positioned to capitalize on growth in trade between Europe and Americas.
THE IMPORTANCE OF TRANSPORT AND COMMUNICATIONS TO COMMERCEscarcemadness8524
Transport and communication systems are essential to commerce and economic development. Throughout history, improvements in transportation methods - from camel caravans to modern jets - have enabled the greater exchange of goods and people. Efficient transport is necessary for the distribution of mass-produced goods to buyers. Advances in transportation, such as railways and air travel, have brought revolutions by connecting previously isolated areas and allowing for faster movement of exports, imports, and people. While all regions have not developed equally due to factors like population, terrain, and politics, modern economies require complex coordination of transportation networks like roads, rails, and airports to support increasing global trade volumes. Overall, efficient transport and trade systems are vital for countries to compete internationally.
The document summarizes information about the Jawaharlal Nehru Port located in Navi Mumbai, India. It is the largest and busiest port in India, handling all types of containers. Some key facts are that it is ranked 34th largest port globally and aims to handle 10 million TEU containers annually. It was established to relieve pressure on the Mumbai port and help importers avoid taxes. The document also provides shipping rates and transit times from Toronto to the Jawaharlal Nehru Port.
Jebel Ali Port in Dubai is one of the largest container ports in the world by volume and is strategically located on major east-west trade routes. It has extensive facilities including 22 container berths and 30 general cargo berths that can accommodate the largest ships. The port is equipped with advanced cranes and infrastructure to efficiently handle cargo. Jebel Ali Port plays a key role in global trade and the economy of Dubai.
The document discusses the importance and evolution of traffic through the Suez Canal. It notes that Suez Canal receipts are a key source of foreign currency for Egypt and have exceeded tourism and foreign investment receipts in recent years. Traffic through the canal has steadily increased since 1975 in terms of tonnage, though the number of vessels has slightly decreased. Around 25% of cargo tonnage passing through the canal is oil, oil products, and LNG. The depth of the canal has expanded over time and now exceeds that of the expanded Panama Canal, allowing it to accommodate all major vessel types.
The port of Dubai handles a large volume of cargo as one of the busiest ports in the world. Specifically, the Jebel Ali port located in Dubai handled over 171 million metric tons of cargo in 2014, ranking it 21st in the world by tonnage and 9th by container volume. It is operated by DP World and handles containers, vehicles, construction materials, dry and liquid bulk goods from over 180 shipping lines connecting to more than 140 global ports. Unique features include plans to expand capacity to 55 million TEUs by 2030, capabilities to handle very large 18,000 TEU vessels, and access to the largest free zone and future largest airport in the world.
Technology is the usage and knowledge of tools, techniques, and crafts, or is systems or methods of organization, or is a material product (such as clothing) of these things.
This document discusses transportation and ports in Saudi Arabia. It covers the types of transportation including rail, air, sea, and road transportation. It also discusses port developments, investments in transportation projects, the labor force, important current and future projects, and impacts of Hajj season on transportation. It notes that Saudi Arabia has experienced increases in both imports and exports in recent years, with oil, plastics, and food being among the most traded goods.
Ministry of transport 2nd transport and economic corridor-lapsset by p.s dr c...MILLA MENGA
The document summarizes plans for the Lamu Port-South Sudan-Ethiopia Transport (LAPSSET) Corridor project. The project aims to connect Kenya, South Sudan, and Ethiopia through a transport corridor including a new port at Lamu, oil pipelines, highways, and a standard gauge railway. It is expected to facilitate regional trade, integration, and development by providing access to the sea for landlocked countries. The project components will be developed over several phases with the goal of completing the core infrastructure by 2030.
AN APPRAISAL OF PORT CONCESSIONS IN NIGERIA AND ITS ROLE IN ACHIEVING THE MAR...Francisca Tanimojo
This document provides an overview of port concessions in Nigeria and their role in achieving the country's maritime potential. Some key points:
- Nigeria has a large coastline but its maritime industry has not fully capitalized on this asset. Port concessions were introduced as part of reforms to modernize ports and increase efficiency.
- Major ports in Nigeria were concessioned beginning in 2006, with over 25 concessions granted. The flagship concession was the 25-year contract for Apapa Container Terminal granted to APM Terminals.
- Other countries in Africa and globally also utilize port concessions. Examples discussed include Tanzania granting a concession to TICTS for its Dar es Salaam container terminal, and landlord port models used in
The document discusses establishing an international logistics center in the Suez Canal region of Egypt by leveraging the strategic location of ports like East Port Said and developing world-class logistics facilities and free trade zones integrated with improvements to infrastructure and services at Egyptian ports on the Suez Canal. It recommends Egypt learn from Panama's experience in maximizing the benefits of its strategic canal location by developing high quality port and logistics facilities as well as free zones. The establishment of a Suez Canal International Logistics Center is presented as a strategy to better capitalize on Egypt's Suez Canal assets.
The document discusses the history and development of the Suez Canal over time. It describes how the canal has been widened and deepened since its opening in 1869 to accommodate increasingly larger ships. It also outlines the traffic management systems and safety measures that are in place along the canal. Finally, it discusses the pricing policies and incentives that the Suez Canal Authority uses to attract shipping traffic through the important international waterway.
Bruce Hodgson presented on the future trends of the Great Lakes St. Lawrence Seaway System. The system is a 3,700 km marine highway connecting 41 ports across Canada and the US, handling an average of 40 million tonnes of cargo annually. Hodgson discussed opportunities for growth through infrastructure investments, leveraging technology like hands-free mooring, and marketing the system as a simplified shipping option under the brand "Hwy H2O".
This document discusses trends in multimodal transportation in India. It notes that container traffic through ports like JNPT is increasing, but road transportation still accounts for over 70% of container movements, while rail only accounts for about 28%. The document also examines key origin-destination routes for both international and domestic ISO and DSO container rail shipments. Finally, it outlines several strategies for developing multimodal transportation potential in India, such as improving port infrastructure, developing inland container depots, and facilitating greater coastal and inland waterway shipping.
Saud Bin Saqr Al Qasimi took over as Ras Al Khaimah's ruler in 2010, the emirate's real estate sector has been at the forefront of its breathtaking economic expansion.
We are offering lots of excellent opportunities to invest in Gwadar. Inshallah Gwadar is the new rising star of Pakistan.
Sangar Housing Scheme (Residential/Commercial) Plots, available in all phases 600 Sq yards, 1000 Sq yards available.Most outstanding locations sea facing.
www.facebook.com/btnmarketing
For More Details.
plz, feel free to contact.
+923036599277
+923009444132
Role and means of river transportation in EuropeEugene Tkachenko
Inland waterways play an important role in transporting goods across Europe. Over 37,000 kilometers of waterways connect hundreds of cities and industrial regions across 13 European countries. Inland waterway transport accounts for around 7% of total transport modes in Europe. Countries with the highest density of inland waterways networks are the Netherlands and Belgium. The Rhine river accounts for 68% of total inland waterway transport across Europe and moves goods like metals, chemicals, and fuels between countries. Inland waterway transport is most competitive for distances of 200-300 km or over 400 km due to its low variable costs over large transport volumes. Reliable infrastructure, sufficient transport volumes and distances, and integrated transport services are necessary for further development
The document summarizes key findings from the SmartRivers 2006 international conference on inland waterways and the global supply chain. It finds that integrating waterways can cut landside transportation costs and that container-on-barge services in Europe have become an essential link between ports and inland markets. However, waterways still only account for 6-7% of goods transported in Europe. The document outlines the major waterways in Europe and factors for the successful development of container-on-barge services, such as reliable schedules and a large international gateway port.
Chennai Port Trust is the second largest port in India, located in Chennai. It was formerly known as Madras Port and started maritime trade in 1639. The port has 3 docks with 24 berths and handles cargo of over 60 million tonnes annually. It is a major container hub and has two container terminals with a combined capacity of 2.8 million TEUs per year. The port aims to increase throughput of commodities like coal, iron ore, containers and automobiles in the coming years through capacity expansion and infrastructure upgrades.
Tráfego Cruise e Regeneração Urbana da cidade património porto URBACT Rede Te...Cláudio Carneiro
This document provides an introduction and background on the URBACT Thematic Network "Cruise Traffic and Urban Regeneration of city port heritage" (CTUR). It discusses how port cities have faced economic crises but are now undergoing renewal focused on their waterfront areas. Cruise tourism is highlighted as a new economic opportunity that can support urban regeneration if port cities develop strategies to integrate cruise activities and promote their cities as tourist destinations. The CTUR network was formed to allow partner port cities to exchange experiences and best practices related to leveraging cruise traffic for regeneration challenges. Over 30 cities applied to participate in the network, demonstrating significant interest in this topic across Europe.
This summary provides the key details from the document in 3 sentences:
The document discusses a proposed integrated dry port and seaport system for the port of Genoa in Italy to address space constraints. The proposal involves relocating container handling operations inland to a dry port located north of the mountains, and connecting the dry port and seaport via an automated electric rail shuttle system running through a new tunnel. The study examines the concept and feasibility of this integrated seaport/dry port system as a way to expand the port's capacity and efficiently connect it to its hinterland networks.
Architectural Framework For The Development Of Boat TerminalsSara Perez
This document provides background information on water transportation and inland waterways in Nigeria. It discusses the historical development of water transportation as one of the earliest means of transporting goods and people. It notes that inland waterways transverse 20 of Nigeria's 36 states and represent important agricultural and mining regions, creating a need to improve the inland water transportation sector. The document introduces the topic of developing public water transportation terminals in Nigeria to improve the experience of boat transportation commuters and operators through architectural planning and design strategies. It provides context on the study area of Cross River State and outlines the objectives, scope and research questions of the study.
This document discusses potential development scenarios for the Port of Sines Terminal XXI container facility in Portugal between 2014-2030 and beyond. It presents Terminal XXI, located in Sines, Portugal, as a deep water port capable of accommodating large post-Panamax vessels. The terminal has seen significant growth since opening in 2004. The document analyzes Terminal XXI's key target markets in Iberia and potential impact from widening of the Panama Canal, concluding the terminal is well positioned to capitalize on growth in trade between Europe and Americas.
THE IMPORTANCE OF TRANSPORT AND COMMUNICATIONS TO COMMERCEscarcemadness8524
Transport and communication systems are essential to commerce and economic development. Throughout history, improvements in transportation methods - from camel caravans to modern jets - have enabled the greater exchange of goods and people. Efficient transport is necessary for the distribution of mass-produced goods to buyers. Advances in transportation, such as railways and air travel, have brought revolutions by connecting previously isolated areas and allowing for faster movement of exports, imports, and people. While all regions have not developed equally due to factors like population, terrain, and politics, modern economies require complex coordination of transportation networks like roads, rails, and airports to support increasing global trade volumes. Overall, efficient transport and trade systems are vital for countries to compete internationally.
