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Innovations can help ports become smarter and more effective and differentiate themselves from competitors. This study aims to explore the current state of innovations and smart technologies at Brazilian ports. The study sampled sixteen ports, representing 70% of port movements in Brazilian public ports in 2021. This is an exploratory and descriptive field study involving qualitative analysis. The results show that the surveyed ports are seeking strategies to innovate. Only one of the surveyed ports had a registered patent. Half of all ports had agreements with educational/research institutions, companies, or other ports for developing innovations. By contrast, no port engaged in technology transfer contracts with educational/research institutions, companies, or other ports. Few surveyed ports collaborated with HUBs, laboratories, or innovation centres. The three most widely used smart technologies at the surveyed ports were cloud computing, automated systems, and drone technologies. This study shows that Brazilian ports are undergoing a transformation process, but they find themselves in different stages of maturity regarding the appropriation and development of new technologies. New technologies are still incipient for some ports, while others have yet to adopt them. For example, only a few surveyed ports used smart technologies such as the Internet of Things, blockchain technology, or automated systems. Innovations and the inclusion of new technologies can generate benefits, but they require time and financial resources.

三国湊は景観の変化を伴いながら中近世に発達した港町であり，本稿ではその景観変化と福井藩との関連を検討した。その結果，三国湊では近世に地形条件の変化によって港が衰退しており，福井藩は旧来の港の整備と新町の建設を行うことで港町の維持・発達を図っていたことが分かった。またこの背景には，三国湊が位置する九頭竜川河口とその後背地において藩領や幕府領が分立し，港町間の競争が生じていたことが挙げられた。, 第II部 論文, 本稿は2018年度に京都大学大学院人間・環境学研究科に提出した修士論文を加筆修正したものであり，骨子は2019年8月31日に開催された人文地理学会第156回歴史地理研究部会(於京都大学)において発表した。, Part II Articles

The Physical Internet (PI) is a paradigm-changing and technology-driven vision, which is expected to significantly impact the development of the freight transport and logistics (FTL) system of today. However, the development of the FTL system towards the PI creates much uncertainty for its current stakeholders. Ports are one of those stakeholders that are expected to be profoundly affected by these developments. However, research that focuses on port policy, under the uncertain developments towards the PI, is still lacking. By providing port authorities with insights and recommendations on robust policy areas, we address this void in literature. We conduct a scenario analysis in combination with multi-criteria decision analysis (MCDA) to determine the importance of port performance indicators and policy areas in different scenarios. The most significant, uncertain, and orthogonal factors for the development of the PI are technological development and institutional development. We find that for a proper alignment with the PI vision, in three out of four scenarios, ports should prioritize the implementation of digital solutions and standards, as opposed to an infrastructure focused policy.

The study evaluated factors influencing port users’ intentions to participate in Financial Technology (Fintech) in the ports of Ghana. The study used non-experimental quantitative correlational design and the Extended Unified Theory of the Acceptance and Use of Technology (UTAUT2) as the theoretical foundation to assess whether performance expectancy (PE), behavioral intention (BI), effort expectancy (EE), social influence (SI), facilitating conditions (FC), hedonic motivation (HM), price value (PV), and habit (HT) were predictors of the intention of port users to participate in a Fintech program with age as a moderating factor. The sample comprised 407 individuals who work in the port industry and are between 18 and 64 years old; these were randomly selected through the SurveyMonkey platform. The study used principal component analysis (PCA), confirmatory factor analysis, and structural equation modeling to analyze and report the results. Findings show that PE, EE, and HT were predictors of the behavioral intention of port users to participate in a Fintech in the maritime and ports in Ghana. FC, SI, HM, and PV values could not predict BI for port users to enroll on a Fintech program. Neither did age have a moderating effect on the predictors variable influence on behavioral intention. This study offers a deeper insight into the adoption of Fintech in the port industry and sub-Saharan Africa. The findings can help researchers explain the variations in the UTAUT2 theoretical framework predictions relative to different sectors and disciplines. Researchers who intend to use the UTAUT2 theoretical framework to influence port users BI to enroll in the Fintech program will now consider PE, EE, and HT the most effective adoption factors. From a practical perspective, the study will help managers and stakeholders in ports in Ghana and sub-Saharan Africa focus on the critical constructs as the first steps to implementing a Fintech program. On the other side, port users will also understand their role relative to performance expectancy, effort expectancy, and the habit to cultivate toward Fintech.

Logistične dejavnosti vedno bolj dobivajo na veljavi ne samo za podjetja, ampak tudi za posameznika. Še posebej je bilo to očitno v času pandemije, ko ljudje nismo mogli priti do določenih artiklov in smo bili odvisni od podjetij za prevoz pošiljk, ki so nam jih dostavila na dom. Med temi je bilo tudi podjetje DHL Global Forwarding d.o.o., znano po vsem svetu. Njihovi standardi zahtevajo, da so pošiljke pravočasno prevzete in dostavljene ob točno določenih urah končnim kupcem. Da bi to lahko uresničili, je potrebna dobra organizacija logističnih storitev po svetu. Namen diplomske naloge je opisati logistiko s poudarkom na pomorski logistiki ter predstaviti ključne procese pri pripravi in izvedbi pomorskega prevoza kontejnerja. Opravljena je primerjava med direktnim in indirektnim pomorskim prevozom med dvema ladjarjema, kjer ima pomembno vlogo špediter, ki organizira pomorsko logistiko. Skozi raziskavo je bilo ugotovljeno, da je direktni pomorski transport ugodnejši za naročnika tako glede časa dostave kot stroškov. Vendar žal vsa pristanišča niso pripravljena na sprejem vedno večjih kontejnerskih ladij, zato prihaja do daljših tranzitnih časov in povečane končne cene blaga. Logistics activities are gaining more and more importance not only for companies, but also for individuals. This was especially evident during the pandemic, when people couldn't get certain items and the delivery companies delivered them to our homes. Among them were employees of DHL Global Forwarding d.o.o., which are known all over the world. Their standards require that shipments are picked up on time and delivered at precisely specified times to customers. In order to be able to realize this, a good organization of logistics services around the world is necessary. The purpose of the diploma thesis was to describe logistics with an emphasis on maritime logistics and key processes in the preparation and implementation of maritime container transport. A comparison was made between direct and indirect maritime transport between two shipping companies, where the freight forwarders play an important role, as they organize maritime logistics. Through the research, it was established that direct maritime transport is more favorable for the customer both in terms of delivery time and costs. Unfortunately, however, not all ports are ready to receive larger container ships, which results in longer transit times and an increased final price of the goods.

Over the past decade, the complexity of operations in maritime port areas has increased significantly. Considering the challenges ports are facing with the maintenance of aging infrastructures, the need for asset management efficiency within the port industry is imperative. The willingness to ensure continuous improvement has contributed to a growing interest in the measurement and benchmarking of port infrastructure performance. The paper describes the development of an international benchmarking model to measure and compare port asset performance. The model is illustrated by comparing the maintenance of quay walls and roads for three different European ports. The presented benchmark results, and the process itself, have provided asset managers with valuable insights into their maintenance performance.

Cet article propose une vision critique des productions – cartographiques – universitaires portant sur les rôles chinois dans les ports africains. Pour ce faire, une contre-représentation cartographique de ces présences chinoises est générée afin de prendre en compte tout d’abord les modalités d’intervention chinoises, de déconstruire ensuite la cartographie afférente et, enfin, d’inverser les représentations et la cartographie afro-chinoise portuaire. Les résultats de l’enquête font état d’une présence chinoise multimodale qui peut être qualifiée de parcellaire, avec 55 ports et 12 ports secs africains financés, construits et/ou subsidiairement gérés par un acteur chinois, mais également 149 qui ne le sont pas. This article offers a critical view of university cartographic productions regarding the roles of the Chinese in African ports. For this purpose, a cartographic counter-representation of these forms of Chinese presence is generated in order first to take into account the methods of Chinese intervention, before deconstructing the related cartography, and finally reversing representations and Afro-Chinese port cartography. The results of the survey show a multimodal Chinese presence in Africa which can be described as fragmented, with 55 ports and 12 dry ports financed, built, and/or managed by Chinese subsidiaries, but also 149 which are not. Este artículo propone una visión crítica de las elaboraciones – cartográficas – universitarias sobre los roles de los chinos en los puertos africanos. Para ello, se presenta una “contra representación” cartográfica de estas presencias chinas para tener en cuenta, en primer lugar, las modalidades de intervención chinas, para acto seguido deconstruir la cartografía correspondiente y para, finalmente, revertir las representaciones y la cartografía portuaria sino-africana. Los resultados de la encuesta muestran una presencia china variada que puede calificarse de fragmentada, con 55 puertos y 12 puertos secos africanos financiados, construidos y/o gestionados subsidiariamente por un actor chino pero, igualmente, con 149 que no se encuentran en esta situación.

