Transport Systems: The Geography of

Chapter 2
THE GEOGRAPHY OF
Transportation
TRANSPORT
and the Spatial
SYSTEMS
THIRD EDITION
Structure
CONCEPTS
Copyright 1998-2013, Jean-Paul Rodrigue, Dept. of

Global Studies & Geography, Hofstra University,
Hempstead, NY, 11549 USA.
Jean-Paul.Rodrigue@hofstra.edu
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Copyright 1998-2013, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
THE GEOGRAPHY OF
TRANSPORT Historical Geography of

SYSTEMS Transportation
THIRD EDITION
Concept 1
The Genesis of Globalization
Antiquity Modern Age Post-Modern

Time Since the beginning Nineteenth century After World War II
Frame of history
System Imperialism / Imperialism / Capitalism /
Mercantilism Capitalism Corporatism
Basis Exploration, war Mass production Trade
(expansion) and and consumption liberalization
trade
Accelerati Age of exploration Industrial revolution Fall of the Soviet
on of colonialism (15- Union
16th century)
Form Empires Nation-States Economic blocs
Long Trails and sailships Mechanized Air transport,
distance (steamship and rail) containerization
mobility and
telecommunicatio
ns
Transport Revolutions in Human History
Era Date Mobility

Paleolithic c. 700,000 years ago First migrations from Africa
c. 35,000 years ago First migrations by sea to Australasia
c. 18,000 years ago First migrations to the Americas
Agrarian c. 4,000 BC Animal-powered transport
c. 3,500 BC Wheeled transport
c. 1,500 BC Long distance navigation in Polynesia
c. 1,000 BC Roads and canals
Modern From 15th century Improvements in shipbuilding and navigation
From early 19th century Railways and steamships
From late 19th century Internal combustion engines
From early 20th century Air travel
From mid 20th century Space travel
Roman Empire, c125AD
The Silk Road and Arab Sea Routes (8th to 14th
Centuries)
Grand Canal System
Beijing
Tonghui Canal
(Yuan)
Yongji Canal
(Sui and Yuan)
Yellow Sea
Old course of
Jiao-Lai Canal
the Yellow River
(Yuan)
(Song)
Yongji Canal Jizhou Canal

(Sui) (Yuan)
Jizhou
Tongji Canal (Sui) East China
LuoyangKaifeng Sea
Huaiyin
Bian Canal
(Song) Chuzhou
Yangzhou Canal
(Song and Yuan)
Yangzhou
Jiangnan Canal Suzhou

(Sui, Song and Yuan)
400 km
Hangzhou
Early European Maritime Expeditions, 1492-1522
The Eastern and Western Maritime Routes to Asia
Spanish and Portuguese Empires (1581-1640)
Density of Ship Log Entries, 1750-1810
Dutch East India Company, Trade Network, 17th Century
Imports from the Dutch East India Company at
Amsterdam, 17th and 18th Centuries
50
45
40
35
30
25
20
15
10
0
1640 1660 1680 1700 1720 1740 1760 1780 1800
Textiles Spices Pepper Tea and Coffee Sugar
Copyright 1998-2013, Dr. Jean-Paul Rodrigue, Dept. of Global Studies & Geography, Hofstra University. For personal or classroom use ONLY. This material (including graphics) is not public domain and
cannot be published, in whole or in part, in ANY form (printed or electronic) and on any media without consent. This includes conference presentations. Permission MUST be requested prior to use.
Colonial Trade Pattern, North Atlantic, 18th Century
North American Coastal Trade System, 18th Century
Major Technological Innovations of the Industrial
Revolution
Power Textiles Metallurgy Transportation
Generation
Thermal energy Mechanization of Mass production of Modern transport
used for spinning and steel (shipbuilding, and
mechanical energy weaving rails, construction telecommunication
and machines) systems
First water pump Flying shuttle Coke instead of Railroads (1825).
(1712) in mines. (1733) doubled coal for iron Telegraph (1834).
Watt (1769); weaving production (1709). Steamship (1838).
significant productivity. Bessemer process Telephone (1876).
improvements. Spinning jenny (1855).
Steam locomotive (1765).
(1824). Water frame
Electric generator (1768); hydraulic
(1831). power.
Steam turbine Spinning Mule
(1884). (1779); steam
power.
Sewing machine
(1846).
Inland Travel Time from New York, 1800 1830 (in Days)
American Rail Network, 1861
Turnpikes in Great Britain, Late 18th and Early
19th Century
35,000
30,000
25,000
Km
20,000
15,000
10,000
5,000
0
1650 1700 1750 1800 1850
Major Canals Built
540-1320 Grand Canal Beijing Hangzhou (2,500 km)