The Town Planning Agency of Le Havre and Seine Estuary area (AURH) is an expert on territorial development combining observation, planning and prospective approach to help on territory's development. AURH is participating actively in the town planning and economic project of the Seine Valley from Paris to the Port of Le Havre. The aim of this project is to give to Paris an opening to the sea so as to remain a global city.
1) The article examines the relationship between port growth and economic development in Shanghai. It argues that Shanghai's success results from favorable market opportunities and rational development strategies by the city government.
2) It proposes three models of global hub port cities - Hong Kong and Singapore fit the model of ports with high intermediacy and centrality, while Shanghai fits the model of a city-serving global hub port due to its reliance on local cargo rather than trans-shipment.
3) The article contributes to understanding port and city development in China by highlighting differences between Shanghai and other Asian hub ports like Hong Kong and Singapore.
The document discusses the ancient city of Tenochtitlan, which was the capital of the Aztec Empire located in modern-day Mexico City. It flourished between 1325-1521 AD and was built on an island in Lake Texcoco, with a complex system of canals and causeways. The city had sophisticated water and drainage systems that supplied hundreds of thousands of residents. It was largely destroyed by Spanish conquistadors in 1521.
The document discusses several ancient and modern cities as potential sources of inspiration for designing a future livable town. It examines the Aztec city of Tenochtitlan in depth, highlighting aspects of its infrastructure like its system of canals, aqueducts, and chinampas (floating gardens). These elements effectively addressed issues of transportation, water management, and lack of land for agriculture. The document considers incorporating chinampas, an organized centralized layout, and underground water channels into the proposed new town design.
Mr. Salvatore D'Alfonso Union for Mediterranean Motorways of the Sea Initiati...ASCAME
Session: Business opportunities and enterprise experiences in the Mediterranean logistics and transport sector
Presentation: “Union for Mediterranean Motorways of the Sea Initiative:
a way to a re-equilibrium in the Mediterranean”
The Mediterranean Ports Summit is organised by the Association of Mediterranean Chambers of Commerce and Industry (ASCAME), the Consorci de la Zona Franca de Barcelona with the collaboration of Barcelona Chamber in the framework of SIL2015.
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More information www.ascame.org
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The Mediterranean Ports Summit is organised by the Association of Mediterranean Chambers of Commerce and Industry (ASCAME), the Consorci de la Zona Franca de Barcelona with the collaboration of Barcelona Chamber in the framework of SIL2015.
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Apesar de um ambiente econômico enfraquecido em Portugal, Sines Container Terminal viu seu aumento de volume em quase 70%. Nova tráfego da Ásia para a África Ocidental e aumento do movimento de carga para EUA / Canadá contribuíram para o forte desempenho em Sines. A segunda fase do terminal do desenvolvimento começou com o cais que está sendo prorrogado por 210 metros para 940 metros.
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Maghreb port cities in transition: the case of Tangier
1. (Title and Abstract in English)
Maghreb port cities
in transition:
the case of Tangier
César Ducruet1, Fatima Zohra Mohamed-Chérif2,
Najib Cherfaoui3
1 Centre National de la Recherche Scientifique (CNRS) –
UMR 8504 Géographie-Cités – University of Paris-I
Sorbonne, 13 rue du Four, F-75006 – Paris
2 Ecole Nationale Supérieure Maritime, Bou Ismail, Algeria
3 Ponts et Chaussées, Casablanca, Morocco
ducruet@parisgeo.cnrs.fr, medcherif.fz@gmail.com,
cherfaoui122005@yahoo.fr
The port of Tangier is about to become one of the most dynamic ports across
the Euro-Mediterranean area. The valuing of exceptional locational qualities
as maritime crossroads between international shipping routes (Gibraltar
Straits) occurs in a context of exacerbated rivalries among Mediterranean
transhipment hubs (e.g. Algeciras, Valencia, Cagliari, Gioia Tauro, Taranto,
and Marsaxlokk). Locally and regionally, it is made possible through the
physical separation between the port city of Tangier and the new
multifunctional site of Tangier Med, located 30 km eastwards. This paper
recalls briefly the main historical steps of Tangier’s development since its
origins. Then, it reviews its recent evolution on three different geographic
levels: the one of maritime flows and international port competition, the one
of regional integration of Tangier in the Moroccan and Maghreb transport
systems, and the local issues of port-city redevelopment both within the
traditional city and at the new site of Tangier Med. Some concluding remarks
aim at linking together these three levels of analysis in terms of the possible
futures of this ambitious project.
(Max. 1.000 characters spaces included)
Keywords
Hub port; Maghreb; Morocco; Mediterranean;
port city; redevelopment (Max. 6 words)
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2. 2
Maghreb port cities in transition:
the case of Tangier
Introduction
Recent decades have witnessed important changes in port-city relationships such as the
widely known functional and spatial separation between port and urban activities.
Countless studies of waterfront redevelopment have appeared since the 1950s throughout
the professional and scientific literature, while some geographers have synthesized port-
city dynamics in their spatial models (Bird, 1963; Hoyle, 1989). The strong focus on inner
city issues (waterfront) and the Western-centric dimension underlying most approaches
have led to the conclusion that port and urban functions are incompatible nowadays.
However, among the wide diversity of port-city trajectories is the strengthening of port
activities on the level of city-regions (Ducruet and Lee, 2006). In the Asia-Pacific region,
many hub port cities combine rather than separate port and urban functions (Lee et al.,
2008).
This paper proposes to interpret recent developments at Tangier (Morocco) as part of a
wider trend defined by the emergence of multilayered hubs at strategic locations. Many
countries and cities are engaged in such hub strategies integrating logistical, free-zone,
and urban functions, which clearly illustrates the continued importance of material flows
in local and regional development (Hesse, 2010). Tangier may thus be analysed in the light
of recent works on Busan (Frémont and Ducruet, 2005) and Incheon (Ducruet, 2007) in
South Korea, but also Port Said (Bruyas, 2000), Dubai (Jacobs and Hall, 2007), Hong Kong
and Singapore (Lee and Ducruet, 2009), among other. All describe how local and global
forces combine to give birth to a new type of port cities exploiting economies of scale
(containers) but also port-related intermodalism, logistics, renewed hinterland
connections, while also inducing local transformations of the socio-economic system.
The case of Tangier is believed to contribute to a general reflection about the territorial
impacts of multilayered hubs. The very ambitious multifunctional project (Tangier Med)
which operations started in 2007 aims at exploiting economies of scale for large
containerships (transhipment hub) regionally while attracting value-added and skills
locally and nationally through industrial and logistics parks. Physical separation from the
traditional city of Tangier does not contradict the latter’s reinforcement of cruise activities
for passengers. This paper proposes a historical perspective about the development of this
port city, followed by a review of the regional context of hub port competition, and the
response brought by current projects. Beyond the port city issue itself, we thus look at
complementary aspects such as the specific identity conferred by the border to Tangier
(Piermay, 2009). Other aspects such as the history of port development and port
operations in Morocco and Tangier are well documented thanks to recent extensive
research (Cherfaoui and Doghmi, 2003, 2005). This paper would also like to complement
the relative scarcity of specific studies on Tangier by offering a synthesis of port and urban
dynamics at stake in recent years.
Historical background on Tangier (Tingis) port city
The Tangier peninsula refers to a large area of Morocco prolonged towards Spain forming
a trapeze of 50 kilometers on the North side (Gibraltar Straits) and 120 kilometres at its
base, running North-South across 60 kilometres (Figure 1).
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3. 3
Figure 1. Aerial view of Gibraltar Straits with the bay and port of Tangier in 1967.
Sebta and Oued R’mel are the current sites for the development of Tangier Med
Oued RÕmel Sebta
Tarifa
Tanger
Figure 2. Spatial evolution of Tangier port, 1903-2010
1925-1935
1948-1949 1951-1956
1960 1961-1964
1966-1967 1973-1977
1903-1905
évolution du port de Tanger
Prior to its reunification by Sultan Moulay Ismail (17th century), this peninsula has been
under multiple influences and was occupied by various foreign powers: Phoenicians (5th
century BC), Romans (1st century AD), Vandals, Byzantines, and Visigoths (5th century
AD), Arabs (7th century AD), Portuguese (15th century AD), Spanish (16th century AD),
and British (17th century AD). This exceptional site has often been the target of external
threats, invasions, resistance and continuous rivalries. But it has also been the birthplace
of explorer and geographer Ibn Batouta (1304) from where he travelled during 28 years
(P_caption, Cambria 9 pt, centred)
4. 4
up to Beijing, Samarqand, and Timbuktu. During the 14th century, Tangier is a dynamic
port city trading various commodities with Marseilles, Genoa, Venice and Barcelona.
The first ambitions to strengthen Tangier’s port as cargo hub and against natural threats
arose in the 17th century under British rule. Tangier became a “diplomatic” gateway in the
19th century under Arab rule, while its port activities gain from the decline of
neighbouring Tetouan due to the increase of ship sizes and the advent of steam sailing. At
the end of the 19th century, Tangier’s port traffic superseded those of Casablanca and
Mogador, welcoming about 1,750 vessels on average each year. Modern expansion plans
were conferred in 1914 to the Société Internationale de Tanger but effectively started only
in 1925 due to World War I. Such plans allowed the port to embark on larger-scale
operations gradually (Figure 2), while developing its landside connections with the
hinterland. The new Tangier-Fes railway was inaugurated in 1927, linking the port city
with Tetouan, Larache, and other large northern cities also by road. The idea of a fixed link
across Gibraltar Straits emerged at that period and went through series of feasibility
studies by French and Spanish engineers about the right project to apply (e.g. tunnel,
bridge) before vanishing away at the eve of the 1990s. From the early 1900s, Tangier’s
port is superseded by Casablanca’s traffic: the remoteness from Morocco’s core economic
regions as well as the relative limitation of the border have both played a role in such
phenomenon besides the lack of adequate port and hinterland infrastructures. Such trends
have resulted in a faster development of the city compared with the port along the
century; the concentration of residential and service activities along densely populated
and narrow streets formed an urban belt accelerating land pressure and congestion.
