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"This expanded and revised fifth edition provides a comprehensive and accessible introduction to the field with a broad overview of its concepts, methods and areas of application. It provides an overview of the spatial aspects of transportation and focuses on how the mobility of passengers and freight is linked with geography. This volume is an essential resource for undergraduates studying transport geography, as well as those interested in economic and urban geography, transport planning and engineering. A companion web site, which contains photographs, maps, figures and PowerPoint presentations, can be found here: https://transportgeography.org/"--

This is an authoritative survey of contemporary transportation systems in light of economic, social, technical and environmental challenges. Incorporating an extensive range of approaches, the work provides a cohesive and extensive overview of the discipline

L'ouvrage trace d'abord les grands fondements de l'espace économique mondial, du Moyen Âge au post-fordisme. L'auteur définit les différents espaces de libre-échange et les principaux espaces économiques et établit les multiples principes qui les régissent et les moyens mis en ouvre par ce phénomène de mondialisation. Il entend aussi mettre en lumière les limites de ce processus mondial

Intermodal shipping containers, standardized and capable of being carried on trucks, trains, barges, or ships, have transformed the global economy since they were introduced in 1959. By allowing previously separated segments of regional and global transport systems to interact, they have vastly expanded global trade and facilitated supply chains that stretch around the world. But vulnerabilities in the system became apparent during the COVID-19 pandemic. Problems at key bottlenecks in the system, compounded by an unexpected six-day shutdown of the vital Suez Canal, precipitated global disruptions leading to shortages of goods and soaring prices around the world. As the global shipping industry recovers, it will have an opportunity to transition toward a system that is more resilient.

The corridor concept aims at reducing the costs, duplication, and delays associated with the construction of transportation and ancillary infrastructure. These include diversification of export markets, supporting indigenous and northern development, expanding interregional and international trade, enhancing northern security and relieving bottlenecks and constraints to the existing transportation infrastructure grid.
In support of the Canadian Northern Corridor research agenda, the purpose of this study is to compile a review and evaluation of the constraints impairing the Canadian transport infrastructure grid. It identifies and evaluates the existing and expected bottlenecks and constraints in terminals (ports and airports), connectors (road, rail, and pipelines), and ancillary infrastructure (power transmission and telecommunications). It also outlines the opportunities and constraints for infrastructure development in a potential corridor.

ABSTRACT  The growing interest in the relationships between transportation and globalization has spurred many inquires in the nature of production, consumption and distribution, especially within transport geography. It is widely acknowledged that improvements in transport and distribution have contributed to significant changes in the geographies of production (and vice versa). In a context of intense global competition and diminishing profit margins, logistics and the formation of global production networks offer additional opportunities to improve the efficiency of production through distribution strategies. The spatial and functional fragmentation of manufacturing and attempts at reducing inventories have led to smaller, more frequent and synchronized shipments, transforming the logistics industry, but placing intense pressures on transport systems to support these flows. The benefits derived from global production networks thus cannot be achieved without improvements in logistics and supply chain management. This article seeks to assess the conditions driving the global forms of production, distribution, and transport mainly by looking at the levels of geographical and functional integration of global production networks in view of the high level of fragmentation observed within them. However, there are still many uncertainties and delays in distribution, which can only be compensated by a better organization of freight distribution systems supporting global production networks.

One of the core concepts in transport and economic geography states that transportation is a derived demand, both for passengers and for freight transport alike. This assumption is reflected in the conventional literature which underlines that transport exists because it is the expression of a spatially differentiated function of supply and demand, and is thus considered to be 'derived' from other activities. However, recent developments in logistics and supply-chain management underline a paradigm shift in the consideration of freight transport as a derived demand. In many sectors of activity, the functions of production, consumption, and transportation have become embedded to the point that it is difficult to tell them apart. The author investigates the extent to which the concept of derived transport demand is being challenged by supply-chain management strategies. To overcome some of the inadequacies of the conventional perspective, it is suggested that several segments of freight-related activities should be considered as part of an integrated transport demand. Although operationally derived demand still applies to freight distribution, strategically—at the level of global commodity chains—integrated demand appears to be the emerging paradigm that is worth investigating further.