Resumo No contexto de pandemia do Covid-19, a cadeia automotiva no Brasil foi impactada pela indisponibilidade de semicondutores - microchips utilizados na produção de automóveis e de equipamentos eletrônicos, cujo consumo vem também produzindo impactos nos mercados de automóveis e autopeças. Este artigo objetiva analisar transformações recentes no setor, tomando como mote os deslocamentos contemporâneos na circulação desse componente. Tal análise partirá de dois contextos empíricos distintos: o Porto de Santos e um desmanche de veículos em São Paulo. Argumentamos que as transformações em tela devem ser compreendidas no cruzamento entre mobilidades físicas e comunicativas, apontando para importantes inflexões na cadeia automotiva em escala transnacional. Abstract During the Covid-19 pandemic, the scarcity of semiconductors affected the automotive chain in Brazil. The production electronic devices in general, whose consumption also impacts the automotive market, depends on these microchips. This article aims to analyze recent displacements in the automobile system, through contemporary transformations in the circulation of this component. This analysis is based on ethnographic data produced in the Santos Port and a car dismantling store in São Paulo. We argue that such transformations must be understood at the intersection between physical and communicative mobilities which reverberates around the automotive chains in a transnational scale.

The Irish Sea basin forms a distinct node of histories, economies, and identities. The Ports, Past and Present project considered five very different ports and their communities on either side of the sea: Dublin, Rosslare, Holyhead, Fishguard and Pembroke Dock. This is the redacted and abridged business plan for the project, which ran 2019-23. Executive Summary The ultimate changes sought and the final outcomes for the Ports, Past and Present project are: • Coastal communities enjoy an increased awareness of their cultural heritage and develop new opportunities for heritage tourism. • Port towns become ‘stopping places’ and ‘spending places’ rather than just ‘through places’ for tourists, with an increase in tourism-related employment • Tourism Networks are formed between twinned Irish and Welsh ports, linking local authorities, tourism-related SMEs, community organisations and creative individuals on both sides of the Irish Sea.

Global, regional and national policies and regulations are providing incentives to reduce greenhouse gas (GHG) emissions in ports, and the first step in this effort is to obtain a detailed overview of the main sources of emissions. The rapid developments in port GHG mapping have led to the need for a case study to assess the effectiveness and practical use of these methodologies and to suggest best practices for ports just starting this mapping process. Here, we present the current state of the art in the assessment of GHG emissions in ports. This analysis enabled us to identify the most promising methodologies to assess GHG emissions in ports in an efficient, reliable and near real-time manner. We then tested the best methodologies and practices that emerged from the review articles to build a GHG assessment system in the Port of Tallinn. Finally, we assess the advantages and disadvantages of current approaches and suggest promising ways forward.

Cruise tourism has its beginnings in the early s. XIX, despite that are very few research studies performed regarding this tourist typology. The main objetive of this research is to identify the potential of the Port of Vigo as the destination port of Cruise Tourism. This goal allowed contextualizing the present reality of port activity of the Port of Vigo on tourism Cruise, as well as propose and carry out a SWOT analysis, which allows to present conclusions and recommendations regarding Cruise Tourism to the port of Vigo. The methodology is the case study, obtaining information from secondary sources (reports of The Global Economic Contribution of Cruise Tourism, annual statistical reports of the State Ports, data obtained through Cruise News Media Group, Annual Reports the Port Authority of Vigo). Of all those reports, have been extracted relevant all data considered and have been analyzed in order to meet the objective. The main conclusion to the realization of this study is to affirm based on data, that the Cruise Tourism in the port of Vigo is an important alternative to traditional tourism in the region, if it maintains the current values based on the historical evolution analyzed, this port is expected to turn into a world reference, long as quality standards are maintained and also optimum economic, social and environmental management is performed., El turismo de cruceros tiene sus inicios a principios del s. XIX, a pesar de ello son muy pocos los estudios de investigación realizados en relación a esta tipología turística. El objetivo principal de esta investigación es identificar la potencialidad del Puerto de Vigo como puerto de destino del Turismo de Cruceros. Este objetivo permitió contextualizar la realidad actual de la actividad portuaria del Puerto de Vigo relativa al turismo de Cruceros, así como, plantear y realizar un análisis DAFO, que permite presentar conclusiones y recomendaciones en relación al Turismo de Cruceros para el Puerto de Vigo. La metodología es el estudio de caso, obteniendo información de fuentes secundarias (informes de The Global Economic Contribution of Cruise Tourism, Informes estadísticos Anuales de Puertos del Estado, datos obtenidos a través de Cruise News Media Group, Informes anuales de la Autoridad Portuaria de Vigo). De todos los informes anteriormente indicados se han extraído los datos considerados como relevantes y se ha llevado a cabo su análisis con el propósito de cumplir con el objetivo planteado. La principal conclusión obtenida con la realización del presente estudio es poder afirmar en base a datos, que el Turismo de Cruceros en el Puerto de Vigo es una importante alternativa al turismo tradicional de la región, que de mantener los valores actuales en base a la evolución histórica analizada, se prevé que este puerto pueda llegar a convertirse en un referente mundial, siempre y cuando se mantengan los estándares de calidad y se realice también una gestión económica, social y ambiental óptima., O turismo de Cruzeiros teve o seu início a princípios do século XIX, apesar disso, ainda são muito poucos os estudos de investigação realizados em relação a esta tipologia turística. O objetivo principal desta investigação é identificar o potencial do porto de Vigo como porto de destino de turismo de cruzeiros. Esse objetivo permitiu contextualizar a realidade atual da atividade portuária do porto de Vigo sobre o turismo de cruzeiros, bem como propor e realizar uma análise SWOT, que permite apresentar conclusões e recomendações relativas Turismo de Cruzeiros do Porto de Vigo. A metodologia utilizada é o estudo de caso, a obtenção de informação de fontes secundárias (relatórios da The Global Economic Contribution of Cruise Tourism, relatórios estatísticos anuais dos portos do Estado, os dados obtidos através de Cruise News Media Group, Relatórios Anuais Autoridade Portuária de Vigo). De todos os relatórios referidos são extraídos os dados considerados relevantes e tem conduzido a sua análise, a fim de cumprir o objectivo. A principal conclusão obtida com a realização deste estudo é afirmar com base em dados que o Turismo de cruzeiros no porto de Vigo é uma importante alternativa ao turismo tradicional da região, para manter os valores atuais com base na evolução histórica analisada, espera-se que esta porta poderia transformar-se num líder mundial, desde que as normas de qualidade sejam mantidas e também realizar uma gestão económica, social e ambiental ótima.

Ports are geographical phenomena that materialize the interrelationships of producer and consumer spaces. In the current stage of capitalism, they become central elements, accounting for over 90% of international trade. In Brazil, the sector is characterized by a cyclical process of higher/lower investment. However, the period marked by radical changes in the sector at a world level occurs together with changes in the international financing policy and in the State’s indebtedness. New leaders start to command the country, imposing cost-cutting policies. Ports become strangulation nodes that only began to be faced after the 2000s, with state funding, public-private partnerships and new legislation. Although they need to mature, the initial results cast perspective for a new port map. Thus, we aim to investigate this new spatial dynamic, its genesis, process and perspective. We considered bibliographical references on the subject in international and national context, as well as data from official bodies. Resumen Los puertos son fenómenos eminentemente geográficos que materializan las interrelaciones de los espacios productores. En la etapa actual del capitalismo, se convierten en elementos centrales, representando más del 90% del comercio internacional. En Brasil, el sector se caracteriza por un proceso cíclico de mayor/menor inversión. Sin embargo, el período marcado por cambios radicales en el sector a nivel mundial se suma a cambios en la política financiera internacional y en el endeudamiento del Estado. Nuevos líderes comienzan a dominar el país, imponiendo políticas de reducción de costos. Los puertos se convierten en nodos de estrangulamiento que solo comenzaron a enfrentarse después de la década de 2000, con financiamiento estatal, asociaciones público-privadas y nueva legislación. Aunque necesitan madurar, los resultados iniciales arrojan perspectiva para un nuevo mapa de puertos. Así, pretendemos investigar esta nueva dinámica espacial, su génesis, proceso y perspectiva. Se tienen en cuenta referencias bibliográficas sobre el tema en el contexto internacional y nacional, así como datos de organismos oficiales. Resumo Os portos são fenômenos geográficos que materializam as inter-relações de espaços produtores e consumidores. No atual estágio do capitalismo, tornam-se elementos centrais, respondendo por mais de 90% do comércio internacional. No Brasil, o setor se caracteriza por um processo cíclico de maior/menor investimento. Entretanto, o período marcado pelas modificações radicais do setor em nível mundial é concomitante a mudanças na política de financiamento internacional e no endividamento do Estado. Novas lideranças passam a comandar o país, impondo políticas de contenção de gastos. Os portos se transformam em nós de estrangulamento que só passaram a ser enfrentados depois dos anos 2000, com financiamento estatal, parcerias público-privadas e nova legislação. Embora precisem amadurecer, os resultados iniciais lançam a perspectiva de um novo mapa portuário nacional. Objetivamos investigar essa nova dinâmica espacial, sua gênese, processo e perspectiva. Levamos em conta referências bibliográficas sobre o tema nas conjunturas internacional e nacional, além de dados de órgãos oficiais.