This impact of remoteness mostly derives from the State’s perception of this location. The
border has long been seen as a barrier rather than a gateway or potential corridor. It has
taken decades before the exceptional situation of Tangier (a crossroads between world’s
busiest maritime routes) has been seen as an opportunity, beyond the simple idea of being
a transit point. Changes in policies appeared around 1993, with the idea of catching transit
traffic in addition to domestic needs. A first project of a transhipment hub port was
proposed on the Atlantic near the city of Asilah, but this “Tangier Atlantic” project was
finally cancelled in 1999. In the context of balanced liberalism and state interventionism
from the advent of King Mohamed VI (1999), the country opts for modernisation and
globalisation (Piermay, 2009). In the port sector, the estuary of Oued R’mel (nearest point
from Europe in front of Tarifa) is chosen for hosting the new project of Tanger Med
launched in 2002. Parallel to the ambition catching transit trade flows between external
regions, this project notably aims at relieving Tangier from urban pressure.
Tangier Med: transport infrastructure and tool for regional planning
Tangier in the Mediterranean and Moroccan port systems
Numerous studies have well documented and analysed the evolution of the West
Mediterranean port system, highlighting the strong concentration of container traffic from
the 1990s onwards due to the emergence of transhipment hub ports (Ridolfi, 1999; Zohil
and Prijon, 1999; Fageda, 2000; Foschi, 2003). The comparative study of Ducruet (2010)
between North European and South European ports showed the drastic increase of the
liner shipping network’s concentration in the South. While North European ports (i.e. the
so-called North European range from Le Havre to Hamburg) are engaged in the servicing
of vast continental hinterlands, Southern ports tend to serve narrower hinterlands that
are more local in scope, notably due to the limited railway accessibility (Gouvernal et al.,
2005) and the comparative cost advantage Northern ports in terms of land transport. One
of the possible strategies proposed for Southern ports was to develop European
Distribution Centres (EDCs) in order to better exploit their proximity to inland markets
(P_title paragraph, Cambria bold
13pt, alignment sx)
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italic 13pt, alignment sx)
5. 5
(Ferrari et al., 2006). Another strategy was the cooperation amongst neighboring ports
through the valuing of regional port clusters (Notteboom, 2009). However, such strategies
may not be directly transferable to Maghreb ports and notably Tangier.
A look at recent traffic figures (Figure 3) confirms that Tangier still plays a secondary role
nationally. This is due to a majority of general cargo flows that are less weighty than bulks
handled at most other Moroccan ports, such as phosphates at Casablanca and Jorf Lasfar.
Until the decreasing trend striking national traffic evolution in 2008 and 2009, probably
due to the impact of the global financial crisis, the share of Tangier in national traffic has
never ceased to expand at a reasonable pace, from 4% to 7% of total traffic1. The impact of
the Tangier Med project is, of course, not yet visible although recent figures show an
explosion of traffic at the new terminals during the first development phase. Also in Figure
3, we see that Tangier is among the ports having the most stable growth rates during the
period 1995-2001, together with Casablanca and Safi2. For the period 2002-2008, traffics
have more fluctuated in the whole port system probably due to the country’s liberal policy
towards openness.
On the level of the Mediterranean basin, higher traffic growth among top container ports is
observed at Eastern locations. Marsaxlokk, Malta’s transhipment hub port has the highest
growth rate among West Mediterranean ports. Recent studies of Maghreb-related liner
shipping networks could have highlighted the very strong role of this hub for servicing
several Maghreb ports by feeder links, together with Algeciras (Ducruet, 2009). However,
the limitations faced by those hubs in terms of operational costs and congestion have
offered new opportunities for smaller ports to develop transit functions and compete in
this rapidly evolving market. While Algeria and Tunisia are now engaged in building their
own hubs of Djen Djen and Enfidha respectively, those projects seem to remain too much
port-centric without offering a wide diversity of accompanying services (e.g. logistics,
intermodal facilities) such as in Tangier. Another limiting factor for these projects is the
governance: Morocco has run a port reform3 decentralising decision-making towards port
authorities and opened the door to European global players such as CMA-CGM, MSC, and
Maersk Line, while Djen Djen and Enfidha are still heavily controlled by central
governments and benefit from the nowadays weakened Dubai Ports World (DPW).
1 Port traffic statistics for Tangier were available only from 1995.
2 Lemarchand and Joly (2009) have notably demonstrated the inverse relationship between average traffic
size and standard deviation of growth rates on a given period and for a given set of ports, in their study of
regional integration and maritime ranges.
3 The port reform (law 15-02) excludes of its field of application the port of Tangier Med (article 32), so that
the reform does not apply to the port situated within the special development zone of Tangier Med, which was
created by the law bill no. 2-02-644 (10th September 2002). Moreover this bill exempts this zone from any tax
(articles 12 and 13).
(P_footnotes page, Cambria 9pt, alignment sx)
6. 6
Figure 3. Traffic dynamics on various levels (source: Port of Hamburg website; Port Authorities)
The Tangier Med project
Tangier Med is a deep-sea port whose construction has started in 2004 and which started
its operations in July 2007. Situated 40 kilometres East of Tangier city it also locates near
the Spanish enclave of Ceuta. Its traffic is destined for 85% to transhipment and for 15%
to domestic demand (import-export). One of the goals of the project is to strengthen the
regional economy while countering illicit trade activities as it has been the case so far with
7. 7
the position of gateway to Europe (Planel, 2009). The articulation between the local and
the global economy would foster economic development and job creation as a means
relieving the region from “misery, drug traffic, slums of Beni Makada and the pateras
which led thousands of young people to death” (Troin, 2006).
Figure 4. Overall land use of Tangier Med project (source: adapted from Port Authority)
This port is able to welcome latest generation container vessels, with a water depth of 16
meters, a total quay length of 1600 metres, and a capacity of about three million TEUs
(Figure 4). The first development phase (Port 1 in the figure) costs one billion euros, while
the second phase (Port 2) should be operational in 2012 with a capacity of five million
TEUs, reaching a total of eight million TEUs capacity on a yearly basis. Between the two
terminals of Tangier I and Tangier II is located the passenger port that is planned to start
its operations in July 2010, focusing on seven million passengers and two million vehicles
a year. Its location allows reducing the crossing to and from Algeciras to one hour only,
while the ships should realise five rotations a day instead of only three when connecting
Tangier city. The first links of the passenger port are planned to connect firstly Algeciras,
and to reach by ferry several other destinations such as Sete, Barcelona and Genoa from
October.
Through the concessions of several global shipping lines as mentioned earlier, traffic has
grown steady already in 2010 with a total of one million TEUs reached by June. As early as
its conception, the project has been considered not only as new port infrastructure but
also as an integrated project going beyond the sole cargo handling and hub functions.
Plans claim that the project should create about 120,000 new jobs in the region of which
about 20,000 for the port itself and the rest in the free-trade zones, counting on the
project’s attractiveness towards multinational firms for shorter transit time and low cost
workforce.
Tangier Med and territorial development
Free-zones and the new city
Territorial development has been defined by the authorities as a process directly derived
from the creation of large free-trade zones around port areas, as seen in several other new
(P_subtitle paragraph, Cambria italic 13pt, alignment sx)
(P_subtitle 2 paragraph, Cambria13pt, alignment sx)
8. 8
generation port cities such as Incheon in South Korea, largely relying on foreign capital for
its development (Ducruet, 2007). These commercial and industrial zones are
complemented by additional hinterland connections and the creation of a new city (Figure
5). The logistics-free zone besides the new port covers about 100 hectares and includes
activities such as logistics, post-manufacturing (assembly, packaging), and distribution
(warehousing and bundling-unbundling). One of the two industrial zones is located in the
rural local authority of Melloussa, in the heart of the peninsula, 20 kilometres south of the
port. The second industrial zone located 10 kilometres from Tangier is dedicated to
Renault factory, which should become operational by 2012, with a production of about
170,000 to 400,000 vehicles a year. This project shall generate 4,000 jobs directly and
other indirect activities through subcontracting, for an expected total of 24,000 jobs. The
position of Tangier with regard to other South European industrial basins constituting
around 30 assembly units within a radius of 72 hours, shall also become advantageous for
Tangier project itself in terms of potential shifts and further subcontracting. An important
aspect of the project is the partnership between Renault and Veolia supporting a green
policy; the industrial project will optimise energy consumption, the use of renewable
energies, hoping to suppress carbon emissions, chemical spills, and recycling all industrial
waste products. Finally, the free-trade zone is planned to locate in Fnideq (Tetouan
province) for welcoming 20 hectares of office space and 500 companies.
Figure 5. Hinterland structure of Tangier Med (source: TMSA, Port Tangier Med)
TMSA, Port Tanger Med
This last example of Fnideq is revelatory of the fact that this peninsula has always been, to
some extent, a free-trade area. The urban area of Fnideq located near the Sebta region is a
true emporium through which contraband goods transit from Spain. It is also where
Moroccan fresh products transit before reaching Sebta. Fnideq remains a largely
unplanned city functioning as commercial entrepôt connecting an important share of the
entire province’s distribution network. Before current policies made it official, Fnideq was
virtually and already a fast-growing free-trade city, expanding from 3,500 inhabitants in
1963 to 13,613 (1982) and 34,486 (1994). In such respect, the Tangier Med project only
prolongs established dynamics. It is even not very clear what will be the relation between
existing free-trade and the zone under construction. The importance of Fnideq is such that
one may even argue that the new free-zones will depend on its consent to prosper. Some
local entrepreneurs may not like to see new entrants in the zones nearby competing with
their commerce. Finally, the new city of Charafate has been conceived for answering
9. 9
directly the congestion problems of Tangier city4 and anticipating the housing demand to
be generated by the rapid influx of labour and their relatives. So as to preserve coastal
amenity, the new city will be built inland between Tangier and Tetouan; it is planned to
spread over 1,300 hectares and to host more than 150,000 inhabitants with a potential of
30,000 housing units.
More recently, four new special zones have been announced for the next years in the
Straits region as well as the extension of Tangier Med zone itself, totalling 925 hectares of
land area and 1.2 billion dirhams over three years. Among the planned zones whoe
development starts in 2010 are Tetouanshore and the industrial free zone of Charafate+.
The latter’s site is located nearby the Renault Tangier Med zone, will cover 300 hectares,
and will specialise in the automobile sector (parts, logistics operations, subcontracting,
related services). The first phase covering 60 hectares shall be realised in late 2012. In
2011 will start the construction of the Souq Lakdim industrial zone (150 hectares), located
15km from Tetouan and specialised in industrial and logistics activities, as well as the
extension of Tangier Free Zone (100 hectares additionally). Finally, in 2012 will start the
bulding of Fnideq commercial zone over an area of 140 hectares welcoming wholesale and
retail activities.