11th Century Naviglio Grande Milan Adriatic (30 km)
1390-97 Stecknitz Canal Elbe Trave (11 km)
1604-42 Briare Canal Seine Loire (58 km)
1667-81 Canal du Midi Garonne Mediterranean (279 km)
1732 Ladoga canal St. Petersburg Volga (110 km)
1759-61 Bridgewater Canal Worsley Manchester (16 km)
1784-1833 Rhine-Rhone canal Strasburg-Mulhouse-Burgundy (319 km)
1810-24 North Sea canal Amsterdam North Sea (20 km)
1817-25 Erie canal Buffalo Albany (544 km)
1836-45 Ludwigskanal Main Danube (172 km)
1838-54 Rhine Marne canal Saverne gap (314 km)
1859-69 Suez canal Mediterranean Red Sea (112 km)
1894 Manchester Ship Canal Manchester Liverpool (64 km)
1887-95 Kiel canal Baltic Sea North Sea (99 km)
1906-14 Panama canal Atlantic Ocean Pacific Ocean (80 km)
1905-38 Mittellandkanal Rhine Elbe (320 km)
Major Canals Built in the 19th Century, American
Northeast
Impacts of Maurys Navigation Charts on Sailing
Time, 1850s
180
New York - San Francisco
133
126
Australia - England
63
124
England - Australia
97
55
New York - Rio de Janeiro
23
0 50 100 150 200

Mean Sailing Days (after) Mean Sailing Days (before)
Impacts of Maurys Navigation Charts on Sailing Time,
1850s
Geographical Impacts of the Suez and Panama
Canals
Effects of the Suez and Panama Canals on Travel
Distances
New York - Sydney
Liverpool - San Francisco
9,332
New York - San Francisco 12,000
7,836
London - Singapore 13,522
8,362
11,740
5,262
London - Bombay 13,135
6,374
10,667
0 2,000 4,000 6,000 8,000 10,000 12,000 14,000
via Cape ofNautical

Good HopeMiles via Suez Canal
via Magellan Straits via Panama Canal
Break-Even Distance between Sail and Steam,
1850-1890
18,000
16,000
14,000
12,000
KM
10,000
8,000
6,000
4,000
2,000
0
1850 1855 1860 1865 1870 1875 1880 1885 1890
World Trade Routes, 1912
Cargo Carried by Steamship by Port City, 1890-1925
Liner Transatlantic Crossing Times, 1833 1952 (in days)
18
16
14
12
10
0
1830 1855 1880 1905 1930 1955
Maritime Journey from Britain to Australia, 1788-1960
120
Days
Speed
(Knots)
100
80
60
40
20
0
1788 1852 1862 1883 1888 1909 1931 1960
Length of the British Railway System, 1830-1860
12,000 50%
45%
10,000
40%
35%
8,000
Annual Growth Rate

30%
6,000 25%
Miles
20%
4,000
15%
10%
2,000
5%
0 0%
30 83 2 34 836 838 840 84 2 44 846 848 850 852 854 856 858 860
18 1 18 1 1 1 1 18 1 1 1 1 1 1 1 1
Evolution of the Railway Network (in km), 1850-1913
1,200,000
1,000,000
800,000
600,000
400,000
200,000
0
1850 1870 1900 1913
Europe North America South America Asia Africa
Length of the Worlds Largest Railway Systems, 1913
Italy 17,667
Mexico 25,539
Brazil 26,634
Argentina 33,277
Great Britain 37,786
Austria-Hungary 46,282
Canada 47,237
France 51,283
British East Indies 55,865
European Russia 62,313
Germany 63,849
United States 411,687

