جستجوی مقالات مرتبط با کلیدواژه "port" در نشریات گروه "هنر و معماری"

The beach of the city, known as Port is called Bandar in the Persian language. There are two narrations attributed to it in this language: The first one, with transliteration of Bondar, in which kind of stuff is placed (according to Dehkhoda Lexicon), and second composed of ‘Band’ (enclosed), and ‘Dar ‘(door) means a pond-like enclosed area with a gate. The word "Bandar" entered the Arabic language with the plural form of "Banader" which means ports. In Hindi and Indonesian, there is a similar word called Bandargah, which points to the harbor. There are several ports around the world whose names are composed of Bandar. Coastal life is highly influenced by the sea. For coastal inhabitants, the sea is the origin of life and meaning. For those who live by the sea, the landscape of the sea is the reason for the existence of the city and motivation for its survival. The living connection with the sea is the secret of this landscape. The emerging point of these two entities is the borderline between the city and the sea; however, their relationship is expanded to all aspects of life, including: culture, architecture, food, occupation, religion, economy, and society. If living condition depends on the presence of the sea, it is not far-fetched to be the source of other inspirations as well. The sign and symbols, and the representation of human interaction with the nature of the sea appear at the border of their connection, which is the port, and its landscape is the representative of this connection; The port cities and villages have created the compound and complicated emerged relations at this borderline, which according to the local people all these manifestations together are all called ports. On the other hand, with the expansion of urbanization and the growth of port trade, together with the facility services, the part of the whole port which was allocated to the warehouses and transportation facilities, abruptly became the owner of this historical and cultural concept of human civilization. The growth of bureaucracy and the power of central government caused the formation of the 'Ports and Shipping Organization' in the country, which by ignoring the public rights and the cultural heritage of the ports, just relying on the organizational interests and taking advantage of the power, controlled the vital edge of this coastline, and dispossessed the citizens of this unique inspiration source and the reason behind the establishment of their city. Although, the port is a representative of the past and future interactions with the sea, not just a commercial task, the 'Ports and Maritime Organization of Iran' established a strong barrier around its entity to commit to the law, which was not according to the public advantages, but just to meet the partial interests of some groups; it was in a situation where this barrier affected the contact area used to be presented between the city and the sea. To experience the sea, people had to exit the city limits. The extent of damaging this borderline gradually increased, as the sea area was also occupied. Pushing back the sea has become so popular as a creative method under the title of 'land fill' or 'land reclamation'. The authorities tried to manage it extensively and make a 'shoreline retreat' by attracting more funds and moving landward, to get new areas for their activity. This procedure is also imitated by the municipality of port cities in moving seashores. At the far end of the beach, a high wall is built, and by filling the space behind it, a platform overlooking the sea is constructed to consider it as a land area added to the city land. These measures adversely affect people's feeling attached to the sea when they used to experience walking on the beach sands to let the water waves touch their feet. The actions pull people back from 'the sea' area to the 'offshore'; it looks like the authorities are unaware of the damage to the landscape, which used to be the source of inspiration for the residents. The protection of marine civilization is highly dependent on the long-term interaction between humans and the sea. It is not appropriate to extensively occupy the environment, whether willingly or unwillingly, just by exploiting engineering methods. The journal cover image shows 'Chābahār Port', which represents the active nature of the port, its access way on the coastal edge, and the vast areas dedicated to the port dock. All these actions are interventions in the historical and natural edge of the contact area, between the city and the sea, like a barrier prevents the continuity of the citizens' perception of their land. The material achievements arising from invading this precious gem in exchange for losing opportunities for expanding civilization and continuity of identity are so insignificant that they seem negligible in the macro economy of society.

What can be understood from Iranian architecture are elements, spaces and structures of native architecture that have been built and polished by the understanding of ancient architects in the building, and since the entrance of a building connects the interior and exterior space, in order to study this issue qualitatively with Recognition of elements (holes, elements, feminine and masculine percussion and entrance), architectural spaces (front porch, entrance hall and eunuch or old man) and native architectural structures (wall color, proportions and spatial connections of the entrance in native buildings) Quantitatively, in order to prove the stability and functionality of the building entrance, light and velocity of absorption wind flow is analyzed among the native buildings in Shahid Beheshti Street, which is a collection of 168 traditional buildings dating back more than 70 years. One of the most accurate measuring devices to evaluate data such as metering and speedometer wind absorption wind flow in July, which is the peak month of heat in Bandar Lengeh area, the result is based on the study of variables on the entrance space of the building It expresses the environment, which has been able to benefit Ray of sustainable factors by recognizing the elements, spaces and structures in indigenous architecture to achieve conditions of architecture in which special attention is paid to the factor of comfort and privacy in the hot and humid climate of Bandar Lengeh.