Integration of logistical aspects
The new port complex is linked to the rest of the peninsula by means of communications
networks including highways (61 kilometres connecting the Northern highway Rabat-
Tangier; 35 kilometres connecting with Asilah), expressways (transforming local roads
connecting Tetouan; a new infrastructure connecting Fnideq), and a new railway line (45
kilometres). Such developments imply that on a national level, the port of Casablanca
should not be anymore the main port for the country. As history rewrites itself, Tangier
Med marks a turn in Morocco’s coastal restructuring (Chouiki, 2009). The natural
hinterland of Tangier will continue to be local in scope, but for other traffics originating fro
Asia for instance. It may be the case that traffics with Europe and North Atlantic in general
will remain bound to Casablanca due to the resistance of Moroccan shippers and freight
forwarders for whom direct calls at this port are important.
Yet, contrary to such expectations, the most likely scenario nationally is the increasing role
of Tangier as domestic hub for other Moroccan ports. Indeed, the maritime transport cost
for one TEU between Tangier and Casablanca is about 400 dirhams (using 600 TEU feeder
vessels) and reaches 4,000 dirhams using road or rail transport inland, notwithstanding
negative environmental externalities in the case of trucking. Thus, there should not be
high competition between the two ports: Casablanca may continue to be the main load
centre of the country concentrating about 80% of container traffic, while Tangier would
become a distribution centre transhipping Casablanca’s containers among others.
The reconversion of Tangier port city
The port of Tangier city is about to be reconverted into a marina. In such respect, the
project plans the extension of existing port infrastructure (quays) in order to be able to
welcome large cruise ships of 200 metres long (see Figure 6). The insertion of Tangier city
in cruise services shall increase local benefits (taxes and visitors), the city’s image and
employments. An international contest has been launched and the project is currently
under study. It plans a large public space in the continuity of the jetty with the
4 About 60% of immigrant flows are coming from outside the province, accentuating the pressure and
fostering the demand for additional housing and services.
10. 10
recuperation of 30 hectares, and the support of traditional fishing activities that are
closely related to the identity of the port city.
Figure 6. Planned reconversion of Tangier port city (source: Port Authority)
This project is part of a wider national policy favouring cruise tourism, profiting from the
high growth of this sector in European markets. Indeed, the country is a privileged
destination for European tourists: it is the first destination among North African countries
in terms of tourism attractiveness. Nevertheless, competition is fierce, notably from
neighbouring ports such as the Canary Islands and Andalousia. In the end, Tangier city
wishes to value its historical role as first destination city in the 1960s, since its position is
nowadays only fourth after Marrakech, Agadir and Casablanca. Several other factors have
contributed to this state of affairs, such as the limited domestic and international flight
connections, the high pollution of the bay of Tangier, and the downgrading of the city’s
hotel sector.
Conclusion
The Tangier Med project has been planned for responding to global demand
(transhipment hub functions) but this does exclude local dynamics of economic growth
and employment creation, while paving the way towards a better regional balance within
the country as a whole. Three main directions define the project: competitiveness,
territorial balance, and local development. Such directions are not entirely new in the
region; one may recall earlier “waves” of development such as across Southern Europe in
the 1970s where several port sites became the focus of ambitious port-related industrial
developments based on the concept of growth pole (heavy industries) and largely inspired
from Northern counterparts (e.g. Benelux). Many of these projects did not reach their
goals in a context of global oil crisis and global shift, but almost all of them have again been
the focus of container hub developments in the 1990s (e.g. Gioia Tauro, Tarento, Sines,
Algeciras, Fos, etc.). Other examples, of course, include the Asian free-zone models, which
encountered very diverse outcomes and are still evolving nowadays. Whether the new
generation of port cities to which Tangier seem to belong will be truly successful remains
to be seen. Externally, it responds rather successfully to regional competition from other
11. 11
hubs, in a Euro-Mediterranean context where other Maghreb hub port projects do not
seem to have comparable status and diversity to offer. Internally, its socio-economic
impact is so far relatively important, measured by actual job creation and the current
diversification of the local and regional economy, in an area traditionally marked by low
productivity agriculture and social exclusion. Despite the extravert character of such
projects, job creation at port areas and free-zones and by tourism activities is likely to
reduce poverty rate of rural populations in a medium-term perspective.
The tables and the illustrations should preferably be included in their respective paragraph.
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Table 1. Caption (source: …………………………….)
Reference
data
Data on 9/5 Data on 27/7
Diffusion
(%)
Intensity
(%)
Diffusion
(%)
Intensity
(%)
survey n.1 0-100 29,3 0,9 45,3 40
survey n.2 0-50 4,9 13 31,9 27,7
survey n.3 0-30 12,7 2,7 22,7 0,8
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12. 12
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14. (Título y abstract en Inglés)
Maghreb port cities
in transition:
the case of Tangier
César Ducruet1, Fatima Zohra Mohamed-Chérif2,
Najib Cherfaoui3
1 Centre National de la Recherche Scientifique (CNRS) –
UMR 8504 Géographie-Cités – University of Paris-I
Sorbonne, 13 rue du Four, F-75006 – Paris
2 Ecole Nationale Supérieure Maritime, Bou Ismail, Algeria
3 Ponts et Chaussées, Casablanca, Morocco
ducruet@parisgeo.cnrs.fr, medcherif.fz@gmail.com,
cherfaoui122005@yahoo.fr
The port of Tangier is about to become one of the most dynamic ports across
the Euro-Mediterranean area. The valuing of exceptional locational qualities
as maritime crossroads between international shipping routes (Gibraltar
Straits) occurs in a context of exacerbated rivalries among Mediterranean
transhipment hubs (e.g. Algeciras, Valencia, Cagliari, Gioia Tauro, Taranto,
and Marsaxlokk). Locally and regionally, it is made possible through the
physical separation between the port city of Tangier and the new
multifunctional site of Tangier Med, located 30 km eastwards. This paper
recalls briefly the main historical steps of Tangier’s development since its
origins. Then, it reviews its recent evolution on three different geographic
levels: the one of maritime flows and international port competition, the one
of regional integration of Tangier in the Moroccan and Maghreb transport
systems, and the local issues of port-city redevelopment both within the
traditional city and at the new site of Tangier Med. Some concluding remarks
aim at linking together these three levels of analysis in terms of the possible
futures of this ambitious project.
(Máx. 1.000 caracteres, espacios incluidos)
Keywords
Hub port; Maghreb; Morocco; Mediterranean;
port city; redevelopment (Máx. 6 palabras)
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15. 2
Maghreb port cities in transition:
the case of Tangier
Introduction
Recent decades have witnessed important changes in port-city relationships such as the
widely known functional and spatial separation between port and urban activities.
Countless studies of waterfront redevelopment have appeared since the 1950s throughout
the professional and scientific literature, while some geographers have synthesized port-
city dynamics in their spatial models (Bird, 1963; Hoyle, 1989). The strong focus on inner
city issues (waterfront) and the Western-centric dimension underlying most approaches
have led to the conclusion that port and urban functions are incompatible nowadays.
However, among the wide diversity of port-city trajectories is the strengthening of port
activities on the level of city-regions (Ducruet and Lee, 2006). In the Asia-Pacific region,
many hub port cities combine rather than separate port and urban functions (Lee et al.,
2008).
This paper proposes to interpret recent developments at Tangier (Morocco) as part of a
wider trend defined by the emergence of multilayered hubs at strategic locations. Many
countries and cities are engaged in such hub strategies integrating logistical, free-zone,
and urban functions, which clearly illustrates the continued importance of material flows
in local and regional development (Hesse, 2010). Tangier may thus be analysed in the light
of recent works on Busan (Frémont and Ducruet, 2005) and Incheon (Ducruet, 2007) in
South Korea, but also Port Said (Bruyas, 2000), Dubai (Jacobs and Hall, 2007), Hong Kong
and Singapore (Lee and Ducruet, 2009), among other. All describe how local and global
forces combine to give birth to a new type of port cities exploiting economies of scale
(containers) but also port-related intermodalism, logistics, renewed hinterland
connections, while also inducing local transformations of the socio-economic system.
The case of Tangier is believed to contribute to a general reflection about the territorial
impacts of multilayered hubs. The very ambitious multifunctional project (Tangier Med)
which operations started in 2007 aims at exploiting economies of scale for large
containerships (transhipment hub) regionally while attracting value-added and skills
locally and nationally through industrial and logistics parks. Physical separation from the
traditional city of Tangier does not contradict the latter’s reinforcement of cruise activities
for passengers. This paper proposes a historical perspective about the development of this
port city, followed by a review of the regional context of hub port competition, and the
response brought by current projects. Beyond the port city issue itself, we thus look at
complementary aspects such as the specific identity conferred by the border to Tangier
(Piermay, 2009). Other aspects such as the history of port development and port
operations in Morocco and Tangier are well documented thanks to recent extensive
research (Cherfaoui and Doghmi, 2003, 2005). This paper would also like to complement
the relative scarcity of specific studies on Tangier by offering a synthesis of port and urban
dynamics at stake in recent years.
Historical background on Tangier (Tingis) port city
The Tangier peninsula refers to a large area of Morocco prolonged towards Spain forming
a trapeze of 50 kilometers on the North side (Gibraltar Straits) and 120 kilometres at its
base, running North-South across 60 kilometres (Figure 1).
(P_título, Cambria 24pt, alineamiento sx)
(P_título parágrafo, Cambria negrita 13pt,
alineamiento sx)
(P_texto, Cambria 11pt, justificado)
16. 3
Figure 1. Aerial view of Gibraltar Straits with the bay and port of Tangier in 1967.
Sebta and Oued R’mel are the current sites for the development of Tangier Med
Oued RÕmel Sebta
Tarifa
Tanger
Figure 2. Spatial evolution of Tangier port, 1903-2010
1925-1935
1948-1949 1951-1956
1960 1961-1964
1966-1967 1973-1977
1903-1905
évolution du port de Tanger
Prior to its reunification by Sultan Moulay Ismail (17th century), this peninsula has been
under multiple influences and was occupied by various foreign powers: Phoenicians (5th
century BC), Romans (1st century AD), Vandals, Byzantines, and Visigoths (5th century
AD), Arabs (7th century AD), Portuguese (15th century AD), Spanish (16th century AD),
and British (17th century AD). This exceptional site has often been the target of external
threats, invasions, resistance and continuous rivalries. But it has also been the birthplace
of explorer and geographer Ibn Batouta (1304) from where he travelled during 28 years
(P_leyenda, Cambria 9pt, centrado)
17. 4
up to Beijing, Samarqand, and Timbuktu. During the 14th century, Tangier is a dynamic
port city trading various commodities with Marseilles, Genoa, Venice and Barcelona.