0 50,000 100,000150,000200,000250,000300,000350,000400,000450,000
Km
Share of the Population in Agriculture, Early Industrial
Countries, 1820-1910
90
80
70
60
50 1820
1850
40 1870
1910
30
20
10
0
Great Britain France Germany United States
Cost and Production of Ford Vehicles, 1908-1924
$1,000 2,250,000.00
$900 2,000,000.00
$800
1,750,000.00
$700
1,500,000.00
$600
1,250,000.00
$500
1,000,000.00
$400
Cost 750,000.00
$300 Produc
tion
500,000.00
$200
$100 250,000.00
$0 0.00
United States Maritime Commission Cargo Ships, 1938-
1947
Typ Function Period Total Length Beam Deadwe
e construct (feet) (feet) ight
ed tonnage
C-1 Small cargo 1940- 173 418 60 8,075
1945
C-2 General cargo 1938- 173 460 63 8,794
1945
C-3 General cargo 1940- 465 492 70 12,500
1947
C-4 General 1941- 75 523 72 6,100
cargo; Troop 1946
ship
EC-2 Emergency 1941- 2,710 442 57 10,419
cargo; Liberty 1945
ship
VC-2 General 1944- 534 455 62 10,734
cargo; Victory 1946
ship
T-2 Tanker 1940- 536 524 68 16,400
Comparison between a Contemporary and Second World
War Tanker
Modern VLCC (305 m) 1975

T2 Tanker (153 m) 1942
Maritime Economics Freight Index, 1741-2007
600
500
400
300
200
100
Time to Cross the Atlantic (New York London), 1910-
1980
Ship Air
1910 6 days
1925 81 hours (Dirigible)
1940 14 hours (Sea Plane)
1950 3.5 days 11 hours (Propeller Plane)
1960 9 hours (Jet)
8 hours (Jet)
1980 3.5 hours (Supersonic Jet; abandoned
in 2003)
Powered Transatlantic Passenger Modes
Moores Law: Transistors per Microprocessor, 1971-2011
10,000,000,000
1,000,000,000 R = 0.99
100,000,000
10,000,000
1,000,000
100,000
10,000
1,000
1970 1975 1980 1985 1990 1995 2000 2005 2010 2015
Computations per kWh, Selected Computers, 1946-2009
1.0E+16
R = 0.98
1.0E+14
1.0E+12
1.0E+10
1.0E+08
1.0E+06
1.0E+04
1.0E+02
1.0E+00
1940 1950 1960 1970 1980 1990 2000 2010
Diffusion of Personal Computing Devices, 1977-2012
Units Shipped per Year

100,000,000
10,000,000 TRS-80 (1977)

Apple II (1977)
Atari (1979)
1,000,000
Commodore (1982)
PC (1981)
Macintosh (1984)
100,000
Symbian (2001)
Blackberry (2003)
Android (2009)
10,000
iPhone (2007)
iPad (2010)
1,000
100
1975 1980 1985 1990 1995 2000 2005 2010 2015
Diffusion of Telecommunication Services, 1985-2012
7,000,000,000
Cellular Phone
Subscribers
6,000,000,000 Fixed Broadband
Subscriptions
5,000,000,000
4,000,000,000
3,000,000,000
2,000,000,000
1,000,000,000
Typical Hard Drive Capacity, New Computer, 1981-2011
10000000000000
1000000000000
100000000000
10000000000
1000000000
100000000
10000000
1000000
1981 1986 1991 1996 2001 2006 2011
Global Submarine Cable Network
Global Motor Vehicle Production per
Manufacturer, 1998-2009
70,000
60,000
Millions
50,000 DaimlerChrysler
Renault
Fiat
40,000 Nissan
Honda
PSA
Hyundai
30,000
Volkswagen
GM
Toyota
20,000
Ford
Other
10,000
0
1998 2000 2005 2009
Automobile Production, Selected Countries,1950-2012
(in millions)
65
China
60
Germany
55 Japan
United
50 States
World
45
40
35
30
25
20
15
10
0
950 952 954 956 958 960 962 964 966 968 970 972 974 976 978 980 982 984 986 988 990 992 994 996 998 000 002 004 006 008 010 012
1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 2 2 2 2 2 2 2
Some Long Distance Travel Costs
Link Cost in Dollars (Current 2005

Dollars)
Transatlantic steamship (1880s) $35 to $100 ($1,000 to $3,000)
Transcontinental rail (1880s) $100 to $200 ($3,000 to $6,000)
Transcontinental rail (1940s) $70 to $100 ($250 to $350)
Transcontinental air (1940s) $300 ($3,600)
Transcontinental air (1960s) $150 ($1,200)
Transcontinental air (2000s) $600
Evolution of Mobility, United States, 1800-2000
Average ground travel Average Per capita GDP

speed mobility
1800 3 mph 1,500 miles per $1,200
year
1850 4 mph 1,600 miles per $1,900
year
1900 8 mph 2,000 miles per $5,000
year
1950 23 mph 6,900 miles per $12,000
year
2000 34 mph 18,000 miles per $35,000
year
Some Impacts of Early Containerization
Pre-Containerization Post-Containerization
(1965) (1970-71)
Dock labor productivity 1.7 tons per hour 30 tons per hour
Port concentration 11 ports 3 ports
(loading ports servicing
Europe/Australia trade)
Insurance costs 0.24 per ton 0.04 per ton
(Australia / Europe
imports)
Inventory holding costs 2 per ton 1 per ton
(Hamburg/Sydney)
Cumulative Waves of Transport Development
THE GEOGRAPHY OF
TRANSPORT Transport and Spatial