This paper provides evidence of the cyclic behavior of containerization through an analysis of the phases of a Kondratieff wave (K-wave) of global container ports development. The container, like any technical innovation, has a functional (within transport chains) and geographical diffusion potential where a phase of maturity is eventually reached. Evidence from the global container port system suggests five main successive waves of containerization with a shift of the momentum from advanced economies to developing economies, but also within specific regions. These waves are illustrative of major macroeconomic, technological and sometimes political shifts within the global economy. They do not explain the causes, but simply the consequences in the distribution in container traffic and growth (or decline). Yet, they provide strong evidence that containerization has a cyclic behavior and that inflection points are eventually reached, marking the end of the diffusion of containerization in a specific port or port range. Future expectations about the growth of containerization thus need to be assessed within an economic cycle perspective instead of the rather linear perspectives.

This paper provides evidence of the cyclic behavior of containerization through an analysis of the phases of a Kondratieff wave (K-wave) of global container ports development. The container, like any technical innovation, has a functional (within transport chains) and geographical diffusion potential where a phase of maturity is eventually reached. Evidence from the global container port system suggests five main successive waves of containerization with a shift of the momentum from advanced economies to developing economies, but also within specific regions. These waves are illustrative of major macroeconomic, technological and sometimes political shifts within the global economy. They do not explain the causes, but simply the consequences in the distribution in container traffic and growth (or decline). Yet, they provide strong evidence that containerization has a cyclic behavior and that inflection points are eventually reached, marking the end of the diffusion of containerization in a specific port or port range. Future expectations about the growth of containerization thus need to be assessed within an economic cycle perspective instead of the rather linear perspectives.

This paper provides evidence of the cyclic behavior of containerization through an analysis of long, medium and short waves of container ports. The container, like any technical innovation, has a market and diffusion potential where a phase of maturity is eventually reached. Evidence from the global container port system suggests five successive major long waves of containerization with a shift of the momentum from advanced economies to developing economies, but also within developed and developing economies. While long, medium and short wave patterns have been clearly identified within the global container port system, these waves are simply illustrative of major macroeconomic, technological and sometimes political shifts within the global economy. They do not explain the causes, but simply the consequences in the distribution in traffic and growth (or decline). Yet, they provide strong evidence that containerization has a cyclic behavior illustrative of economic processes and that inflection points are eventually reached, marking the end of the diffusion of containerization in a specific port or port range. Future expectations about the growth of containerization thus need to be assessed within an economic cycle perspective instead of the rather linear perspectives in which containerization is generally considered.

This paper provides evidence of the cyclic behavior of containerization through an analysis of long, medium and short waves of container ports. The container, like any technical innovation, has a market and diffusion potential where a phase of maturity is eventually reached. Evidence from the global container port system suggests five successive major long waves of containerization with a shift of the momentum from advanced economies to developing economies, but also within developed and developing economies. While long, medium and short wave patterns have been clearly identified within the global container port system, these waves are simply illustrative of major macroeconomic, technological and sometimes political shifts within the global economy. They do not explain the causes, but simply the consequences in the distribution in traffic and growth (or decline). Yet, they provide strong evidence that containerization has a cyclic behavior illustrative of economic processes and that inflection points are eventually reached, marking the end of the diffusion of containerization in a specific port or port range. Future expectations about the growth of containerization thus need to be assessed within an economic cycle perspective instead of the rather linear perspectives in which containerization is generally considered.

Paper submitted to Journal of Transport Geography, under review ; This paper provides evidence of the cyclic behavior of containerization through an analysis of long, medium and short waves of container ports. The container, like any technical innovation, has a market and diffusion potential where a phase of maturity is eventually reached. Evidence from the global container port system suggests five successive major long waves of containerization with a shift of the momentum from advanced economies to developing economies, but also within developed and developing economies. While long, medium and short wave patterns have been clearly identified within the global container port system, these waves are simply illustrative of major macroeconomic, technological and sometimes political shifts within the global economy. They do not explain the causes, but simply the consequences in the distribution in traffic and growth (or decline). Yet, they provide strong evidence that containerization has a cyclic behavior illustrative of economic processes and that inflection points are eventually reached, marking the end of the diffusion of containerization in a specific port or port range. Future expectations about the growth of containerization thus need to be assessed within an economic cycle perspective instead of the rather linear perspectives in which containerization is generally considered.