The first ambitions to strengthen Tangier’s port as cargo hub and against natural threats
arose in the 17th century under British rule. Tangier became a “diplomatic” gateway in the
19th century under Arab rule, while its port activities gain from the decline of
neighbouring Tetouan due to the increase of ship sizes and the advent of steam sailing. At
the end of the 19th century, Tangier’s port traffic superseded those of Casablanca and
Mogador, welcoming about 1,750 vessels on average each year. Modern expansion plans
were conferred in 1914 to the Société Internationale de Tanger but effectively started only
in 1925 due to World War I. Such plans allowed the port to embark on larger-scale
operations gradually (Figure 2), while developing its landside connections with the
hinterland. The new Tangier-Fes railway was inaugurated in 1927, linking the port city
with Tetouan, Larache, and other large northern cities also by road. The idea of a fixed link
across Gibraltar Straits emerged at that period and went through series of feasibility
studies by French and Spanish engineers about the right project to apply (e.g. tunnel,
bridge) before vanishing away at the eve of the 1990s. From the early 1900s, Tangier’s
port is superseded by Casablanca’s traffic: the remoteness from Morocco’s core economic
regions as well as the relative limitation of the border have both played a role in such
phenomenon besides the lack of adequate port and hinterland infrastructures. Such trends
have resulted in a faster development of the city compared with the port along the
century; the concentration of residential and service activities along densely populated
and narrow streets formed an urban belt accelerating land pressure and congestion.
This impact of remoteness mostly derives from the State’s perception of this location. The
border has long been seen as a barrier rather than a gateway or potential corridor. It has
taken decades before the exceptional situation of Tangier (a crossroads between world’s
busiest maritime routes) has been seen as an opportunity, beyond the simple idea of being
a transit point. Changes in policies appeared around 1993, with the idea of catching transit
traffic in addition to domestic needs. A first project of a transhipment hub port was
proposed on the Atlantic near the city of Asilah, but this “Tangier Atlantic” project was
finally cancelled in 1999. In the context of balanced liberalism and state interventionism
from the advent of King Mohamed VI (1999), the country opts for modernisation and
globalisation (Piermay, 2009). In the port sector, the estuary of Oued R’mel (nearest point
from Europe in front of Tarifa) is chosen for hosting the new project of Tanger Med
launched in 2002. Parallel to the ambition catching transit trade flows between external
regions, this project notably aims at relieving Tangier from urban pressure.
Tangier Med: transport infrastructure and tool for regional planning
Tangier in the Mediterranean and Moroccan port systems
Numerous studies have well documented and analysed the evolution of the West
Mediterranean port system, highlighting the strong concentration of container traffic from
the 1990s onwards due to the emergence of transhipment hub ports (Ridolfi, 1999; Zohil
and Prijon, 1999; Fageda, 2000; Foschi, 2003). The comparative study of Ducruet (2010)
between North European and South European ports showed the drastic increase of the
liner shipping network’s concentration in the South. While North European ports (i.e. the
so-called North European range from Le Havre to Hamburg) are engaged in the servicing
of vast continental hinterlands, Southern ports tend to serve narrower hinterlands that
are more local in scope, notably due to the limited railway accessibility (Gouvernal et al.,
2005) and the comparative cost advantage Northern ports in terms of land transport. One
of the possible strategies proposed for Southern ports was to develop European
Distribution Centres (EDCs) in order to better exploit their proximity to inland markets
(P_título parágrafo, Cambria negrita
13pt, alineamiento sx)
(P_subtítulo parágrafo, Cambria itálico
13pt, alineamiento sx)
18. 5
(Ferrari et al., 2006). Another strategy was the cooperation amongst neighboring ports
through the valuing of regional port clusters (Notteboom, 2009). However, such strategies
may not be directly transferable to Maghreb ports and notably Tangier.
A look at recent traffic figures (Figure 3) confirms that Tangier still plays a secondary role
nationally. This is due to a majority of general cargo flows that are less weighty than bulks
handled at most other Moroccan ports, such as phosphates at Casablanca and Jorf Lasfar.
Until the decreasing trend striking national traffic evolution in 2008 and 2009, probably
due to the impact of the global financial crisis, the share of Tangier in national traffic has
never ceased to expand at a reasonable pace, from 4% to 7% of total traffic1. The impact of
the Tangier Med project is, of course, not yet visible although recent figures show an
explosion of traffic at the new terminals during the first development phase. Also in Figure
3, we see that Tangier is among the ports having the most stable growth rates during the
period 1995-2001, together with Casablanca and Safi2. For the period 2002-2008, traffics
have more fluctuated in the whole port system probably due to the country’s liberal policy
towards openness.
On the level of the Mediterranean basin, higher traffic growth among top container ports is
observed at Eastern locations. Marsaxlokk, Malta’s transhipment hub port has the highest
growth rate among West Mediterranean ports. Recent studies of Maghreb-related liner
shipping networks could have highlighted the very strong role of this hub for servicing
several Maghreb ports by feeder links, together with Algeciras (Ducruet, 2009). However,
the limitations faced by those hubs in terms of operational costs and congestion have
offered new opportunities for smaller ports to develop transit functions and compete in
this rapidly evolving market. While Algeria and Tunisia are now engaged in building their
own hubs of Djen Djen and Enfidha respectively, those projects seem to remain too much
port-centric without offering a wide diversity of accompanying services (e.g. logistics,
intermodal facilities) such as in Tangier. Another limiting factor for these projects is the
governance: Morocco has run a port reform3 decentralising decision-making towards port
authorities and opened the door to European global players such as CMA-CGM, MSC, and
Maersk Line, while Djen Djen and Enfidha are still heavily controlled by central
governments and benefit from the nowadays weakened Dubai Ports World (DPW).
1 Port traffic statistics for Tangier were available only from 1995.
2 Lemarchand and Joly (2009) have notably demonstrated the inverse relationship between average traffic
size and standard deviation of growth rates on a given period and for a given set of ports, in their study of
regional integration and maritime ranges.
3 The port reform (law 15-02) excludes of its field of application the port of Tangier Med (article 32), so that
the reform does not apply to the port situated within the special development zone of Tangier Med, which was
created by the law bill no. 2-02-644 (10th September 2002). Moreover this bill exempts this zone from any tax
(articles 12 and 13).
(P_notas al pie de la página, Cambria 9pt, alineamiento sx)
19. 6
Figure 3. Traffic dynamics on various levels (source: Port of Hamburg website; Port Authorities)
The Tangier Med project
Tangier Med is a deep-sea port whose construction has started in 2004 and which started
its operations in July 2007. Situated 40 kilometres East of Tangier city it also locates near
the Spanish enclave of Ceuta. Its traffic is destined for 85% to transhipment and for 15%
20. 7
to domestic demand (import-export). One of the goals of the project is to strengthen the
regional economy while countering illicit trade activities as it has been the case so far with
the position of gateway to Europe (Planel, 2009). The articulation between the local and
the global economy would foster economic development and job creation as a means
relieving the region from “misery, drug traffic, slums of Beni Makada and the pateras
which led thousands of young people to death” (Troin, 2006).
Figure 4. Overall land use of Tangier Med project (source: adapted from Port Authority)
This port is able to welcome latest generation container vessels, with a water depth of 16
meters, a total quay length of 1600 metres, and a capacity of about three million TEUs
(Figure 4). The first development phase (Port 1 in the figure) costs one billion euros, while
the second phase (Port 2) should be operational in 2012 with a capacity of five million
TEUs, reaching a total of eight million TEUs capacity on a yearly basis. Between the two
terminals of Tangier I and Tangier II is located the passenger port that is planned to start
its operations in July 2010, focusing on seven million passengers and two million vehicles
a year. Its location allows reducing the crossing to and from Algeciras to one hour only,
while the ships should realise five rotations a day instead of only three when connecting
Tangier city. The first links of the passenger port are planned to connect firstly Algeciras,
and to reach by ferry several other destinations such as Sete, Barcelona and Genoa from
October.
Through the concessions of several global shipping lines as mentioned earlier, traffic has
grown steady already in 2010 with a total of one million TEUs reached by June. As early as
its conception, the project has been considered not only as new port infrastructure but
also as an integrated project going beyond the sole cargo handling and hub functions.
Plans claim that the project should create about 120,000 new jobs in the region of which
about 20,000 for the port itself and the rest in the free-trade zones, counting on the
project’s attractiveness towards multinational firms for shorter transit time and low cost
workforce.
Tangier Med and territorial development
Free-zones and the new city
(P_subtítulo parágrafo, Cambria itálico 13pt, alineamiento sx)
(P_subtítulo 2 parágrafo, Cambria13pt, alineamiento sx)
21. 8
Territorial development has been defined by the authorities as a process directly derived
from the creation of large free-trade zones around port areas, as seen in several other new
generation port cities such as Incheon in South Korea, largely relying on foreign capital for
its development (Ducruet, 2007). These commercial and industrial zones are
complemented by additional hinterland connections and the creation of a new city (Figure
5). The logistics-free zone besides the new port covers about 100 hectares and includes
activities such as logistics, post-manufacturing (assembly, packaging), and distribution
(warehousing and bundling-unbundling). One of the two industrial zones is located in the
rural local authority of Melloussa, in the heart of the peninsula, 20 kilometres south of the
port. The second industrial zone located 10 kilometres from Tangier is dedicated to
Renault factory, which should become operational by 2012, with a production of about
170,000 to 400,000 vehicles a year. This project shall generate 4,000 jobs directly and
other indirect activities through subcontracting, for an expected total of 24,000 jobs. The
position of Tangier with regard to other South European industrial basins constituting
around 30 assembly units within a radius of 72 hours, shall also become advantageous for
Tangier project itself in terms of potential shifts and further subcontracting. An important
aspect of the project is the partnership between Renault and Veolia supporting a green
policy; the industrial project will optimise energy consumption, the use of renewable
energies, hoping to suppress carbon emissions, chemical spills, and recycling all industrial
waste products. Finally, the free-trade zone is planned to locate in Fnideq (Tetouan
province) for welcoming 20 hectares of office space and 500 companies.