SYSTEMS Organization
THIRD EDITION
Concept 2
Scales of Spatial Organization for Transportation
Global
1) Gateways and hubs
2) Air(airports and ports)
and maritime routes
3) Investment, trade and production
Regional
1) Metropolitan areas
1) Nodes 2) Corridors (rail lines,
2) Links highways, canals)
3) Urban system
3) and hinterland
Relations
Local
1) Employment and
2) commercial activities
Roads and transit systems
3) Commuting and distribution
Core / Periphery Division of the World
Transport Costs and Spatial Inequalities
P
er
ip
h Core
er
y
C B A
High
Inequalities
Globalization
Low
Low Transport Costs High
Forces of Geographical Concentration and Dispersion
Transportation
Pole
/
Centrifugal Centripetal
Clust
er
Immobile factors Market size
(land and natural Labor market
resources) External
Land rent economies
External
diseconomies
(congestion)
Factors of Polarization (under construction)
Network
Load break
Competition
Services
Agglomeration
economies
Poles of the Global Economy
Gateways and Hubs
Intermodal Transmodal
r
r i do
r
Gateway Co Hub
Modal Gateways
Land
Logistics
Border
Manufacturing
Air
Maritime
Global Gateways Index by Gateway Region, 2010
Pearl River Delta

Yangtze River Delta
Strait of Malacca
Rhine/Scheldt Delta
Dubai-Gulf
Seoul-Busan
Tokaido
Southern California
Shandong Peninsula
Taipei-Kaohsiung
Heligoland Bay
Beijing-Tianjin
BosWash Air
Cargo
Fujian Coast
Top 25 Gateways, Global Gateways Index, 2010
Johor Bahru
Tokyo
New York
Bangkok
Hamburg
Antwerp
Kaohsiung
Kuala Lumpur
Tianjin
Rotterdam
Qingdao
Ningbo
Guangzhou
Busan
Los Angeles
Dubai
Shenzhen
Hong Kong
Singapore
Shanghai
0.0% 1.0% 2.0% 3.0% 4.0% 5.0% 6.0%
Containers Air Cargo
Major North American Gateways, 2007
The Three Main Gateways of North America
Gateway Gateways Total Imports /

System share Exports ($
(%) billions) 2007
Southern Port of Los Angeles, Port of 17.4% $329.5 $108.1
California Long Beach, Los Angeles
International Airport, Otay
Mesa (Port of Entry)
New York / JFK International Airport, 13.5% $219.2 $121.3
New Newark Liberty International
Jersey Airport, Port of New York /
New Jersey
Detroit Detroit (Port of Entry), Huron 8.5% $109.6 $104.1
(Port of Entry)
Types of Bottlenecks
Infrastruct Regulator Supply

ure y Chain
Bottleneck Bottleneck Disruption
s s s
Temporar
Chronic Weather Direct Indirect
Climate y
Constructi
Labor
Under- on & Customs Cabotage
Corporate
investmen accidents Security Competiti
strategy
t Demand Inspection on policy
Technology
Physical surge s (quality, Fiscal
restriction Dis- safety) policies
s investmen
t
Global Net Migration (2005-2010)
World Cities, 2012
Criteria to be a World City (Foreign Policy)
Recognition First-name familiarity; a city is recognized without the need for a

political subdivision (e.g. London, UK or Paris, France).
Influence in Washington, Berlin, Brussels are major capitals of influence.
international New York; United Nations.
affairs
Large population Population of at least one million, typically several million.
Transport hub Major port and/or airport facilities. Several highways and/or a
large mass transit network (rapid transit, light rail, regional rail,
ferry, or bus).
Large cultural Several international cultural groups and/or expatriate
communities communities.
International Financial institutions, law firms, corporate headquarters,
institutions international conglomerates, and stock exchanges (influence on
the global economy). Cultural institutions (museums and
universities).
Media and Several powerful and influential media outlets with an
telecommunicati international reach. Advanced communications infrastructure
ons (fiber optics, Wi-Fi networks, cellular phone services).
International An active cultural scene (film festivals, music or theatre scene,
events an orchestra, an opera company, art galleries). Major sport
Copyright 1998-2013, Dr. Jean-Paul Rodrigue, Dept.events
of Global Studies(e.g. Olympics,
& Geography, Hofstra University. ForWorld Cup).
personal or classroom use ONLY. This material (including graphics) is not public domain and cannot be
Criteria to be a World City (AT Kearney)
The economic weight of the city; headquarters of major