Cold ironing technology, recognized as a tool to reduce emissions while ships are at berth, has been introduced in several European ports aligning with the international and European environmental and legal framework for reducing greenhouse gas emissions. The study aims to identify the prospects for cold ironing technology’s introduction into Croatian state-owned ports according to European sustainable conditions. The authors surveyed a group of port experts and stakeholders. Response analysis showed that the technology implementation in Croatian ports is feasible, but only 40% of state-owned ports currently dispose of a minimum electric connection power of more than 1 kV. Furthermore, the analysis showed that all surveyed experts confirmed a cold ironing technology application perspective in state-owned ports. Substantial investments and financing demands have to be concerned to achieve sustainable implementation. Significant efforts are still needed to overcome the challenges in the technology application requiring cooperation between stakeholders. The international legislative regulations implemented by the IMO insist on the safety of ships and people, respecting both the security of navigation at sea and overall operations in the port.

Inland navigation structures (INS) facilitate transportation of goods in rivers and canals. Transportation of goods over waterways is more energy efficient than on roads and railways. INS, similar to other civil structures, are aging and require frequent condition assessment and maintenance. Countries, in which INS are important to their economies, such as the Netherlands and the United States, allocate significant budgets for maintenance and renovation of exiting INS, as well as for building new structures. Timely maintenance and early detection of a change to material or geometric properties (i.e., damage) can be supported with the structural health monitoring (SHM), in which monitored data, such as load, structural response, environmental actions, are analyzed. Huge scientific efforts are realized in bridge SHM, but when it comes to SHM of INS, the efforts are significantly lower. Therefore, the SHM community has opportunities to develop new solutions for SHM of INS and convince asset owners of their benefits. This review article, first, articulates the need to keep INS safe to use and fit for purpose, and the challenges associated with it. Second, it defines and reviews sensors, sensing technologies, and approaches for SHM of INS. Then, INS and their components, including structures in ports, are identified, described, and illustrated, and their monitoring efforts are reviewed. Finally, the review article emphasizes the added value of SHM systems for INS, concludes on the current achievements, and proposes future trajectories for SHM of INS and ports.

For my technical work and STS research, I focused on understanding the quantitative and qualitative effects of emissions from maritime container port operations. My technical project centered around using simulation-based optimization to improve sustainability of the Port of Virginia’s operations and to reduce their overall carbon footprint. In contrast, my STS research paper focused on the actor-network that was responsible for adverse treatment of the health and well-being of local residents of the Port of Los Angeles. By understanding the social and political factors at play at maritime ports as well as findings from simulations of a maritime port and its various equipment, both my technical work and my STS research center around ensuring sustainable and equitable port operations. My technical work investigates the simulation of the effect of the changes in equipment at the Port of Virginia and observations of resulting financial and time costs. Our simulation of the maritime port was conducted within Simio, a simulation software program. Using this program, our capstone team created several small simulations of various heavy-duty electric equipment that transport containers around the port. By taking into account the fuel times and maintenance requirements of electric vehicles and considering the financial limitations of the port, the use cases enabled the identification of opportunities for full-electrification of the Port of Virginia.With the results from these use cases, The Port of Virginia was given a set of recommendations intended to guide its planning efforts over a span of 3-5 years, with the ultimate goal of reducing emissions and enhancing energy utilization. My STS research paper explores maritime ports from a different perspective, the social impact of port operations on surrounding communities. I claim using Actor-Network Theory, that port officials and community-representing boards at the Port of Los Angeles are the key actors responsible for failures in addressing environmental degradation, the poor health of residents, and an insufficiency to improve the port community. My study has two goals: to influence future port planning and policy-making efforts, and to improve present understanding of the impact of social, political, and economic factors on the outcomes of large-scale infrastructure projects such as maritime container ports. Working on these two projects concurrently provided me with a thorough grasp of the intricate interplay between the technical and social components of marine container port operations. My technical work focuses on tangible solutions for enhancing sustainability and lowering carbon footprint, whereas my STS research focuses on the social and political issues that influence port operations and their consequences on local people. Overall, my study illustrates the necessity for a comprehensive approach to port design and policy development that takes into account both technical and social variables. By working for sustainable and equitable port operations, we can ensure that these critical assets fulfill the requirements of both the economy and the people they affect.

Maritime transport of goods is incredibly important in in today's economy. It is one of the most cost-effective and efficient ways to transport large quantities of goods over long distances, particularly for international trade. Shipping accounts for approximately 90% of global trade by volume and 60% by value, making it a critical component of the global economy. Maritime cargo transportation is especially important for the transportation of bulk commodities, such as oil, gas, coal, and iron ore, necessary for industrial production. It is also crucial for the transportation of consumer goods such as electronics, clothing, and food, which are produced in one part of the world and consumed in another. The efficiency and cost-effectiveness of maritime freight transportation have been enhanced by advances in technology, including the development of larger and more efficient vessels, as well as improvements in port infrastructure and logistics management. These advancements have enabled sea freight transportation to become increasingly competitive with other modes of transport, such as air and road, especially for long-distance and large-volume shipments. Overall, maritime freight transport plays a vital role in today's global economy, supporting international trade, economic growth and the movement of goods between countries and continents. In recent years, maritime cargo logistics in Ukraine has undergone significant changes driven by a combination of government initiatives, private investment, technological advances, and macroeconomic factors. This article discusses current trends, problems and prospects for the development of Ukrainian and global maritime transport sectors, and provides recommendations for improving the efficiency of maritime transport and ports to accelerate economic development. One of the key drivers of this development was the modernization and expansion of Ukraine's seaport infrastructure. These improvements have enabled Ukrainian ports to handle larger volumes of cargo and manage the flow of goods more efficiently. In general, the development of maritime logistics in Ukraine continues, and there is potential for further growth and improvement even in wartime., Транспортний сектор відіграє важливу роль у збалансованому економічному розвитку будь-якої країни, а також має значний вплив на національну інтеграцію у світовий економічний простір. У світі морські вантажні перевезення є одним із найважливіших видів міжнародної торгівлі та логістики. Україна має значний потенціал для розвитку морського транспорту, оскільки має доступ до Чорного та Азовського морів, а також до річок, які з'єднуються з Дніпром. У статті досліджено поточні тенденції, проблеми та перспективи розвитку українського та світового секторів морського транспортного господарства, а також подано рекомендації щодо покращення ефективності морського транспорту та портів з метою прискорення економічного розвитку. Навіть не зважаючи на вплив сучасних факторів зовнішнього середовища дана галузь здатна функціонувати та продовжувати свій розвиток.

El factor X en los sistemas de tarifa máxima es útil para identificar las ineficiencias de los costos de servicios portuarios. Sin embargo, su determinación puede ser controversial y estar plena de riesgos por asimetrías de información. En este artículo se desarrolla un modelo para fijar el factor X dentro del esquema de tarifa máxima a partir del análisis de frontera eficiente (DEA, en ingles). Con esta herramienta se puede estimar la tasa de eficiencia de los diferentes elementos de un conjunto de unidades de decisión comparando sus niveles de insumos y productos visibles para la agencia reguladora del Estado. Para el caso de la infraestructura portuaria se pueden analizar la eficiencia de la tecnología y el uso del tiempo de los puertos de acuerdo a los costos declarados, de modo que a los puertos eficientes se les aprobarían sus costos y a las demás se les reducirían sus costos en la medida de su tasa de eficiencia. The X factor in price cap systems is useful to identify the inefficiencies of the costs of port services. However its determination can be controversial and rife with risks due to the asymmetry of information. In this article, a model is proposed to set the X factor with the maximum tariff schema based on the Data Envelopment Analysis (DEA). With this tool it is possible to estimate the efficiency rate of the different elements of a group of decision units by comparing their supply levels and visible products for the State regulatory agency. In the case of port infrastructure it is possible to analyze the efficiency of the technology and the time investment of the ports according to declared costs, so that the efficient ports can have their costs approved, while the rest would have their costs reduced according to their efficiency rate.