Figure 5. Hinterland structure of Tangier Med (source: TMSA, Port Tangier Med)
TMSA, Port Tanger Med
This last example of Fnideq is revelatory of the fact that this peninsula has always been, to
some extent, a free-trade area. The urban area of Fnideq located near the Sebta region is a
true emporium through which contraband goods transit from Spain. It is also where
Moroccan fresh products transit before reaching Sebta. Fnideq remains a largely
unplanned city functioning as commercial entrepôt connecting an important share of the
entire province’s distribution network. Before current policies made it official, Fnideq was
virtually and already a fast-growing free-trade city, expanding from 3,500 inhabitants in
1963 to 13,613 (1982) and 34,486 (1994). In such respect, the Tangier Med project only
prolongs established dynamics. It is even not very clear what will be the relation between
existing free-trade and the zone under construction. The importance of Fnideq is such that
one may even argue that the new free-zones will depend on its consent to prosper. Some
local entrepreneurs may not like to see new entrants in the zones nearby competing with
their commerce. Finally, the new city of Charafate has been conceived for answering
22. 9
directly the congestion problems of Tangier city4 and anticipating the housing demand to
be generated by the rapid influx of labour and their relatives. So as to preserve coastal
amenity, the new city will be built inland between Tangier and Tetouan; it is planned to
spread over 1,300 hectares and to host more than 150,000 inhabitants with a potential of
30,000 housing units.
More recently, four new special zones have been announced for the next years in the
Straits region as well as the extension of Tangier Med zone itself, totalling 925 hectares of
land area and 1.2 billion dirhams over three years. Among the planned zones whoe
development starts in 2010 are Tetouanshore and the industrial free zone of Charafate+.
The latter’s site is located nearby the Renault Tangier Med zone, will cover 300 hectares,
and will specialise in the automobile sector (parts, logistics operations, subcontracting,
related services). The first phase covering 60 hectares shall be realised in late 2012. In
2011 will start the construction of the Souq Lakdim industrial zone (150 hectares), located
15km from Tetouan and specialised in industrial and logistics activities, as well as the
extension of Tangier Free Zone (100 hectares additionally). Finally, in 2012 will start the
bulding of Fnideq commercial zone over an area of 140 hectares welcoming wholesale and
retail activities.
Integration of logistical aspects
The new port complex is linked to the rest of the peninsula by means of communications
networks including highways (61 kilometres connecting the Northern highway Rabat-
Tangier; 35 kilometres connecting with Asilah), expressways (transforming local roads
connecting Tetouan; a new infrastructure connecting Fnideq), and a new railway line (45
kilometres). Such developments imply that on a national level, the port of Casablanca
should not be anymore the main port for the country. As history rewrites itself, Tangier
Med marks a turn in Morocco’s coastal restructuring (Chouiki, 2009). The natural
hinterland of Tangier will continue to be local in scope, but for other traffics originating fro
Asia for instance. It may be the case that traffics with Europe and North Atlantic in general
will remain bound to Casablanca due to the resistance of Moroccan shippers and freight
forwarders for whom direct calls at this port are important.
Yet, contrary to such expectations, the most likely scenario nationally is the increasing role
of Tangier as domestic hub for other Moroccan ports. Indeed, the maritime transport cost
for one TEU between Tangier and Casablanca is about 400 dirhams (using 600 TEU feeder
vessels) and reaches 4,000 dirhams using road or rail transport inland, notwithstanding
negative environmental externalities in the case of trucking. Thus, there should not be
high competition between the two ports: Casablanca may continue to be the main load
centre of the country concentrating about 80% of container traffic, while Tangier would
become a distribution centre transhipping Casablanca’s containers among others.
The reconversion of Tangier port city
The port of Tangier city is about to be reconverted into a marina. In such respect, the
project plans the extension of existing port infrastructure (quays) in order to be able to
welcome large cruise ships of 200 metres long (see Figure 6). The insertion of Tangier city
in cruise services shall increase local benefits (taxes and visitors), the city’s image and
employments. An international contest has been launched and the project is currently
under study. It plans a large public space in the continuity of the jetty with the
4 About 60% of immigrant flows are coming from outside the province, accentuating the pressure and
fostering the demand for additional housing and services.
23. 10
recuperation of 30 hectares, and the support of traditional fishing activities that are
closely related to the identity of the port city.
Figure 6. Planned reconversion of Tangier port city (source: Port Authority)
This project is part of a wider national policy favouring cruise tourism, profiting from the
high growth of this sector in European markets. Indeed, the country is a privileged
destination for European tourists: it is the first destination among North African countries
in terms of tourism attractiveness. Nevertheless, competition is fierce, notably from
neighbouring ports such as the Canary Islands and Andalousia. In the end, Tangier city
wishes to value its historical role as first destination city in the 1960s, since its position is
nowadays only fourth after Marrakech, Agadir and Casablanca. Several other factors have
contributed to this state of affairs, such as the limited domestic and international flight
connections, the high pollution of the bay of Tangier, and the downgrading of the city’s
hotel sector.
Conclusion
The Tangier Med project has been planned for responding to global demand
(transhipment hub functions) but this does exclude local dynamics of economic growth
and employment creation, while paving the way towards a better regional balance within
the country as a whole. Three main directions define the project: competitiveness,
territorial balance, and local development. Such directions are not entirely new in the
region; one may recall earlier “waves” of development such as across Southern Europe in
the 1970s where several port sites became the focus of ambitious port-related industrial
developments based on the concept of growth pole (heavy industries) and largely inspired
from Northern counterparts (e.g. Benelux). Many of these projects did not reach their
goals in a context of global oil crisis and global shift, but almost all of them have again been
the focus of container hub developments in the 1990s (e.g. Gioia Tauro, Tarento, Sines,
Algeciras, Fos, etc.). Other examples, of course, include the Asian free-zone models, which
encountered very diverse outcomes and are still evolving nowadays. Whether the new
generation of port cities to which Tangier seem to belong will be truly successful remains
to be seen. Externally, it responds rather successfully to regional competition from other
24. 11
hubs, in a Euro-Mediterranean context where other Maghreb hub port projects do not
seem to have comparable status and diversity to offer. Internally, its socio-economic
impact is so far relatively important, measured by actual job creation and the current
diversification of the local and regional economy, in an area traditionally marked by low
productivity agriculture and social exclusion. Despite the extravert character of such
projects, job creation at port areas and free-zones and by tourism activities is likely to
reduce poverty rate of rural populations in a medium-term perspective.
Las tablas y las ilustraciones deben ser preferiblemente incluidas en los respectivos
parágrafo.
Para la creación de las tablas en word seguir, dentro de lo posible, el ejemplo reportado a
continuación.
Tabla 1. Título (fuente: …………….)
Datos de
referencia
Datos al 9/5 Datos al 27/7
Difusión (%) Intensidad
(%)
Difusión (%) Intensidad
(%)
Relevamiento n. 1 0-100 29,3 0,9 45,3 40
Relevamiento n. 2 0-50 4,9 13 31,9 27,7
Relevamiento n. 3 0-30 12,7 2,7 22,7 0,8
Para las notas de las tablas utilizar el estilo “P_tabla”
Para las ilustraciones es posible insertar también gráficos (realizados posiblemente en Excel),
fotografías y dibujos.
Figura 1. Título (fuente o copyright: ………………..)
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27. (Titre et abstract en Anglais)
Maghreb port cities
in transition:
the case of Tangier
César Ducruet1, Fatima Zohra Mohamed-Chérif2,
Najib Cherfaoui3
1 Centre National de la Recherche Scientifique (CNRS) –
UMR 8504 Géographie-Cités – University of Paris-I
Sorbonne, 13 rue du Four, F-75006 – Paris
2 Ecole Nationale Supérieure Maritime, Bou Ismail, Algeria
3 Ponts et Chaussées, Casablanca, Morocco
ducruet@parisgeo.cnrs.fr, medcherif.fz@gmail.com,
cherfaoui122005@yahoo.fr
The port of Tangier is about to become one of the most dynamic ports across
the Euro-Mediterranean area. The valuing of exceptional locational qualities
as maritime crossroads between international shipping routes occurs in a
context of exacerbated rivalries among Mediterranean transhipment hubs.
Locally and regionally, it is made possible through the physical separation
between the port city of Tangier and the new multifunctional site of Tangier
Med, located 30 km eastwards. This paper recalls briefly the main historical
steps of Tangier’s development since its origins. Then, it reviews its recent
evolution on three different geographic levels: the one of maritime flows and
international port competition, the one of regional integration of Tangier in
the Moroccan and Maghreb transport systems, and the local issues of port-
city redevelopment both within the traditional city and at the new site of
Tangier Med. Some concluding remarks aim at linking together these three
levels of analysis in terms of the possible futures of this ambitious project.
(Max. 1.000 caractères, espaces inclus)
Keywords
Hub port; Maghreb; Morocco; Mediterranean;
port city; redevelopment (Max. 6 mots)
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retrait sx 8,25cm)
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28. 2
Maghreb port cities in transition:
the case of Tangier
Introduction
Recent decades have witnessed important changes in port-city relationships such as the
widely known functional and spatial separation between port and urban activities.
Countless studies of waterfront redevelopment have appeared since the 1950s throughout
the professional and scientific literature, while some geographers have synthesized port-
city dynamics in their spatial models (Bird, 1963; Hoyle, 1989). The strong focus on inner
city issues (waterfront) and the Western-centric dimension underlying most approaches
have led to the conclusion that port and urban functions are incompatible nowadays.
However, among the wide diversity of port-city trajectories is the strengthening of port
activities on the level of city-regions (Ducruet and Lee, 2006). In the Asia-Pacific region,
many hub port cities combine rather than separate port and urban functions (Lee et al.,
2008).
This paper proposes to interpret recent developments at Tangier (Morocco) as part of a
wider trend defined by the emergence of multilayered hubs at strategic locations. Many
countries and cities are engaged in such hub strategies integrating logistical, free-zone,
and urban functions, which clearly illustrates the continued importance of material flows
in local and regional development (Hesse, 2010). Tangier may thus be analysed in the light
of recent works on Busan (Frémont and Ducruet, 2005) and Incheon (Ducruet, 2007) in
South Korea, but also Port Said (Bruyas, 2000), Dubai (Jacobs and Hall, 2007), Hong Kong
and Singapore (Lee and Ducruet, 2009), among other. All describe how local and global
forces combine to give birth to a new type of port cities exploiting economies of scale
(containers) but also port-related intermodalism, logistics, renewed hinterland
connections, while also inducing local transformations of the socio-economic system.