multinational corporations, locations of top business services
Business activity firms, the value of capital (stock) markets, the number of
international conferences, and the flow of goods through ports
and airports.
Capacity to attract and train talent; size of foreign-born
population, quality of universities, number of international
Human capital
schools, international student population, and number of
residents with university degrees.
The effectiveness of information flows; accessibility to major TV
Information
news channels, internet presence, number of international news
exchange
bureaus, level of censorship and broadband subscriber rate.
The cultural weight of the city; number of major sporting
events, number of museums, performing-arts venues, culinary
Cultural influence
establishments, number of international travelers and number
of sister-city relationships.
The level of influence on global politics; number of embassies
Political and consulates, major think tanks, international organizations
engagement and local institutions with international reach, and the number
of political conferences.
Delimitation and Variations in Market Areas
x y
3 1 2
3 x x 1 yy 2
3 x x 1 y y 2
The Spatial Setting of Market Areas
Radial Market AreasOptimal Coverage with Radial Market Areas
From Radial into Hexagonal Market Area

Optimal Coverage with
Hexagonal Market Areas
Central Places Theory (k=3)
B B
B B B
A A
B B B
B B Order
A B C
Market area
Market Size / Area Relationships in the Central
Places Theory
P o p u la tio n o f M a r k e t A re a ( m illio n s )
Market Populatio
Area Populat n of
Radius ion of Market
Order (km) Town Area
M (Marktort) 4 1,000 3,500
A (Amtsort) 6.9 2,000 11,000
4,000,000.0 K (Kreisstadt) 12 4,000 35,000

3,500,000.0 B
(Bezirkstadt) 20.7 10,000 100,000
3,000,000.0
2,500,000.0 G (Gaustadt) 36 30,000 350,000
2,000,000.0 P
(Provinzstadt
1,500,000.0 ) 62.1 100,000 1,000,000
1,000,000.0
L (Landstadt) 108 500,000 3,500,000
500,000.0
0.0
0 20 40 60 80 100 120
Market Area Radius (km)
Variations of the Central Places Theory
Marketing Principle Transport Principle Administrative Principle
K=3 K=4 K=7
Central Places and Transport Places
e
Central Places Transport Places
ng
Ra
n
ai
nt
ou
M
er
iv
R
Urban Hierarchy
Christaller
1
ce
mi nan
ng Do W
Stro ea
2 k
Do
m
in
an
ce
3
Pred
1
2 Interdependency
y
tarit
n
me
3 mple
Co
Growth Poles Theory
Growth Pole
Core Industry
Linked Industry
Secondary Industry
Secondary Growth Pole
Linked Industry
Core-Periphery Stages of Development in a Urban
System
Periphery Core Periphery
Conceptual Corridor Development
A B C
D E F
Transport Corridors and the Regional Spatial Structure
A B C
Order Specialization and Gateway

High Low interdependency
HighLow Flows
Main North American Gateways, Corridors and Inland
Freight Clusters
Land Use Value by Activity Sector in Function of the
Distance from the CBD
Land Use Value
Commercial
Multi Family Residential
Single Family Residential
Distance from CBD
Central Places in Urban Areas
2 3
4
4
4 3
2
3
4 1
3
4 4
3
4
1) CBD 3
2) Regional Center 2 Major axis
4
3) Neighborhood Center
4) Local Center Minor axis
THE GEOGRAPHY OF
TRANSPORT Transportation and

SYSTEMS Location
THIRD EDITION
Concept 3
Strategic Decision Making in Location
PLANNING
e or
duc
sell
pro
Wh
to
at
?
In what quantity?
MARKETS
INPUTS
How?
Where?
SPACE
Traditions in Location Theories
Neo-classical Location subject to free market forces.