The COVID-19 pandemic has had strong economic repercussions on the industrial fabric of many countries around the world, with different degrees of impact depending on the level of severity with which the pandemic hit these countries. Italy has suffered a significant impact on its economy and export volumes have dropped dramatically for some product categories. The objective of this research is to understand how the pandemic has affected some selected logistics flows (i.e., fruit, automotive and machinery) transiting through the ports of Genoa and Savona, and to highlight the mitigation strategies that have been implemented during the pandemic period. The research was carried out analyzing customs and port data, as well as with the support of interviews and focus groups with experts of the Ligurian port sector. Finally, some policy indications are outlined with the aim of increasing the resilience of the supply chains analyzed in this research. These indications should help supply chains to be efficient and effective in forwarding flows of goods to/from ports even in the occurrence of unforeseen high-impact events.

This article deals with specific traits of the development of ports on the Western coast of Flanders (Nieuwpoort, Dunkerque, Ostende, Gravelins, Lombardsijde, Mardyck) in the late fourteenth — early fifteenth centuries. The research of the documents reveals the profound impact on the life of these towns of their geographical position at the sea and land border of Flanders during the active periods of the Hundred Years’ War. Warfare led to serious destructions as well as made special measures to strengthen the defence of these towns necessary. The Anglo-French War also stimulated the flourishing of piracy that was one of the occupations of the population of Flemish ports despite the prohibition of piracy by the government. Most of these towns were situated on the trade routes that connected inner regions with the coast and the clothmaking cities and towns of Southern Flanders and Artois with the main centre of international trade, Bruges, via a system of rivers and canals. These proved to be an important positive factor for the development of some ports. Their citizens had the responsibility to maintain the security, proper condition, and work of these trade routes (to maintain the lighthouses along the coast, fix different problems with the canal system). The population of Flemish ports was mainly occupied in fishery. The analysis of the distribution of several extraordinary taxes voted by Four Members of Flanders makes it possible to reveal the financial abilities of ports of West Flanders. The author considers that the development of Nieuwpoort, with its various forms of economic and social life, differed in many ways from the development of smaller ports such as Gravelins, Lombardsijde, and Mardyck., Целью статьи является выявление специфических особенностей развития портов западного побережья Фландрии (Ньивпорта, Дюнкерка, Остенде, Гравлина, Ломбардзейде, Мардейка) в конце XIV — начале XV в. Анализ обширного комплекса документальных источников позволяет говорить о серьезном влиянии на жизнь портовых городов их расположения на морской и сухопутной границе в условиях периодического возобновления военных действий между Англией и Францией в ходе Столетней войны. Они приводили как к серьезным разрушениям, сказывавшимся на финансовом положении городов, так и к необходимости проведения мер, направленных на укрепление городской обороны (например, фортификационные работы и вооружение населения в Ньивпорте). Война между Англией и Францией способствовала тому, что многие жители портовых городов также занимались пиратством, несмотря на попытки властей с этим бороться. Другим важным фактором являлось расположение портовых городов на торговых путях, связывавших по рекам и каналам внутренние районы с прибрежной зоной, а также сукнодельческие центры юга Фландрии и Артуа с крупным центром международной торговли — Брюгге. На жителях приморских городов лежали определенные обязанности по поддержанию безопасности (система маяков вдоль побережья) и хорошего функционирования (проведение различных ремонтных работ на каналах) этих торговых маршрутов. Основными занятиями большинства населения портовых городов являлись рыболовство и торговля рыбой. Изучение данных о вотировании нескольких чрезвычайных налогов позволяет получить определенное представление о финансовом потенциале портовых городов Западной Фландрии. На основании сохранившихся в источниках сведений о достаточно разнообразной экономической и социальной жизни одного из двух наиболее крупных портов в этом регионе — Ньивпорта автор приходит к выводу о том, что его развитие значительно отличалось от развития небольших приморских городков, например, Гравлина, Ломбардзейде и Мардейка.

The Panama Canal expansion has influenced the development of ports within the Latin America and the Caribbean (LAC) region, intending to capitalise on economic opportunities through seaborne trade. Examining port performance is essential to ascertain the PCE impact on port efficiency within the LAC region. Stochastic frontier analysis (SFA) was used to determine the technical efficiency of the 19 major ports within the LAC from 2010 to 2018. The result indicates that, among the four (4) port performance indicators (berth length, port area, the number of cranes (STS gantry and mobile), and the number of berths), the number of STS gantry cranes and berth length had the largest and most significant impact. Some ports with high technical efficiency experienced TEU losses despite port infrastructural development and privatization. The findings also revealed that the increased competition among regional and US East and Gulf Coast ports has negatively impacted some LAC ports’ TEU volumes due to port proximity. The dynamism of the maritime sector, especially containerization, requires ports to implement value-added services and logistics centers in tandem with port performance indicators to remain sustainable and competitive in the maritime industry.

The primary mechanism which forms and maintains estuary and delta morphology and elevation is sedimentation. Sediment deposited annually may offset elevation loss due to relative sea-level rise (SLR). So, to quantify the amount of sediment that is delivered is of crucial importance to predict if estuaries and deltas will be saved by or starved of sediment and therefore sustain their elevation or sink. Here, we assess and quantify sediment budgets and sediment management; and evaluate morphological responses of estuaries and deltas to both anthropogenic and climate changes over various timescales. I focus on urbanized deltas which are undergoing a high degree of sediment management like the Rhine-Meuse delta (RMD), the Netherlands. The Rhine--Meuse delta has an annual loss of sediment. Predictions for future sediment loss are the largest in scale in the 3500 year history of the delta. It is caused by extensive dredging and an uneven distribution of sediment over the channel network. Most sediment delivered by upstream rivers and from the coastal boundary becomes trapped in the very deep mouth area. Meanwhile, the tidal cross-cut channels and southern part of the system are sediment starved. This uneven distribution has negative implications for ecosystems including the loss of intertidal areas, causing danger to infrastructure (dikes, groynes, underground cables and tunnels), increasing flood risk and leading to higher dredging volumes (and costs) annually. The thesis finds that sediment management techniques i.e. sand mining and dredging are causing negative sediment budgets in many urban deltas. This is the primary threat in the short term (next 100 years) for most European estuaries and deltas. SLR will affect dredged and undredged estuaries differently. The floodplains and intertidal areas of dredged estuaries will actually take longer to drown than undredged estuaries. In undredged estuaries, the uneven elevation decreases the rate of drowning. However, the excess energy due to SLR will manifest itself as either meander expansion in unconstrained estuaries or as bed and bank erosion in constrained/embanked estuaries. This thesis suggests that many of the world's estuaries and deltas are at risk of land loss due to a lack of sediment. To that end, solutions which can enhance sedimentation and raise land in estuaries and deltas are urgently required. In our review of existing and planned sedimentation enhancing strategies (SES), it was found that 79% of strategies can offset even the most extreme of sea-level rise rates but available space, particularly in urban deltas is a vital challenge in their implementation. For centuries, channel networks have been shaped by port development and global growth in ship size. In such urbanized multi-channel systems, dredging and sediment management are causing an imbalance in hydrodynamics and sediment transport leading to erosion, loss of intertidal areas and increased flood risk. To tackle these issues, two things are required: 1) a positive sediment budget - enough sediment to build and sustain the desired morphology and to protect areas at risk and 2) sediment reconnectivity - protecting sinking areas by reconnecting them to fluxes of water and sediment.

The primary mechanism which forms and maintains estuary and delta morphology and elevation is sedimentation. Sediment deposited annually may offset elevation loss due to relative sea-level rise (SLR). So, to quantify the amount of sediment that is delivered is of crucial importance to predict if estuaries and deltas will be saved by or starved of sediment and therefore sustain their elevation or sink. Here, we assess and quantify sediment budgets and sediment management; and evaluate morphological responses of estuaries and deltas to both anthropogenic and climate changes over various timescales. I focus on urbanized deltas which are undergoing a high degree of sediment management like the Rhine-Meuse delta (RMD), the Netherlands. The Rhine--Meuse delta has an annual loss of sediment. Predictions for future sediment loss are the largest in scale in the 3500 year history of the delta. It is caused by extensive dredging and an uneven distribution of sediment over the channel network. Most sediment delivered by upstream rivers and from the coastal boundary becomes trapped in the very deep mouth area. Meanwhile, the tidal cross-cut channels and southern part of the system are sediment starved. This uneven distribution has negative implications for ecosystems including the loss of intertidal areas, causing danger to infrastructure (dikes, groynes, underground cables and tunnels), increasing flood risk and leading to higher dredging volumes (and costs) annually. The thesis finds that sediment management techniques i.e. sand mining and dredging are causing negative sediment budgets in many urban deltas. This is the primary threat in the short term (next 100 years) for most European estuaries and deltas. SLR will affect dredged and undredged estuaries differently. The floodplains and intertidal areas of dredged estuaries will actually take longer to drown than undredged estuaries. In undredged estuaries, the uneven elevation decreases the rate of drowning. However, the excess energy due to SLR will manifest itself as either meander expansion in unconstrained estuaries or as bed and bank erosion in constrained/embanked estuaries. This thesis suggests that many of the world's estuaries and deltas are at risk of land loss due to a lack of sediment. To that end, solutions which can enhance sedimentation and raise land in estuaries and deltas are urgently required. In our review of existing and planned sedimentation enhancing strategies (SES), it was found that 79% of strategies can offset even the most extreme of sea-level rise rates but available space, particularly in urban deltas is a vital challenge in their implementation. For centuries, channel networks have been shaped by port development and global growth in ship size. In such urbanized multi-channel systems, dredging and sediment management are causing an imbalance in hydrodynamics and sediment transport leading to erosion, loss of intertidal areas and increased flood risk. To tackle these issues, two things are required: 1) a positive sediment budget - enough sediment to build and sustain the desired morphology and to protect areas at risk and 2) sediment reconnectivity - protecting sinking areas by reconnecting them to fluxes of water and sediment.