The case of Tangier is believed to contribute to a general reflection about the territorial
impacts of multilayered hubs. The very ambitious multifunctional project (Tangier Med)
which operations started in 2007 aims at exploiting economies of scale for large
containerships (transhipment hub) regionally while attracting value-added and skills
locally and nationally through industrial and logistics parks. Physical separation from the
traditional city of Tangier does not contradict the latter’s reinforcement of cruise activities
for passengers. This paper proposes a historical perspective about the development of this
port city, followed by a review of the regional context of hub port competition, and the
response brought by current projects. Beyond the port city issue itself, we thus look at
complementary aspects such as the specific identity conferred by the border to Tangier
(Piermay, 2009). Other aspects such as the history of port development and port
operations in Morocco and Tangier are well documented thanks to recent extensive
research (Cherfaoui and Doghmi, 2003, 2005). This paper would also like to complement
the relative scarcity of specific studies on Tangier by offering a synthesis of port and urban
dynamics at stake in recent years.
Historical background on Tangier (Tingis) port city
The Tangier peninsula refers to a large area of Morocco prolonged towards Spain forming
a trapeze of 50 kilometers on the North side (Gibraltar Straits) and 120 kilometres at its
base, running North-South across 60 kilometres (Figure 1).
(P_titre, Cambria 24pt, alignement sx)
(P_titre paragraphe, Cambria gras 13pt,
alignement sx)
(P_texte, Cambria 11pt, justifié)
29. 3
Figure 1. Aerial view of Gibraltar Straits with the bay and port of Tangier in 1967.
Sebta and Oued R’mel are the current sites for the development of Tangier Med
Figure 2. Spatial evolution of Tangier port, 1903-2010
1925-1935
1948-1949 1951-1956
1960 1961-1964
1966-1967 1973-1977
1903-1905
évolution du port de Tanger
Prior to its reunification by Sultan Moulay Ismail (17th century), this peninsula has been
under multiple influences and was occupied by various foreign powers: Phoenicians (5th
century BC), Romans (1st century AD), Vandals, Byzantines, and Visigoths (5th century
AD), Arabs (7th century AD), Portuguese (15th century AD), Spanish (16th century AD),
and British (17th century AD). This exceptional site has often been the target of external
threats, invasions, resistance and continuous rivalries. But it has also been the birthplace
of explorer and geographer Ibn Batouta (1304) from where he travelled during 28 years
(P_ légende, Cambria 9pt, centré)
30. 4
up to Beijing, Samarqand, and Timbuktu. During the 14th century, Tangier is a dynamic
port city trading various commodities with Marseilles, Genoa, Venice and Barcelona.
The first ambitions to strengthen Tangier’s port as cargo hub and against natural threats
arose in the 17th century under British rule. Tangier became a “diplomatic” gateway in the
19th century under Arab rule, while its port activities gain from the decline of
neighbouring Tetouan due to the increase of ship sizes and the advent of steam sailing. At
the end of the 19th century, Tangier’s port traffic superseded those of Casablanca and
Mogador, welcoming about 1,750 vessels on average each year. Modern expansion plans
were conferred in 1914 to the Société Internationale de Tanger but effectively started only
in 1925 due to World War I. Such plans allowed the port to embark on larger-scale
operations gradually (Figure 2), while developing its landside connections with the
hinterland. The new Tangier-Fes railway was inaugurated in 1927, linking the port city
with Tetouan, Larache, and other large northern cities also by road. The idea of a fixed link
across Gibraltar Straits emerged at that period and went through series of feasibility
studies by French and Spanish engineers about the right project to apply (e.g. tunnel,
bridge) before vanishing away at the eve of the 1990s. From the early 1900s, Tangier’s
port is superseded by Casablanca’s traffic: the remoteness from Morocco’s core economic
regions as well as the relative limitation of the border have both played a role in such
phenomenon besides the lack of adequate port and hinterland infrastructures. Such trends
have resulted in a faster development of the city compared with the port along the
century; the concentration of residential and service activities along densely populated
and narrow streets formed an urban belt accelerating land pressure and congestion.
This impact of remoteness mostly derives from the State’s perception of this location. The
border has long been seen as a barrier rather than a gateway or potential corridor. It has
taken decades before the exceptional situation of Tangier (a crossroads between world’s
busiest maritime routes) has been seen as an opportunity, beyond the simple idea of being
a transit point. Changes in policies appeared around 1993, with the idea of catching transit
traffic in addition to domestic needs. A first project of a transhipment hub port was
proposed on the Atlantic near the city of Asilah, but this “Tangier Atlantic” project was
finally cancelled in 1999. In the context of balanced liberalism and state interventionism
from the advent of King Mohamed VI (1999), the country opts for modernisation and
globalisation (Piermay, 2009). In the port sector, the estuary of Oued R’mel (nearest point
from Europe in front of Tarifa) is chosen for hosting the new project of Tanger Med
launched in 2002. Parallel to the ambition catching transit trade flows between external
regions, this project notably aims at relieving Tangier from urban pressure.
Tangier Med: transport infrastructure and tool for regional planning
Tangier in the Mediterranean and Moroccan port systems
Numerous studies have well documented and analysed the evolution of the West
Mediterranean port system, highlighting the strong concentration of container traffic from
the 1990s onwards due to the emergence of transhipment hub ports (Ridolfi, 1999; Zohil
and Prijon, 1999; Fageda, 2000; Foschi, 2003). The comparative study of Ducruet (2010)
between North European and South European ports showed the drastic increase of the
liner shipping network’s concentration in the South. While North European ports (i.e. the
so-called North European range from Le Havre to Hamburg) are engaged in the servicing
of vast continental hinterlands, Southern ports tend to serve narrower hinterlands that
are more local in scope, notably due to the limited railway accessibility (Gouvernal et al.,
2005) and the comparative cost advantage Northern ports in terms of land transport. One
of the possible strategies proposed for Southern ports was to develop European
Distribution Centres (EDCs) in order to better exploit their proximity to inland markets
(P_titre paragraphe, Cambria gras
13pt, alignement sx)
(P_ sous-titre paragraphe, Cambria
italique 13pt, alignement sx)
31. 5
(Ferrari et al., 2006). Another strategy was the cooperation amongst neighboring ports
through the valuing of regional port clusters (Notteboom, 2009). However, such strategies
may not be directly transferable to Maghreb ports and notably Tangier.
A look at recent traffic figures (Figure 3) confirms that Tangier still plays a secondary role
nationally. This is due to a majority of general cargo flows that are less weighty than bulks
handled at most other Moroccan ports, such as phosphates at Casablanca and Jorf Lasfar.
Until the decreasing trend striking national traffic evolution in 2008 and 2009, probably
due to the impact of the global financial crisis, the share of Tangier in national traffic has
never ceased to expand at a reasonable pace, from 4% to 7% of total traffic1. The impact of
the Tangier Med project is, of course, not yet visible although recent figures show an
explosion of traffic at the new terminals during the first development phase. Also in Figure
3, we see that Tangier is among the ports having the most stable growth rates during the
period 1995-2001, together with Casablanca and Safi2. For the period 2002-2008, traffics
have more fluctuated in the whole port system probably due to the country’s liberal policy
towards openness.
On the level of the Mediterranean basin, higher traffic growth among top container ports is
observed at Eastern locations. Marsaxlokk, Malta’s transhipment hub port has the highest
growth rate among West Mediterranean ports. Recent studies of Maghreb-related liner
shipping networks could have highlighted the very strong role of this hub for servicing
several Maghreb ports by feeder links, together with Algeciras (Ducruet, 2009). However,
the limitations faced by those hubs in terms of operational costs and congestion have
offered new opportunities for smaller ports to develop transit functions and compete in
this rapidly evolving market. While Algeria and Tunisia are now engaged in building their
own hubs of Djen Djen and Enfidha respectively, those projects seem to remain too much
port-centric without offering a wide diversity of accompanying services (e.g. logistics,
intermodal facilities) such as in Tangier. Another limiting factor for these projects is the
governance: Morocco has run a port reform3 decentralising decision-making towards port
authorities and opened the door to European global players such as CMA-CGM, MSC, and
Maersk Line, while Djen Djen and Enfidha are still heavily controlled by central
governments and benefit from the nowadays weakened Dubai Ports World (DPW).
1 Port traffic statistics for Tangier were available only from 1995.
2 Lemarchand and Joly (2009) have notably demonstrated the inverse relationship between average traffic
size and standard deviation of growth rates on a given period and for a given set of ports, in their study of
regional integration and maritime ranges.
3 The port reform (law 15-02) excludes of its field of application the port of Tangier Med (article 32), so that
the reform does not apply to the port situated within the special development zone of Tangier Med, which was
created by the law bill no. 2-02-644 (10th September 2002). Moreover this bill exempts this zone from any tax
(articles 12 and 13).
(P_notes de bas de page, Cambria 9pt, alignement sx)
32. 6
Figure 3. Traffic dynamics on various levels (source: Port of Hamburg website; Port Authorities)
The Tangier Med project
Tangier Med is a deep-sea port whose construction has started in 2004 and which started
its operations in July 2007. Situated 40 kilometres East of Tangier city it also locates near
the Spanish enclave of Ceuta. Its traffic is destined for 85% to transhipment and for 15%
33. 7
to domestic demand (import-export). One of the goals of the project is to strengthen the
regional economy while countering illicit trade activities as it has been the case so far with
the position of gateway to Europe (Planel, 2009). The articulation between the local and
the global economy would foster economic development and job creation as a means
relieving the region from “misery, drug traffic, slums of Beni Makada and the pateras
which led thousands of young people to death” (Troin, 2006).
Figure 4. Overall land use of Tangier Med project (source: adapted from Port Authority)
This port is able to welcome latest generation container vessels, with a water depth of 16
meters, a total quay length of 1600 metres, and a capacity of about three million TEUs
(Figure 4). The first development phase (Port 1 in the figure) costs one billion euros, while
the second phase (Port 2) should be operational in 2012 with a capacity of five million
TEUs, reaching a total of eight million TEUs capacity on a yearly basis. Between the two
terminals of Tangier I and Tangier II is located the passenger port that is planned to start
its operations in July 2010, focusing on seven million passengers and two million vehicles
a year. Its location allows reducing the crossing to and from Algeciras to one hour only,
while the ships should realise five rotations a day instead of only three when connecting
Tangier city. The first links of the passenger port are planned to connect firstly Algeciras,
and to reach by ferry several other destinations such as Sete, Barcelona and Genoa from
October.
Through the concessions of several global shipping lines as mentioned earlier, traffic has
grown steady already in 2010 with a total of one million TEUs reached by June. As early as
its conception, the project has been considered not only as new port infrastructure but
also as an integrated project going beyond the sole cargo handling and hub functions.
Plans claim that the project should create about 120,000 new jobs in the region of which
about 20,000 for the port itself and the rest in the free-trade zones, counting on the
project’s attractiveness towards multinational firms for shorter transit time and low cost
workforce.