Behavioral Behavior of individual business. Decisions are made with limited
information. Sub-optimal location choice.
Institutional External factors such as values and institutions. Mergers and
acquisitions.
Economic base Related to the export industries of a region.
Location factors Specific location factors. Agglomerations of economic activity. Regional
characteristics.
Cumulative Upward spiral where success breeds success (lack of success can lead
causation to a downward spiral).
Core-periphery Regional functions. Relationships between core regions and peripheral
ones.
Industrial Focus on networks, entrepreneurship, innovation, co-operation, flexible
district production and specialization.
Innovative milieu Importance of the cultural and institutions (synergies among local
actors which give rise to fast innovation processes).
Competitive Competition between locations subject to factors related to labor,
advantage energy, resources, capital as well as proximity to markets.
Historical Urban Location Factors
Defense Commerce
River-meander site River-island site

Bridge-point site Confluence site
Rapid or
waterfall
Portage site
Peninsula site Sheltered harbor site Head of navigation site
(or offshore island)
City Fortifications Road
Behavioral Approach to Location
Capacity to Use
Information
C11 C1n
C22
Availability
C54
C35
Cn1 Cnn
Homo
oeconomicus
Spatial margins
Territory of profitability
Costs
Profitability
Incomes
Basic Location Factors
Location
Land, utilities,
Micro (local)
visibility,
transportation (local
access), amenities
Labor, materials, Meso (regional)

energy, markets,
suppliers / customers
Capital, subsidies,
regulations, Macro (national
taxation,
technology
Factors Affecting Location Decisions
Country Factors Region Factors Local Factors

Government rules, Attractiveness of Site size and cost
attitudes, political risk, region (culture, taxes, Air, rail, highway, and
incentives climate, etc.) waterway systems
Culture & economy Labor, availability & Zoning restrictions
Market location costs Nearness of services /
Labor availability, Costs and availability supplies needed
attitudes, productivity, of utilities Environmental impact
and cost Environmental issues
Availability of supplies, regulations of state and
communications, town
energy Government incentives
Exchange rates and Proximity to raw
currency risks materials & customers
Land/construction
costs
Locational Changes
Production
Employment
X
1 3
Intensification Concentration
Rationalization and
Specialization relocation
2 4 X
Product A
Product B
Product C
Product D
X Closing X X
Main Types of Economies in Production, Distribution and
Consumption
Distributio Consumpti
Production
n on
Economies of Lower unit costs Lower unit Lower unit
through distribution output costs
transportation accessibility to costs through through
suppliers and transport chains accessibility to
customers management suppliers and
Economies of Lower unit costs Lower unit Lower unit costs
customers
with larger transport costs with larger
scale
plants through larger retail outlets
modes and
terminals
Economies of Lower unit Lower transport Product
scope output costs costs with diversification
with more bundling of attracts more
product types different loads customers
Economies of Industrial and Lower input Lower input

agglomeration service linkages costs with costs with
with clustering of clustering of
manufacturing distribution retail activities
clusters activities
Economies of Increased Lower unit Increased
density accessibility to distribution accessibility to
labor (skills) costs with goods and
with higher higher densities services with
densities higher densities
Basic Location Strategies
Costs Minimization
Costs
Income
Profits
Profit Maximization
Costs
Income
A O1 B Profits
Revenue Maximization
Profits
Income A O3 B
Costs
A O2 B
Accessibility and Location
Site Accessibility
3
T1
A B 2
1 T2
Accessibility Requirement
The Four Main Locational Influences of Transportation
Transport Costs Agglomeration Economies
Economies of Density Co-Location
Webers Location Triangle
w(M)
d(M)
P
d(S2) w(S2)
S2
d(S1)
S1
w(S1)
Transport Costs Surfaces and Location
0
00
3, $
M 4,0
00 2,000
$ $
00
3,0
$ 1,000
$
1,000
$
P
S
2,0
$
00
2
S
1,
1
2, $
00
00
$ 0
0
Economies of Agglomeration
Q R
Types of Manufacturing Clusters
District
Marshallian Industrial
Customers
Suppliers
Hub-and-Spoke Satellite Small local firm
Large firm
District Platform Distric
Branch plant
Transport and Co-Location
Co-Location Zone
Activity
Terminal
THE GEOGRAPHY OF
TRANSPORT Future Transportation