The primary mechanism which forms and maintains estuary and delta morphology and elevation is sedimentation. Sediment deposited annually may offset elevation loss due to relative sea-level rise (SLR). So, to quantify the amount of sediment that is delivered is of crucial importance to predict if estuaries and deltas will be saved by or starved of sediment and therefore sustain their elevation or sink. Here, we assess and quantify sediment budgets and sediment management; and evaluate morphological responses of estuaries and deltas to both anthropogenic and climate changes over various timescales. I focus on urbanized deltas which are undergoing a high degree of sediment management like the Rhine-Meuse delta (RMD), the Netherlands. The Rhine--Meuse delta has an annual loss of sediment. Predictions for future sediment loss are the largest in scale in the 3500 year history of the delta. It is caused by extensive dredging and an uneven distribution of sediment over the channel network. Most sediment delivered by upstream rivers and from the coastal boundary becomes trapped in the very deep mouth area. Meanwhile, the tidal cross-cut channels and southern part of the system are sediment starved. This uneven distribution has negative implications for ecosystems including the loss of intertidal areas, causing danger to infrastructure (dikes, groynes, underground cables and tunnels), increasing flood risk and leading to higher dredging volumes (and costs) annually. The thesis finds that sediment management techniques i.e. sand mining and dredging are causing negative sediment budgets in many urban deltas. This is the primary threat in the short term (next 100 years) for most European estuaries and deltas. SLR will affect dredged and undredged estuaries differently. The floodplains and intertidal areas of dredged estuaries will actually take longer to drown than undredged estuaries. In undredged estuaries, the uneven elevation decreases the rate of drowning. However, the excess energy due to SLR will manifest itself as either meander expansion in unconstrained estuaries or as bed and bank erosion in constrained/embanked estuaries. This thesis suggests that many of the world's estuaries and deltas are at risk of land loss due to a lack of sediment. To that end, solutions which can enhance sedimentation and raise land in estuaries and deltas are urgently required. In our review of existing and planned sedimentation enhancing strategies (SES), it was found that 79% of strategies can offset even the most extreme of sea-level rise rates but available space, particularly in urban deltas is a vital challenge in their implementation. For centuries, channel networks have been shaped by port development and global growth in ship size. In such urbanized multi-channel systems, dredging and sediment management are causing an imbalance in hydrodynamics and sediment transport leading to erosion, loss of intertidal areas and increased flood risk. To tackle these issues, two things are required: 1) a positive sediment budget - enough sediment to build and sustain the desired morphology and to protect areas at risk and 2) sediment reconnectivity - protecting sinking areas by reconnecting them to fluxes of water and sediment.

It is undoubtedly true that ports can modify aspects of the regions where they are inserted in many different ways. Scholars have presented various perspectives on the influence of ports in society, including their roles according to their purpose. Surprisingly, in the age of sustainable development, the social roles of ports have not been explored in depth, and this offers an opportunity to increase the knowledge of this sector. This paper aims to investigate how managers in ports perceive their roles in the social dimension and why they think they should exist, presenting opportunities to align business objectives with the expectations of other stakeholders. Applying the content analysis technique, 28 interviews were conducted with managers in Brazilian ports and themes were developed to represent their views on social roles (5) and the reasons for adopting them (6). Overall, managers perceive social roles as part of the strategic business plan and present reasons to adopt them, ranging from compulsory to voluntary. Conclusions suggest that more needs to be done to expand the understanding of a pragmatic approach to social roles and to develop more focused actions according to the reasons for adopting social roles.

The Ports have become increasingly significant in the operation of international commercial activities as a result of the current economic globalisation. However, freight transportation planning for cargo movement through ports has become a big concern for the transportation sector overtime and it is an essential duty for the country’s economic progress. Therefore, determining the feasibility of a strategic port development necessitates assessing the port throughput. However, container throughput data is complicatedand it frequently has multiple seasons, which makes precise forecasting difficult. To enhance the accuracy of container throughput forecast of port, an enhanced Artificial Bee Colony based Recurrent Neural Network (ABC-RNN) prediction model was proposed. Twenty-four sets of data are created to create an RNN prediction model, and the network output is the container throughput statistics (2015–2019) of the VOC port in Tuticorin. The thresholds and weights of Recurrent Neural Network (RNN) are optimisedand they are finally established. The ESN is used with ABC optimized RNN to further enhance the dynamic process of learning and biological system modelling. The study also compares forecasted foreign trade container volume estimates from the RNN, ABC and combination technique of ABC optimized RNN for the cities of Cochin and VOC from 2015 to 2019. The results demonstrates that, the combined prediction model of ABC optimized RNN effectively improves prediction precision andproduce more precise outcomes.

Introducing and contextualising the contributions to the thematic section on ports, we discuss the conceptual and empirical productivity of the port for media research. As material infrastructures, ports mediate between land and sea, nature and culture, centres of power and colonised/extracted peripheries. As logistic nodes, ports connect transport and communication, technological innovation and revolutionary agency. Their ambivalent and managed visibility makes ports an intriguing motif of media representations that is harnessed for dramatic narratives, cognitive mapping of capitalism, or for city branding. As such ports help to rethink ideas about the relationship between material and symbolic aspects of mediation, between technological innovation and cultural heritage, between metaphorical and literal media ecologies.

In this interview with Laleh Khalili, her book Sinews of War and Trade (Verso, 2020) is the starting point to discuss how ports – through their material procedures and their media representations – contribute to the uneven visibility of the global economy and labor conditions. The book weaves a richly-detailed history of places along the Arabian peninsula that have been transformed by oil and finance, imperialism and nationalism, from the traditional dhow traders to the modern container ports and oil terminals. In the interview Khalili details how some ports have become a spectacle that enacts the technological sublime and caters to tourism, while also obscuring less attractive operations such as bulk cargo and scrap. Their managed visibility offers insights into the infrastructural power relationships they emerge from and reproduce. This was particularly salient in the context of supply chain crises during COVID, which also exacerbated problems of labour exploitation and the restriction of human movement. Ports can also be key nodes of protest through tactical interruption of capitalist logistics. Next to critical analysis, Khalili suggests literary imagination as a procedure that allows for a more complex understanding of the layered realities of ports.

Обострение конфликта с объединенным западом вынуждает переориентировать угольный экспорт из Кузбасса на Китай и Индию со значительной ценовой скидкой. Вследствие этого возрастает роль оптимизации экспортной логистики. Ее радикальное улучшение в направлении Китая могла бы обеспечить железная дорога через Монголию. Экспорт угля в Индию предпочтителен через порты Черного моря, иные способы организации логистики экономически не эффективны и организационно трудно реализуемы. Радикальным решением логистической проблемы был бы переход на экспорт вместо угля продукции его переработки., The aggravation of the conflict with the united West is forcing the reorientation of coal exports from Kuzbass to China and India at a significant price discount. As a result, the role of optimizing export logistics is increasing. A railway through Mongolia could provide its radical improvement in the direction of China. Export of coal to India is preferable through the ports of the Black Sea, other ways of organizing logistics are not economically efficient and organizationally difficult to implement. A radical solution to the logistical problem would be the transition to export instead of coal products of its processing., Экономика и предпринимательство, Выпуск 11 (148) 2023, Pages 452-457

International audience; This article analyzes the effects of the acquisition of the Port of Piraeus by the Chinese shipping operator COSCO in July 2016 on the organization of container traffic in Europe. Using real-time container ship positions provided by vessel tracking systems between 2015 and 2019, we study the impact of the privatization of the Greek port on its attractiveness and on that of competing ports for the ships of the various operators, and more particularly of COSCO. Difference-in-difference estimates suggest that the number of container ship calls to the Port of Piraeus has increased following its privatization, but that this increase in attractiveness corresponds mainly to vessels operated by COSCO with a capacity of more than 3000 twenty-foot equivalent units, and in particular to the largest of them. We do not identify any crowding out effect between operators in Piraeus: the use of Piraeus by the vessels of other operators remains relatively unchanged. The privatization of Piraeus seems to have imposed the Greek port as COSCO's transhipment hub for the European market without this being to the detriment of ports in any other particular European area.