In recent decades, in a large number of developing countries, spatial inequalities have been a growing trend, as new forms of regional imbalance are emerging in the context of these countries. In fact, the growth of inequality between cores and peripheral regions has led to the rise of inequality, even nationally. In Iran, especially in the second half of the century, the spatial structure of the country has been heavily influenced by changes in the use of oil resources and its increasing exports. As a result, the capital (Tehran) has been steadily growing at the center of political, economic and social power, and its growth has continued to this day. This has made other peripheral areas increasingly dependent on the capital. It is clear that nodes, corridors, and flows are the basic elements of the spatial structure of a territory. Therefore, the relationship between seaports and hinterlands, due to the intensity of existing interactions, play an important role in shaping the spatial structure of a country. Southern ports in Iran seem to have played a double role in increasing power and concentration in the capital in recent years, but also have added to the severity of spatial inequality in peripheral regions. The basic statistical data and preliminary observations confirm the claim that the most deprived and most undeveloped areas of the country are located in the local hinterlands of the southern ports. This research intends to explore the levels of development and spatial inequality of the national and regional scales in Iran, focusing on the study of ports relations and hinterlands by employing social network analysis and evaluating of related indicators that have been extracted by UCINET and Gephi software. Accordingly, quantitative data (based on commodity flows between nodes) during the period 1996 to 2015 have been collected and analyzed based on the positivism paradigm framework. The findings of this research show that some social network analysis indicators (such as Network Transivity & Density, Weighted & Betweenness centrality, Core-Periphery, Community-levels, and Hubs-Authorities) emphasize that both the two cities of Tehran and Bandar Abbas have been in the first interacting and exchanging commodity flows during these two decades. other peripheral centers are also at the second level with significant differences (including Isfahan, Mashhad, Shiraz, and Ahwaz). However, cities such as Kerman, Zahedan, and Jahrom, while in the past centuries have been considered as strong logistic hubs for the southern ports, have had a good boom in the local hinterlands of ports; in recent years have not had a proper level and position in the network of spatial interactions. In other words, the results of this study indicate that the local southern hinterlands of the country, in spite of the proximity to the main southern ports of the country, and the huge capacity of development in the storage, processing, and distribution of goods, are suffering the growing spatial inequality compared with other national and regional hinterlands. Overall, according to these findings, we can name this spatial structure as a Constellation Centralized Structure.

Water is a vital natural resource is renewable, but finite, which is used for various purposes. Historically in many parts of the world, water resources play an important role in the establishment and formation of their residence and identity. Before industrialization, urban coastal areas were booming with people and diverse activities and there was a close connection between the coast and city but in the industrial age, this relationship was cut by creating some users such as major ports, commercial uses, Industrial activities, warehouse and transportation. Development of such as industrial activities in coastal areas have environmental problems such as pollution, aesthetic as well as social and economic effects for the surrounding urban communities. According to the sustainable development approach that is raised at the international level, should limit the effects of industrial development on the environment or be removed. Undoubtedly, the way out of the current problem is to consider the principles of sustainable architectural development and use them in development activities in urban coastal areas. For this purpose, Sustainable development and landscaping margin coast, ports can be used as a tool to achieve sustainable development goals.
In this study that is applied and developmental research, Text and content analysis were used for the analysis, and a library method also was used to collect the required data and documents. Also we attempted to describe these principles before introducing an appropriate criterion to create sustainable coastal landscapes in vicinity of ports that would also serve as dynamic urban centers. Reconstruction and development of coast base on sustainability criteria can convert coast to on the most important center of national and international socio-economic focus. Sustainable development of a coastal area meant to benefit from the full potential of these spaces. Therefore, the landscaping of coasts in vicinity of ports include a combination of understanding of ecological, environmental impacts and link the city with the port and coast. The integration of sustainable development criteria and standards for reducing an environmental impact of ports, can be a fundamental structure, particularly in relation to sustainable landscaping coasts near ports provided.
According to the findings, establishing and maintaining communication between the city, the harbor and the beach, protect and guarantee the quality of water and the environment, reduce environmental pollution (air-optic-audio), create economic opportunities, meet the needs of local people and the city, contributing expertise, organizations, government agencies and people in the planning and design projects, preservation of cultural identity, natural scenery and landscape, creating complex and diverse applications to exploit the environment all the days, building infrastructure and convenient access to coastal areas, creating quality public spaces, enhances the visual quality of the environment and coverage unfavorable landscapes, are including criteria for sustainable landscaping in vicinity of ports. In addition, the coastal margins of the port of Bushehr as a case study were identified and investigated in a variety of aspects (functional, accessibility, visual and environmental), then identified base zones and macro-design strategies to create a sustainable landscape on these beaches has been provided.

Ports are of major gates of spatial flows. These nodes not only guide the distribution of goods within the supply chain, but also play an important role for developing their hinterlands. Lack of attention to these spatial relationships, especially in countries with endogenous development factors, reduces the importance of local hinterlands. This would also shrink the relations among ports and hinterlands at the local and regional scales. In this regard, identifying and highlighting the components of spatial structure lead to strengthen the relations between ports and hinterlands. Up to now, many articles have been written on Ports and Hinterlands that can be generally classified them into five categories: The role of ports and hinterlands within the supply chain and transportation; function and efficiency of ports; port-city relationships; management, policy-making, and governance of port-regions; and the trajectory of spatial structure of ports, hinterlands, and forelands. This study aims at identifying and weighing the factors of spatial structures and proposing an appropriate theoretical framework on the spatial structure of port-hinterland based on content analysis. The findings suggest six components of spatial structure: territory; node; corridor; activity area; interaction; and discipline. Compilation of these components result new dimensions of spatial structure; such as spatial movement, spatial use and spatial form. Furthermore, during the development of port-hinterland relationships logistic spaces come into being, which enrich the flows of production, distribution, and consumption. Spatial movement depends on the relationship between nodes and communities. Also human activities on the land can form spatial use. Spatial form is based on interaction process between spatial movement and spatial use that can be appeared obviously or be hidden. In the regional structure, component of discipline with obvious outward can introduce a new dimension as logistic spaces. In fact, dimension of logistic space makes difference in spatial structure of port-hinterland compared to other spatial structures. Logistic spaces generally export spatial development flows to undeveloped geographical areas and adjust spatial structure of hinterlands. Overall, these dimensions generates a cycle entitled port-hinterland spatial structure, which can influence the entire spatial structure of a country.