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Topic 2 – Transportation and the Spatial Structure. Historical Geography of Transportation Transport and Spatial Organization Transport and Location Future Transportation. B – Transport and Spatial Organization. 1. Global Spatial Organization 2. Regional Spatial Organization
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Topic 2 – Transportation and the Spatial Structure Historical Geography of Transportation Transport and Spatial Organization Transport and Location Future Transportation
B – Transport and Spatial Organization 1. Global Spatial Organization 2. Regional Spatial Organization 3. Local Spatial Organization
1. Global Spatial Organization • Reciprocity • Transportation shapes space and space shapes transportation. • Reciprocity in location: • Composed of nodes, links and flows. • Streets: Shaping urban organization in terms of locations and relations. • Maritime shipping networks: Reflect the spatial organization of the global economy. • Reciprocity in mobility: • Activities are dependent on transportation at one level or another. • Based on a level of mobility. • Retail activity: conditioned by local accessibility • Large manufacturing plant: accessibility to global freight distribution for its inputs as well as its outputs.
1. Global Spatial Organization • Impacts • Economic specialization and productivity, through international trade. • Expanding markets and development opportunities, but not uniformly. • Inequalities of the global economy are reflected in its spatial organization and transport systems. • Growth in spatial flows (trade) and increased interdependencies: • Telecommunications, maritime transport and air transport. • Scale of service.
Transport Gateways and Hubs Intermodal Transmodal Gateway Hub Accessibility to a large system of circulation of freight and passengers. Favorable physical location. Transport infrastructures. Origin, a destination and a point of transit. Commands the entrance to and the exit from its catchment area. Central point. Collection, sorting, transshipment and distribution of goods for a particular area. Used in air transport for passengers as well as for freight. Collection and distribution through a single point such as the “Hub and Spoke” concept.
Major North American Gateways, 2007 8.5% 13.5% 17.4%
2. Regional Spatial Organization • Urban systems • Interdependent set of cities. • Mainly based on a series of market areas. • Specialized industries: • Mainly manufacturing and mining. • Group into agglomerations according to location factors such a raw materials, labor, markets, etc • Export oriented industries; provide for basic growth. • Services: • Administration, finance, retail, wholesale and other similar services. • Tend to agglomerate in a system of central places (cities). • Optimal accessibility to labor or potential customers. • Transport nodes and links: • Service major centers of economic activity.
Main North American Trade Corridors and Metropolitan Freight Centers
3. Local Spatial Organization • Urban transportation • Urbanization and transport are interrelated concepts. • Employment zones: • Passengers and freight movements. • Dissociation between the workplace and the residence. • Increase in number and length of commuting trips. • Before suburbanization, public transit was wholly responsible for commuting. • The automobile now supports the majority of these trips. • Attraction zones: • Areas to which a majority of the population travels. • Shopping, professional services, education and leisure.
C – Transport and Location 1. The Importance of Transport in Location 2. Location Factors
1. The Importance of Transport in Location • Location • Outcome of a constrained choice (several factors). • Explain the locational logic of economic activities: • Market, institutional and behavioral considerations. • Explicit or implicit role attributed to transport. • Ports and airports • Convergence of related activities around terminals. • Roads and railroads • Structuring and convergence effect (according to accessibility). • Telecommunications • No specific local influence, but the quality of regional and national telecommunication systems tends to ease transactions.
1. The Importance of Transport in Location PLANNING What to produce or sell? INPUTS How? In what quantity? MARKETS Where? SPACE
Locational Changes Production Employment X 3 1 Intensification Concentration Space Rationalization andrelocation Specialization 2 4 X X Product A Product B Product C Product D X X X Closing
Basic Location Factors AccessibilityLabor, materials, energy, markets, suppliers / customers SiteLand, utilities, visibility, transportation (local access), amenities Location Micro Meso Socioeconomic Environment Capital, subsidies, regulations, taxation, technology Macro
E – Future Transportation 1. Past Trends and Uncertain Future 2. Technological Trends 3. Economic and Regulatory Trends
1. Past Trends and Uncertain Future • Revolutionary changes • Completely new technology. • Create new markets and growth opportunities. • Often marks the obsolescence of an existing technology. • Can paradigm shifts be predicted? • Incremental changes • Improvement of existing technology and operations. • Leads to increases in productivity: • More capacity. • Lower costs. • Better performance. • Possible to extrapolate.
Flying Car (Spinner) in Science Fiction (Blade Runner, 1982)
Major Technological Improvements in Transportation, Second Half of the 20th Century
1. Past Trends and Uncertain Future • Cyclic character of transport innovations • Innovations lead to a wave of development. • A cycles starts with a revolution and evolves incrementally. • Introduction: • Private entrepreneurs and innovators. • Growth: • Fast adoption; Often involves a “paradigm shift” event. • Maturity: • Maximal spatial coverage. • Government involvement (investment, regulations, etc.) • Rationalization/obsolescence: • Diminishing returns (Segment or system-wide). • Possibility of nationalization. • A mix of regulations (protect public interests) and deregulations (increase productivity).
Growth of the US Transport System, 19th – 21st Century 4% Canals Paradigm shift 1825 Peak year 1836 3% Rail 2% Roads Air 1869 1969 1913 Maglev 1825 1836 1891 1946 2001 1% Δt= 55 years Δt= 65 years Δt= 70 years Δt= 30 years 0% 1800 1850 1900 1950 2000 2050
Development of Operational Speed for Major Transport Modes, 1750-2000 (km per hour) 1000 Jet Plane Road Rail 750 Maritime Air 500 TGV Propeller Plane 250 Automobile 100 Rail Stage Coach 50 Liner Containership Clipper Ship 1800 1850 1900 1950 2000
2. Technological Trends • Promising technologies • Automated transport systems: • Complete or partial automation of the vehicle, transshipment and control. • Improvement of existing modes (Automated highway systems). • Creation of new modes and new transshipment systems (Public transit and freight transportation). • Alternative modes: • Replace or complement existing modes. • Maglev: • Magnetic levitation (no friction with its support and no moving parts). • Operational speeds of 500 km per hour.
2. Technological Trends • Alternative fuels: • Hybrid: • Internal combustion engine and electric motor. • Breaking is used to recharge a battery. • Diesel has a high potential; can be made from coal or organic fuels. • A transitional technology to cope with higher energy prices. • Biofuels: • Additive (and possibly a supplement) to petroleum. • Impacts on food production must be carefully assessed. • Fuel cells: • Electric generator using the catalytic conversion of hydrogen and oxygen. • Applicable only to light vehicles, notably cars, or to small power systems. • Low environmental impact alternative to generate energy. • Fuel cell cars are expected to reach mass production by 2015?.
3. Economic and Regulatory Trends • Market versus planning • Provide increased flexibility and adaptability for transportation. • Cannot be planned; Governments: • Poor managers. • Slow to understand technological changes (inertia). • Regulations and preferences to specific modes or to specific technologies. • Misallocation of capital in “pork barrel” projects. • If the new mode / technology competes with a nationalized transport system, then the government will intervene to prevent its emergence. • Future transport systems will be the outcome of private initiatives. • The market will always try to find and adopt the most efficient form of transportation available.