Panama is a country with a privileged geographical and climatic position, which has allowed it to develop as a center/hub of the Americas. The economy is mainly based on the service sector that includes the Panama Canal, and ports and related activities such as the Colon Free Zone, tourism and airport services, and the International Banking Center. As part of Panama's port logistics development, there is a container transfer system from the Pacific to the Atlantic by road or rail. Currently, the road infrastructure does not have perfect conditions, consequently this does not allow it to generate good logistics performance between the final destinations and the different ports that they serve. For this reason, the ports around the Atlantic and Pacific entrances of the Panama Canal have specialized in the movement of containerized cargo and have developed one of the most recognized transshipment centers in Central America. The objective of the study presented in this initial research proposal is to carry out a bibliographic review. Know the literature that has been written about the main effects on the maritime or access zone, the land or maneuvering zone, and the liaison zones with land transport, which are causing a delay in the mobilization of trucks, in the Panamanian Pacific. The methodology of this work was to carry out an exhaustive bibliographical review of the literature on the effects of waiting times, described by the media, magazines of the maritime sector, and especially how the institutions have generated improvement plans for a development to long-term needs of the sector maritime. The results obtained are the contributions of all those involved in the maritime sector, both the private sector and the state, who seek to improve the process that is currently being developed in the Pacific ports. In conclusion, a series of recommendations of the contributions of the private sector and state institutions are proposed, such as the strengthening of the legal framework, improving the management, exploitation, and promotion of infrastructure, are the goal in which the two sectors agree. Who are analyzing the problems suffered by the infrastructure of the Pacific ports.

André Suarès (1868-1948) est par ses racines juives portugaises, par sa naissance italienne, par les influences sensibles dans son œuvre, un écrivain de la Méditerranée : un monde que composent la Grèce et Rome, l’Italie de la Renaissance, Marseille et la Provence – arts, lettres et histoire mêlés. Des textes inédits conservés à la Bibliothèque littéraire Jacques Doucet donnent la parole à l’auteur et illustrent son grand triptyque méditerranéen : Provence, Espagne, Italie., André Suarès (1868-1948) is, by virtue of his Portuguese Jewish roots, his Italian birth, and the influences evident in his work, a writer of the Mediterranean: a world made up of Greece and Rome, Renaissance Italy, Marseilles and Provence, in which literature, arts and history are intertwined.

The Wiener index of a graph G is defined as the sum of the distances between all pairs of vertices in G. In this master thesis we introduce recursive trees, plane oriented recursive trees (PORTs) and simply generated trees. We then present results by Neininger, Janson, and Munsonius and Rüschendorf for the expectation and limiting distribution of the Wiener index of these families. For recursive trees and PORTs the results follow from analysing the recursive structure of the trees and the contraction method, while the results for simply generated trees is based on a limiting object, the continuum random tree.

This issue covers topics that concern the regeneration and renewal of urban and rural areas within cities, as well as taking on an environmentally conscious perspective on architecture and construction principles. Urbanism has drawn the attention of a significant number of researchers and scholars globally, as well as it should, for the sharp rise in population density in cities has rung the alarm bell that signals devastating effects for our planet, and the respective cities alike. The urban sprawl, caused by accelerating rates of population density, has been the root cause of a multitude of local and global ills. The destructive effects range from a rise in crime rate, unprecedented rates of greenhouse gas emissions, roads exclusive for automobiles that push out pedestrians and cyclists, unreliable public transit systems, and an overall sense of unlovability and crowdedness within cities. Ever vigilant, researchers and scholars around the globe have been submitting solutions on two fronts: Firstly, the revitalization of urban areas, through innovative concepts such as green urbanism, which puts forth a sustainable approach to urban planning, prioritizing the inclusion of green spaces and landscapes within urban areas, responsible resource & waste management, reliable public transit systems, and roads & infrastructures that take into account not just vehicles, but pedestrians, and automobiles. The second front, is rural rejuvenation, as the urban sprawl takes hold, people have been recognizing its destructive effects, and moving back into rural areas. Additionally, the work mobility granted to us by technological advancement, and as a byproduct of COVID-19 has allowed people to go where they please without compromising work availability. This cultural shift of movement into rural areas demands our attention and study, for rural revitalization could be a possible solution to the urban sprawl.

The Physical Internet (PI) is a relatively young and compelling vision about the freight transport and logistics system of the future. Besides showing how many technological and organizational innovations could converge in a real-world logistics system, it also addresses cross-industry interests such as digitalization, standardization, resilience, and environmental sustainability. In the logistics R&D community, the PI is already inspiring new designs of loading and packaging material, architectures for collaboration, and open information exchange, as well as algorithms for system-wide optimization. Our focus is on the position and role of maritime ports within the PI, as the transport hubs that facilitate most of the world's international trade. We introduce the key notions of the PI vision and expand on the unique position of maritime ports in the PI with the respective challenges this may create. Finally, we discuss the requirements for maritime ports to be ready to take up their role in the PI. We found that policy directions for ports to contribute to the development and implementation of the PI lie within the areas of transport infrastructure, (PI) standardization, advanced terminal areas, ICT hardware, information systems (IS) and platforms, and sustainability management.

Port sustainability studies are increasing rapidly and are skewed toward environmental aspects, while at the same time their results are fragmented, making it difficult to collectively assess conclusions. This study, therefore, aims at building a framework which categorises port actions, measures, and implementation schemes (policy tools to improve the uptake), utilising the critical literature review method. Additionally, linkage of port sustainability to the United Nations’ Sustainable Development Goals (UN SDGs) is highlighted. Port sustainability includes internal (port side) and external (ships and land transport) actions and measures. The study results form 16 homogeneous and interconnected sustainability categories, including a non-exhaustive list of operationalising measures, encompassing the three dimensions of sustainability (environment, economy and society) while implementation schemes are divided into four groups. Considering that ports are under scrutiny and perceiving growing pressure to improve their sustainable pathways, for example by addressing climate change and energy consumption, the identified ports’ sustainability actions and measures, including the linkage with the UN SDGs, are overarching and multidimensional and seen as a step in achieving far-reaching sustainable implementation. The study’s practical implications guide port policymakers and industry practitioners to go beyond the low hanging fruit (customary practices), and enable them to take reliable decisions for broader sustainability implementation. Additionally, the identified research implications stimulate further academic discussions.

Currently, the shipping industry is at a crossroads. Although it has overcome numerous technological barriers and finance and economic crises over the years, the industry is facing its most prominent challenge, which rests on finding the most feasible solutions to deal with industry decarbonisation until 2050. Within this scope, the current Editorial addresses the issue of sulphur emissions that the industry faced with the entrance of the sulphur regulation on 1 January 2020 and draws attention to the road that the industry players need to cover to decarbonise the shipping industry. Innovative measures like the Poseidon Principles or the Sea Cargo Charter are in place, and industry players are coming together to find feasible solutions. Within this regulatory environment, the shipping industry also had to deal with the COVID-19 Pandemic. However, some market segments, such as the container and dry bulk ones, have managed to survive, which is not the case with the tanker market. Altogether, these events draw the industry to deal with the market, technology, and regulatory challenges and risks whose outcome is yet to be seen. The Editorial concludes by presenting briefly the papers published in this Special Issue, which were selected among the ones presented at the 2021 World of Shipping Portugal, an international research conference on maritime affairs, 28–29 January 2021, that took place online from Portugal to the World due to the Covid-19 pandemic.

RESUMEN La investigación tiene como objetivo analizar el impacto económico de la bajante del río en los puertos del Paraguay, 2019-2020. Se basó en un enfoque cuantitativo de diseño no experimental, con corte transversal y descriptivo. Se encuestó a 42 participantes (doce trabajadores de agencias marítimas, siete agentes portuarios, cinco importadores y dieciocho despachantes de aduanas) a través de un cuestionario de ocho preguntas, enviado vía WhatsApp mediante el muestreo de la bola de nieve en mayo de 2021. Los criterios de inclusión fueron: funcionarios activos en empresas de agencias marítimas, puertos, despachantes, relacionados con las importaciones y con partici pación voluntaria. Los resultados más relevantes fueron: 100% de los encuestados afirmaron la existencia de un impacto negativo por causa de la bajante del río Paraguay; 48% mencionaron la aparición de altos costos logísticos en el aprovisionamiento y 48% en el transporte de larga distan cia y; 62% consideraron como estrategia de solución la implementación del transporte multimodal. Se concluye la existencia de un impacto económico negativo a causa de la bajante del río en los puertos del país. Una de las tantas soluciones planteadas es la realización de dragados eficientes en las zonas más críticas del río Paraguay, pudiendo de esta manera traer consecuencias positivas en la mejora de recaudaciones aduanera y lograr una gestión más eficiente en el trabajo de las importaciones y exportaciones. ABSTRACT The research aims to analyze the economic impact of the downspout of the river in the ports of Paraguay, 2019-2020. It was based on a quantitative, non-experimental, cross-sectional and descriptive design approach. 42 participants (twelve shipping agency workers, seven port agents, five importers and eighteen customs brokers) were surveyed through an eight-question ques tionnaire, sent via WhatsApp through the snowball sampling in May 2021. The Inclusion criteria were: active officials in companies of maritime agencies, ports, dispatchers, related to imports and with voluntary participation. The most relevant results were: 100% of those surveyed affir med the existence of a negative impact due to the descent of the Paraguay River; 48% mentio ned the appearance of high logistics costs in procurement and 48% in long-distance transpor tation and; 62% considered the implementation of multimodal transport as a solution strategy. The existence of a negative economic impact due to the downstream of the river in the country’s ports is concluded. One of the many solutions proposed is the performance of efficient dredging in the most critical areas of the Paraguay River, thus being able to bring positive consequences in the improvement of customs collections and achieve a more efficient management in the work of imports and exports.