SYSTEMS
THIRD EDITION
Concept 4
The Prediction of Future Outcomes
Forecasting Scenarios Speculations
ainty
ce rt
Un
Predictab
ility
Time
Evolution of the Transport Technology, 1750-2000
Maritime Road Rail Air
2000
Hybrid cars
Maglev
Electric cars Wide body jets
Containerships HSR
Jet planes
Super tankers
1950
Hydrofoils
Highways Jet engine
Helicopters
Buses
Bulk ships Trucks Planes
1900
Liners AutomobileTramway
Internal combustion engine
Subway
Bicycles Dirigibles
Iron hulls
Balloons
Electric motor
1800
Steam engine
Docks Omnibus Rails
Locks
Waves of Transport Systems Evolution
Major Technological Improvements in Transportation,
Second Half of the 20th Century
Innovation Characteristics Role
Bulk and tank vessels with a Reduce transport costs
Superships (1960-) mass up to half a million through massive economies
deadweight tons. of scale.
Carry primarily
manufactured goods with
Container vessels Vessel specifically designed
the capacity to interface
(1968-) to carry containers.
with major land transport
systems.
Linked with the
Fast an non-stop services
development of service
Jet aircraft (1958-) between major urban
activities such as banking,
centers.
finance and tourism.
Reduction in fuel
Enabled highway transport
Fuel-efficient vehicles consumption due to lower
to increase its share of
(1970-) weight and more efficient
urban an intercity transport.
engines.
Effective competition
Trains capable of moving at
High-speed trains between intercity air and
speed higher than 200
(1964-) road transport in high
km/hr.
density areas.
Growth of the US Transport System, 19th 21st
Century
4%
Canals 182
Paradigm shift
5
183
Peak year
6
3%
2%
Rail
186 Roads
9 191 196 Air
182 3 9
Maglev
5
183 189 194 200
1% 6 1 6 1
t= 55 years t= 65 yearst= 70 years
t= 30 years
0%
1800 1850 1900 1950 2000 2050
Development of the UK Transport System, 1750-
1990
100,000
Kilometers
10,000
1,000
100
Turnpikes Canals Railways Trunk Roads Motorways
Development of Operational Speed for Major Transport
Modes, 1750-2000 (km per hour)
1000
Jet Plane
Road
Rail
750
Maritime
Air
500
HST
Propeller Plane
250
Automobile
100
Rail
50 Stage Coach
Liner
Clipper Ship Containership
1800 1850 1900 1950 2000

Operational Speed of Contemporary Transport
Modes
1000
Air
Polynomial
100 (Air)
High Speed
Train
10
1930 1940 1950 1960 1970 1980 1990 2000 2010
US Household Penetration of
Telecommunications, 1920-2010
% of Households
100
90
80
VCR
70
Radio
60
50
Telephone
DVD
40
TV
30
Cellphone
20
10
Cable
Broadband
0
1920 1930 1940 1950 1960 1970 1980 1990 2000 2010
Music Sales in the United States, 1975-2012
1,600,000,000
Vinyl
1,400,000,000
Cassettes
CD
1,200,000,000
1,000,000,000
800,000,000
600,000,000
400,000,000
200,000,000
0
1977
2002
1975
1976
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
Drivers of Change for Future Transportation
Governance
Security
Regulation / taxation
Policy
Demography &
Finance Society
Finance mechanisms
Pricing and returns Population growth
Public / private partnerships Transpor Aging / retirement
Urbanization
tation Changing work patterns
System
Economics Energy &

Economic growth Environment
Global trade Energy availability
Economic integration Technology Alternative fuels
Transportation costs Climate change
Information technologies
Materials technology
Engine technology
General Impacts of Transport Innovations
Field Outcome
Travel time Lower time and higher reliability
Trip planning Easier to book and monitor
Environment Less environmental impacts and noise
Energy Lower energy consumption pet unit carried
Assets Higher level of utilization of modes and
infrastructure
Safety Reduced number of accidents, fatalities and injuries
Accessibility Improved accessibility; reduced friction of distance
Cross-border Improved throughput and security
Infrastructure Longer life cycle, improved maintenance and
reliability
Materials New and recycled materials
Intermodal Improved connections between modes
Forces Shaping the Diffusion of Information and
Communication Technologies in Freight Transportation
Competitive
Innovation advantage
Firm
Level of asset accumulation Information control
Path Dependency Asymmetry Internalization
Potential of Some Transport Innovations
Innovation Perceived Potential Cost Burden Potential

Benefits Beneficiarie Supporters
s
Light Rail Accessibility to New users; Tax payers, Transit
CBD; Reduced Developers; Nearby industry;
emissions and Landed residents Drivers;
energy used per interests along Environmental
pass. km; paths groups;
Safety Passengers
Road Pricing Reduced Drivers with Drivers Environmental
congestion and high time value groups;
emissions Collecting
institutions
Telecommuti Reduced Telecommuters Employers; Tax Environmental
ng congestion and ; Commuters payers (if groups; IT
emissions; Time subsidized) industry;
savings Commuters
Future Improvements in Maritime Transportation
Sector Category Measure

