Port economics

Bibliographic data

Monograph

Identifikator:: 173564191X

URN:: urn:nbn:de:zbw-retromon-111718

Document type:: Monograph

Author:: Cunningham, Brysson http://d-nb.info/gnd/1055472266

Title:: Port economics

Place of publication:: London [usw.]

Publisher:: Pitman

Year of publication:: 1926

Scope:: IX, 134 S

Digitisation:: 2020

Collection:: Economics Books

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Document type:: Monograph

Structure type:: Chapter

Title:: Chapter I. Ports and harbours

Collection:: Economics Books

4 PORT ECONOMICS has no hinterland : no great population like London or New York; no great trading and manufacturing districts like Antwerp and Rotterdam; nothing to induce and develop goods traffic. In fact, its very position at the extremity of a narrow peninsula reduces its capacity for development in this respect, since there is so small a pro- portion of land area to water area in the immediate neighbourhood of the port. This is an aspect of the influence of a hinterland which deserves notice. Other things being equal, the greater the land area in the vicinity of a port, the greater the possibilities of trade, since it implies greater scope for the establishment of conditions which foster trade. A circle of 50 miles radius described round London as centre, embraces an overwhelming preponderance of land to water: it is nearly all land—actual and potential sites for habita- tions, manufactures and industries. Similar circles drawn round Durban and Madras enclose roughly half land and half water—the scope for habitable and industrial areas is materially reduced. Round Cherbourg, the preponder- ance of water area is indubitable—there is relatively very little land area. It is a significant fact that the great commercial ports of the world are not located at the extremities of narrow peninsulas. But the argument must not be pressed too far. Vast tracts of land which are sparsely populated and unpro- ductive cannot be compared in importance with much smaller areas which are districts of intensive industry and dense population. There is a much larger proportion of land area round Limerick than there is round Belfast, but the relative importance of the two ports is emphatically in the inverse order. Yet despite this and other modifying conditions, the general trend of the dictum is true; the importance of a port depends upon the extent of its hinterland. In concluding these remarks on the hinterland of ports, it should be pointed out that hinterlands may overlap 1;

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