Tangier Med and territorial development
Free-zones and the new city
(P_ sous-titre paragraphe, Cambria italique 13pt,
alignement sx)
(P_ sous-titre 2 paragraphe, Cambria13pt, alignement sx)
34. 8
Territorial development has been defined by the authorities as a process directly derived
from the creation of large free-trade zones around port areas, as seen in several other new
generation port cities such as Incheon in South Korea, largely relying on foreign capital for
its development (Ducruet, 2007). These commercial and industrial zones are
complemented by additional hinterland connections and the creation of a new city (Figure
5). The logistics-free zone besides the new port covers about 100 hectares and includes
activities such as logistics, post-manufacturing (assembly, packaging), and distribution
(warehousing and bundling-unbundling). One of the two industrial zones is located in the
rural local authority of Melloussa, in the heart of the peninsula, 20 kilometres south of the
port. The second industrial zone located 10 kilometres from Tangier is dedicated to
Renault factory, which should become operational by 2012, with a production of about
170,000 to 400,000 vehicles a year. This project shall generate 4,000 jobs directly and
other indirect activities through subcontracting, for an expected total of 24,000 jobs. The
position of Tangier with regard to other South European industrial basins constituting
around 30 assembly units within a radius of 72 hours, shall also become advantageous for
Tangier project itself in terms of potential shifts and further subcontracting. An important
aspect of the project is the partnership between Renault and Veolia supporting a green
policy; the industrial project will optimise energy consumption, the use of renewable
energies, hoping to suppress carbon emissions, chemical spills, and recycling all industrial
waste products. Finally, the free-trade zone is planned to locate in Fnideq (Tetouan
province) for welcoming 20 hectares of office space and 500 companies.
Figure 5. Hinterland structure of Tangier Med (source: TMSA, Port Tangier Med)
TMSA, Port Tanger Med
This last example of Fnideq is revelatory of the fact that this peninsula has always been, to
some extent, a free-trade area. The urban area of Fnideq located near the Sebta region is a
true emporium through which contraband goods transit from Spain. It is also where
Moroccan fresh products transit before reaching Sebta. Fnideq remains a largely
unplanned city functioning as commercial entrepôt connecting an important share of the
entire province’s distribution network. Before current policies made it official, Fnideq was
virtually and already a fast-growing free-trade city, expanding from 3,500 inhabitants in
1963 to 13,613 (1982) and 34,486 (1994). In such respect, the Tangier Med project only
prolongs established dynamics. It is even not very clear what will be the relation between
existing free-trade and the zone under construction. The importance of Fnideq is such that
one may even argue that the new free-zones will depend on its consent to prosper. Some
local entrepreneurs may not like to see new entrants in the zones nearby competing with
their commerce. Finally, the new city of Charafate has been conceived for answering
35. 9
directly the congestion problems of Tangier city4 and anticipating the housing demand to
be generated by the rapid influx of labour and their relatives. So as to preserve coastal
amenity, the new city will be built inland between Tangier and Tetouan; it is planned to
spread over 1,300 hectares and to host more than 150,000 inhabitants with a potential of
30,000 housing units.
More recently, four new special zones have been announced for the next years in the
Straits region as well as the extension of Tangier Med zone itself, totalling 925 hectares of
land area and 1.2 billion dirhams over three years. Among the planned zones whoe
development starts in 2010 are Tetouanshore and the industrial free zone of Charafate+.
The latter’s site is located nearby the Renault Tangier Med zone, will cover 300 hectares,
and will specialise in the automobile sector (parts, logistics operations, subcontracting,
related services). The first phase covering 60 hectares shall be realised in late 2012. In
2011 will start the construction of the Souq Lakdim industrial zone (150 hectares), located
15km from Tetouan and specialised in industrial and logistics activities, as well as the
extension of Tangier Free Zone (100 hectares additionally). Finally, in 2012 will start the
bulding of Fnideq commercial zone over an area of 140 hectares welcoming wholesale and
retail activities.
Integration of logistical aspects
The new port complex is linked to the rest of the peninsula by means of communications
networks including highways (61 kilometres connecting the Northern highway Rabat-
Tangier; 35 kilometres connecting with Asilah), expressways (transforming local roads
connecting Tetouan; a new infrastructure connecting Fnideq), and a new railway line (45
kilometres). Such developments imply that on a national level, the port of Casablanca
should not be anymore the main port for the country. As history rewrites itself, Tangier
Med marks a turn in Morocco’s coastal restructuring (Chouiki, 2009). The natural
hinterland of Tangier will continue to be local in scope, but for other traffics originating fro
Asia for instance. It may be the case that traffics with Europe and North Atlantic in general
will remain bound to Casablanca due to the resistance of Moroccan shippers and freight
forwarders for whom direct calls at this port are important.
Yet, contrary to such expectations, the most likely scenario nationally is the increasing role
of Tangier as domestic hub for other Moroccan ports. Indeed, the maritime transport cost
for one TEU between Tangier and Casablanca is about 400 dirhams (using 600 TEU feeder
vessels) and reaches 4,000 dirhams using road or rail transport inland, notwithstanding
negative environmental externalities in the case of trucking. Thus, there should not be
high competition between the two ports: Casablanca may continue to be the main load
centre of the country concentrating about 80% of container traffic, while Tangier would
become a distribution centre transhipping Casablanca’s containers among others.
The reconversion of Tangier port city
The port of Tangier city is about to be reconverted into a marina. In such respect, the
project plans the extension of existing port infrastructure (quays) in order to be able to
welcome large cruise ships of 200 metres long (see Figure 6). The insertion of Tangier city
in cruise services shall increase local benefits (taxes and visitors), the city’s image and
employments. An international contest has been launched and the project is currently
under study. It plans a large public space in the continuity of the jetty with the
4 About 60% of immigrant flows are coming from outside the province, accentuating the pressure and
fostering the demand for additional housing and services.
36. 10
recuperation of 30 hectares, and the support of traditional fishing activities that are
closely related to the identity of the port city.
Figure 6. Planned reconversion of Tangier port city (source: Port Authority)
This project is part of a wider national policy favouring cruise tourism, profiting from the
high growth of this sector in European markets. Indeed, the country is a privileged
destination for European tourists: it is the first destination among North African countries
in terms of tourism attractiveness. Nevertheless, competition is fierce, notably from
neighbouring ports such as the Canary Islands and Andalousia. In the end, Tangier city
wishes to value its historical role as first destination city in the 1960s, since its position is
nowadays only fourth after Marrakech, Agadir and Casablanca. Several other factors have
contributed to this state of affairs, such as the limited domestic and international flight
connections, the high pollution of the bay of Tangier, and the downgrading of the city’s
hotel sector.
Conclusion
The Tangier Med project has been planned for responding to global demand
(transhipment hub functions) but this does exclude local dynamics of economic growth
and employment creation, while paving the way towards a better regional balance within
the country as a whole. Three main directions define the project: competitiveness,
territorial balance, and local development. Such directions are not entirely new in the
region; one may recall earlier “waves” of development such as across Southern Europe in
the 1970s where several port sites became the focus of ambitious port-related industrial
developments based on the concept of growth pole (heavy industries) and largely inspired
from Northern counterparts (e.g. Benelux). Many of these projects did not reach their
goals in a context of global oil crisis and global shift, but almost all of them have again been
the focus of container hub developments in the 1990s (e.g. Gioia Tauro, Tarento, Sines,
Algeciras, Fos, etc.). Other examples, of course, include the Asian free-zone models, which
encountered very diverse outcomes and are still evolving nowadays. Whether the new
generation of port cities to which Tangier seem to belong will be truly successful remains
to be seen. Externally, it responds rather successfully to regional competition from other
37. 11
hubs, in a Euro-Mediterranean context where other Maghreb hub port projects do not
seem to have comparable status and diversity to offer. Internally, its socio-economic
impact is so far relatively important, measured by actual job creation and the current
diversification of the local and regional economy, in an area traditionally marked by low
productivity agriculture and social exclusion. Despite the extravert character of such
projects, job creation at port areas and free-zones and by tourism activities is likely to
reduce poverty rate of rural populations in a medium-term perspective.
Les tableaux et les illustrations doivent de préférence être insérés dans leurs sections
respectives.
Pour créer des tableaux dans Word suivre, autant que possible, l'exemple ci-dessous.
Tables 1. Titre (Source: …………….)
Données de
référence
Données au 9/5 Données au 27/7
Diffusion
(%)
intensité
(%)
Diffusion
(%)
intensité
(%)
Étude n. 1 0-100 29,3 0,9 45,3 40
Étude n. 2 0-50 4,9 13 31,9 27,7
Étude n. 3 0-30 12,7 2,7 22,7 0,8
Pour les notes des tableaux utiliser le style "P_tables"
Pour les illustrations, il est également possible d’insérer des graphiques (réalisés, si
possible, sur Excel), des photographies et des dessins.
Figure 1. Titre (Source ou Copyright: ………………..)
GRAPHIQUE OU DESSIN
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40. (Titolo e abstract in Inglese)
Maghreb port cities
in transition:
the case of Tangier
César Ducruet1, Fatima Zohra Mohamed-Chérif2,
Najib Cherfaoui3
1 Centre National de la Recherche Scientifique (CNRS) –
UMR 8504 Géographie-Cités – University of Paris-I
Sorbonne, 13 rue du Four, F-75006 – Paris
2 Ecole Nationale Supérieure Maritime, Bou Ismail, Algeria
3 Ponts et Chaussées, Casablanca, Morocco
ducruet@parisgeo.cnrs.fr, medcherif.fz@gmail.com,
cherfaoui122005@yahoo.fr
The port of Tangier is about to become one of the most dynamic ports across
the Euro-Mediterranean area. The valuing of exceptional locational qualities
as maritime crossroads between international shipping routes occurs in a
context of exacerbated rivalries among Mediterranean transhipment hubs.
Locally and regionally, it is made possible through the physical separation
between the port city of Tangier and the new multifunctional site of Tangier
Med, located 30 km eastwards. This paper recalls briefly the main historical
steps of Tangier’s development since its origins. Then, it reviews its recent
evolution on three different geographic levels: the one of maritime flows and
international port competition, the one of regional integration of Tangier in
the Moroccan and Maghreb transport systems, and the local issues of port-
city redevelopment both within the traditional city and at the new site of
Tangier Med. Some concluding remarks aim at linking together these three
levels of analysis in terms of the possible futures of this ambitious project.
(Max. 1.000 caratteri, spazi inclusi)
Keywords
Hub port; Maghreb; Morocco; Mediterranean;
port city; redevelopment (Max. 6 parole)
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