En 2022, les ports européens sont encore des espaces genrés au masculin, tant dans la composition de la main-d’œuvre que dans les représentations sociales. La féminisation des ports est à l’arrêt, en dépit des discours en faveur des opportunités professionnelles pour les femmes. Partant d’une recherche menée dans les ports nord-européens du Havre (France) et de Felixstowe (Royaume-Uni), cet article analyse la faible féminisation des ports à partir des pratiques concrètes des employeurs portuaires publics et privés. Les employeurs portuaires cherchent à réduire leur main-d’œuvre : ils ont donc intérêt à ce que les femmes restent en petit nombre. La première partie propose une revue de littérature sur le concept de féminisation du travail : jusqu’à présent la féminisation a été travaillée à l’échelle de quelques professions emblématiques, plutôt qu’à l’échelle d’un système de professions. La deuxième partie montre que les employeurs portuaires produisent des statistiques sur l’emploi qui évacuent la variable genre : les travailleuses sont invisibilisées et leur faible nombre n’est pas considéré comme problématique. La troisième partie s’intéresse à la division du travail portuaire selon le genre : en l’absence de politique à destination des femmes, ce sont les stéréotypes et les résistances opposées par les travailleurs qui organisent cette division du travail. Les femmes sont cantonnées à un nombre limité de postes (métiers périphériques à l’activité portuaire) et aux faibles responsabilités. La dernière partie montre que la dégradation des conditions salariales pénalise les femmes entrées récemment dans les professions les plus masculines des ports.

Au XIXe siècle, les Grecs ont joué un rôle capital sur l’ensemble des côtes de cette mer fermée ne communiquant avec l’extérieur, la Méditerranée orientale et le monde océanique, que par les détroits et Constantinople. Ils ont développé une économie prospère d’échanges commerciaux servis par une marine marchande entre leurs mains. La Russie avait réussi à la fin du XVIIIe siècle à ouvrir cet espace maritime au commerce international à la suite de plusieurs guerres russo-turques et de traités libéralisant les échanges. Ce bassin de la mer Noire se partageait en deux ensembles géographiques à la population et au fonctionnement distincts : le Nord et l’Ouest, correspondant au Sud de la Russie et de l’Ukraine et à deux pays balkaniques la Bulgarie et la Roumanie d’une part, le Sud et l’Est, correspondant à la Turquie et au Caucase (Géorgie, Russie) d’autre part. Dans le premier, l’implantation des Grecs, venus de Grèce continentale et de l’Archipel, s’y est traduite par une forte croissance de la culture et du commerce d’exportation des céréales (en particulier du blé) et secondairement d’autres produits agricoles (raisins et vins, tabac) vers la Méditerranée orientale et l’Europe occidentale (Angleterre, France). Les villes-ports d’Odessa, Taganrog, Rostov en Russie, Varna, Burgas en Bulgarie, Braïla, Galazion, sur le Danube en Roumanie, ont été les principaux centres et ports de ce commerce d’exportation dominé par les marchands et armateurs Grecs. Dans le second, la région côtière du Pont, peuplée par une population grecque issue de l’empire byzantin de Trébizonde, a été à l’origine de migrations vers le Caucase tout au long du XIXe siècle. Ses deux principales villes-ports de Trébizonde et Amissos (Samsun) étaient reliées à l’intérieur de l’Anatolie et de l’Iran, celles de Batum, Sukhum et Novorosisk au Caucase géorgien et russe. On comparera l’essor de l’économie et des sociétés urbaines de ces entrepreneurs et armateurs grecs tout au long du XIXe siècle et leur déclin rapide, allant parfois jusqu’à leur disparition au début du XXe siècle, au sein de deux systèmes économiques et migratoires distincts : l’ensemble grec pontique à l’Est et l’ensemble grec balkanique et archipélagique à l’Ouest du Pont Euxin. In the 19th century, the Greeks played a major role on all the coasts of this closed sea, communicating with the outside, the eastern Mediterranean and the oceanic world, only through the straits and Constantinople. They have developed a thriving trading economy served by a merchant navy in their hands. Russia had succeeded at the end of the 18th century in opening up this maritime space to international trade following several Russo-Turkish wars and treaties liberalizing trade. This Black Sea basin was divided into two geographical areas for the population and functioning separately: the North and the West, corresponding to the South of Russia and Ukraine and to two Balkan countries Bulgaria and Romania on the one hand, the South and the East, corresponding to Turkey and the Caucasus (Georgia, Russia) on the other hand. In the first, the establishment of the Greeks, who came from mainland Greece and the Archipelago, resulted in a strong growth in the cultivation and export trade of cereals (in particular wheat) and secondarily of other agricultural products (grapes and wines, tobacco) to the eastern Mediterranean and western Europe (England, France). The port cities of Odessa, Taganrog, Rostov in Russia, Varna, Burgas in Bulgaria, Braïla, Galazion, on the Danube in Romania, were the main centers and ports of this export trade dominated by Greek merchants and shipowners. In the second, the coastal region of Pontus, populated by a Greek population from the Byzantine Empire of Trebizond, was the source of migrations to the Caucasus throughout the 19th century. Its two main port cities of Trebizond and Amissos (Samsun) were connected within Anatolia and Iran, those of Batum, Sukhum and Novorosisk to the Georgian and Russian Caucasus. Economy and urban societies of these Greek entrepreneurs and shipowners throughout the 19th century and their rapid decline, sometimes going as far as their disappearance at the beginning of the 20th century, within two distinct economic and migratory systems: the Pontic Greek ensemble to the east and the Balkan and archipelagic Greek ensemble to the west of the Euxin Bridge.

The "Partner Port Charter" create a partnership between the Iroise Marine Protected Area (Iroise Marine Natural Park) and port areas of its territory. With this Charter, initiated in 2016, the MPA has implemented a model « Quality and Environnement Charter » process. It identifies potential environnemental impacts of port activities and defines priority areas and pollution reduction strategies. Since 2021, every 11 harbours of the MPA territory is commited to this charter. In 2010, a project based on the OSPAR protocol showed in the MPA a trend at the opposite of the national data : the main part of the macro-waste in Iroise Sea was of maritime origin (70 %). 13 % of that pollution was contributed by 'Industrial fishing', making it the most polluting activity. Macro waste from harbours became a target with a budget from of european projet (Preventing Plastic Pollution) and « France Relance » plan. The complementarities between these two key strategic tools permitted the MPA to implement a territorial policy to reduce plastic pollution at sea. The main pollution sources have been identified and characterized. We worked along with harbour managers and users to evacuate the current waste stock : 55 shipwrecks have been transported to a recycling center, 62 tons of macro-waste have been removed and we helped 3 fishing harbours to organise selective collection of used plastic fishing gear. The aim of these operations was to settle or support the implementation of a selective collection, transport and valorisation system for plastic harbour waste. To reduce and replace plastic, we work to use biosourced fishing nets and ropes experiments. As it is important to demonstrate the sustainability of these one-off aid measures over time, different steps of the project were combined with awareness raising, information and training of every category of stakeholders. Also see: https://micro2022.sciencesconf.org/426667/document, In MICRO 2022, Online Atlas Edition: Plastic Pollution from MACRO to nano

International audience; Pendant les trois derniers millénaires, Ainos (moderne Enez, dans la province turqued’Edirne, en Europe) a été un des carrefours commerciaux de la Méditerranée orientale, entrel’Asie Mineure, l’Europe du Sud et les Balkans. Située sur une île qui est définitivementdevenue, au Néolithique, une presqu’île, entre les embouchures du fleuve Hèbre (en turcMeriç) et la mer Égée, Ainos/Enez a contrôlé tout le trafic Ouest-Est le long de la côteégéenne, mais aussi Nord-Sud, le long de la vallée du fleuve et de ses affluents. À l’époqueantique et médiévale, le delta de l’Hèbre n’avait pas encore atteint la ville elle-même, qui étaitentourée par la mer. Des bancs de sable ont progressivement fermé les golfes autour de lapresqu’île, donnant naissance à des lagunes propices à l’installation des ports, des salines etdes pêcheries. Cette importance stratégique d’Ainos est confirmée par les auteurs anciens etmodernes, mais aussi par les découvertes archéologiques extrêmement riches, surtout dans lesnécropoles fouillées par Sait Başaran autour de la ville.Dans cet exposé, nous évoquerons l’histoire d’Ainos, reconstituée à partir de sourceslittéraires confrontées à la documentation archéologique et géoarchéologique. Dans lapremière partie, nous nous concentrons sur l’espace urbain (l’« Acropole » et l’espace habitéautour), depuis le VI e siècle av. J.-C. à l’époque ottomane. Dans la seconde partie, nousprésentons les espaces frontaliers : les fortifications et quelques découvertes des nécropoles,actuellement à l’étude au Musée d’Edirne. Dans la dernière partie, nous synthétisons nosrésultats sur les ports urbains et extra-urbains, et sur les routes reliant Ainos (et Gala Gölü) aureste du monde.