Ports Operations Ship loading/unloading optimization, Stacking
optimization, Gate access
Terminal design Improved nautical profile, Yard design,
Automation, Integration with inland transport
systems (On-dock rail, barges)
Alternative Electrification of gantry cranes and portainers,
Fuels and Alternative fuels (CNG) for yard equipment and
Power drayage
Maritim Operations Speed reduction, Optimized routing, Reduced
e port time
Shippin Ship Design Novel hull coatings and propellers, Fuel
g and Propulsion efficiency optimization, Combined cycle
operation, Multiple engines
Alternative Marine diesel oil (MDO), Liquefied natural gas
Fuels and (LNG), Wind power sails
Power
Phases of Development of the World Economy
c1500-1780 c1780-1880 c1880-1970 c1970-2010(?) c2010(?) -
Mode of Accumulation
Economic Mercantilism Industrial Monopoly Corporate Sustainable
system capitalism capitalism capitalism capitalism
Source of Commodities and Textiles, Steam Electricity, Aviation, Digital networks
growth crafts trade power, Metallurgy Petrochemicals, Electronics, & devices, Green
Internal Information & energy,
combustion communication Customized
engine technologies fabrication
Production unit Workshop Factory Multinational Corporate system Collaborative
corporation (sourcing) supply chain
Production Craft cities Industrial cities / Industrial clusters Global production Hierarchical
system regions networks production
networks
Functional Relations
Spatial Local + Trade Regional + Trade International Global Global +
relations routes routes Hierarchical
Transport Trails, Sailships Turnpikes, Canals, Railways, Highways, Jet Intermodal
system Railways, Steamships, planes, systems
Steamships Roads Containerization,
Telecommunicatio
ns
Supply system Colonialism Colonialism / State imperialism Corporate Corporate
Imperialism imperialism governance
Hegemonic City-states / Nation-states / Nation-states / Economic blocs Integrated
structure Empires Empires Alliances regions

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Chapter 2

Copyright 1998-2013, Jean-Paul Rodrigue, Dept. of

DO NOT COPY, TRANSLATE OR REDISTRIBUTE THIS DOCUMENT.

TRANSPORT Historical Geography of

Antiquity Modern Age Post-Modern

Era Date Mobility

Yongji Canal Jizhou Canal

Jiangnan Canal Suzhou

Textiles Spices Pepper Tea and Coffee Sugar

540-1320 Grand Canal Beijing Hangzhou (2,500 km)

0 50 100 150 200

New York - Sydney

Liverpool - San Francisco

via Cape ofNautical

Annual Growth Rate

Great Britain 37,786

British East Indies 55,865

European Russia 62,313

United States 411,687

Modern VLCC (305 m) 1975

Units Shipped per Year

10,000,000 TRS-80 (1977)

Link Cost in Dollars (Current 2005

Average ground travel Average Per capita GDP

TRANSPORT Transport and Spatial

Pearl River Delta

Gateway Gateways Total Imports /

Infrastruct Regulator Supply

Recognition First-name familiarity; a city is recognized without the need for a

The economic weight of the city; headquarters of major

From Radial into Hexagonal Market Area

M (Marktort) 4 1,000 3,500

A (Amtsort) 6.9 2,000 11,000

4,000,000.0 K (Kreisstadt) 12 4,000 35,000

2,500,000.0 G (Gaustadt) 36 30,000 350,000

Market Area Radius (km)

Marketing Principle Transport Principle Administrative Principle

K=3 K=4 K=7

Periphery Core Periphery

Order Specialization and Gateway

Distance from CBD

TRANSPORT Transportation and

Neo-classical Location subject to free market forces.

River-meander site River-island site

City Fortifications Road

Labor, materials, Meso (regional)

Country Factors Region Factors Local Factors

Economies of Industrial and Lower input Lower input

Transport Costs Agglomeration Economies

Economies of Density Co-Location

Hub-and-Spoke Satellite Small local firm

TRANSPORT Future Transportation

Forecasting Scenarios Speculations

Turnpikes Canals Railways Trunk Roads Motorways

1800 1850 1900 1950 2000

Economics Energy &

Level of asset accumulation Information control

Path Dependency Asymmetry Internalization

Innovation Perceived Potential Cost Burden Potential

Sector Category Measure

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