The coronavirus which emerged in December 2019 has affected the health of people and the whole world’s social and working life. This pandemic has impressed not only people’s health and life but also the world economy and especially maritime trade. International organizations and maritime authorities such as World Health Organization (WHO) and International Maritime Organization (IMO) have taken several measures and responses to mitigate the impact the Covid-19 on the maritime industry. Taking precautions, implementing protocols, and complying with guidelines at ships and ports which helps to protect the health of seafarers, passengers, port workers, and the general public have adversely affected the entire world economy and international trade. The study aims to identify the impacts of Covid-19 on maritime trade and transportation and to estimate world maritime trade for the years 2023, 2025, and 2030. In the study, a literature review was conducted, the impact of the Covid-19 on world maritime trade, maritime transportation, port calls, and shipping companies have been examined and the least squares method which is a form of regression analysis was used to estimate maritime trade and container throughput for these years. According to the result of the analysis, it is estimated that the world maritime trade will be 24,100.8 million tons in 2023, 25,163.2 million tons in 2025, and 27,819.2 million tons in 2030, and the estimated total container throughput at container ports in the world will be 906,104.1 thousand TEU in 2023, 959,701.5 thousand TEU in 2025 and 1,093,695 thousand TEU in 2030. It has been concluded that the total global maritime trade and amount of containers handled will increase gradually.

Tema rada je analiza i usporedba različtih transportnih sustava u poljoprivredi koji zajedno čine jednu cijelinu, a to su integralni transportni sustavi. U radu se spominju različiti transportni sustavi pri prijevozu raznih poljoprivrednih proizvoda i dobara. Pored svih navedenih transportnih sredstava koji se najviše koriste u svijetu, tako se u radu analizira cestovni prijevoz lakopokvarljivih proizvoda specijaliziranim kamionima, brodski transport žitarica i hlađenih teret, te željeznički transport poljoprivrednih dobara. Najviše pažnje je posvećeno transportnim sredstvima, teretima koji se transportiraju i njihovim zahtjevima, ukrcaju i iskrcaju tereta, pristaništima, lukama, terminalima, učincima i količinama, te pravilnicima i međunarodnim sporazumima o transportu poljoprivrednih proizvoda i dobara, kao i značaj europskih prometnih koridora i ruta, sa naglaskom na Republiku Hrvatsku., The topic of this paper is the analysis and comparison of different transport systems in agriculture that together form one whole and those are integrated transportation systems. The paper mentions different transport systems in the transport of various agricultural products and goods. In addition to all the above-mentioned means of transport that are mostly used in the world, the paper analyzes the road transport of perishable products by specialized trucks, ship transport of cereals and refrigerated cargo, and rail transport of agricultural goods. Most attention is paid to means of transport, cargo and their requirements, loading and unloading of cargo, ports, terminals, effects and quantities, and regulations and international agreements on the transport of agricultural products and goods, as well as the importance of European transport corridors and routes, with emphasis on the Republic of Croatia.

The maritime sector is a vital component of the global economy. Its international nature supersedes state boundaries and any disruption in its operations could have consequent and collateral global effects, affecting the socio-economic wellbeing of regions, states and peoples. The increasing adoption of digitalisation in the sector, primarily increases efficiency, minimize cost and maximise benefit, while improving safety, simultaneously introduces a new cyber threat landscape. The attack surface has broadened further due to the COVID-19 pandemic, as recent, high-profile cyber attacks to shipping companies have indicated. Cybersecurity is not limited to technology but involves people and business processes. Hence, to mitigate the security risk introduced by cyber threat actors, the industry, like any other, should initially focus on identifying its most critical assets and then adopt risk mitigation measures, spreading from legislative initiatives to company-specific technology solutions. Industry-led initiatives should promote the adoption of cyber-related policies and mechanisms that focus on business continuity. It should be the role of international bodies, classification societies and national authorities to ensure compliance and full implementation of these measures. This paper adopts a System of Systems Analysis to carry out a vulnerability assessment of port and ship ecosystem, while providing insights on the role of the aforementioned entities. Our analysis decomposes the industry’s major assets; ports and ships, to specific subcomponents which are used as the basis of the vulnerability assessment. According to our findings, this approach highlights that the majority of these subcomponents; ports and ships, are increasingly vulnerable to cyber attacks.

This study addresses the highly topical issue of the impact of the COVID-19 pandemic on port logistics. The impacts are reflected in all three pillars of sustainable operations and development that port logistics should pursue. The economic impact is strong and is reflected in the extremely high transport prices, the accessibility of transport, the lengthening of the supply chain, and the reduced liquidity of companies. The social aspect is very important regarding working conditions and workers’ roles in ports and logistics service providers (LSPs). The dynamic changes caused by the COVID-19 pandemic also have an impact on the environmental aspect. As supply chains are vulnerable, more attention is paid to the components of time, price, and reliability than greener transportation. This study highlights changes in port logistics due to the COVID-19 pandemic in logistics companies in the northern Adriatic region and covers a specific gap in the understanding of the sustainable adaptations of LSPs in their operations within port logistics. The results enrich the scientific field regarding LSPs to work processes, the digitalization of business processes, and the organization of logistics chains. The results can be used to develop new sustainable business models for port logistics and port governance, as some researchers have already called for because port logistics too often pursue the economic goals of the fastest and cheapest logistics process. At the same time, social and environmental aspects are somewhat neglected. The changes are particularly pronounced in critical situations, such as those typical of the COVID-19 pandemic. The study was conducted as part of the project about green port development with external research funding.

The island of Porto Santo belongs to the Madeira Archipelago and is often described as an idyllic paradise for its warm waters and its iconic sandy beach, though it faces vulnerabilities such as insularity; a small economy; geographic remoteness; and scarce population, area, and available resources. Nevertheless, these disadvantages have a silver lining because small territories can act as laboratories to test and develop models that can subsequently be implemented at a larger scale. This work provides a case study of the role of ports in tourism development It presents an analysis of air and maritime transport used by tourists to visit the Island of Porto Santo, Madeira Islands, Portugal. The climate changes and strong winds during the year can reduce tourist demand for the inter-island sea travel in the Madeira Archipelago. Porto Santo is a strategic transfer point for tourism, and improving the shipping infrastructures will enable a faster and more diversified maritime transportation system. To capitalise on these developments, Porto Santo needs to improve its reputation as an exclusive beach destination. This will reduce tourism seasonality and improve sustainability.

Ship refit and repair operations in shipyards generate aerosol emissions with high potential for environmental impacts. Metal-bearing nano-, fine and coarse particles are incidentally formed and can be released to indoor and ambient air and the aquatic environment. This work aimed to further the understanding of these impacts by characterising particle size-resolved chemical composition (15 nm - 10 μm), organophosphate esters (OPEs) content (e.g., plasticisers) and cytotoxic and genotoxic potential. Results showed that nanoparticle emissions (20-110 nm) took place in bursts, coinciding with the use of mechanical abraders and spray-painting guns. Tracers of these activities were Sc, V, Cr, Co, Ni, Cu, Rb, Nb, and Cs. Key components were V and Cu, probably sourcing from nanoadditives in the coatings. Abrasion of coatings also emitted OPEs, especially from old paints. Toxicity assessments consistently evidenced hazardous potential for the different endpoints assessed, for a number of samples. Exposures to spray-painting aerosols were linked with reduced cell viability (cytotoxicity), significant generation of reactive oxygen species (ROS), and increases in micronuclei frequency (genotoxicity). Even though spray-painting did not contribute significantly to aerosol mass or number concentrations, it was a major driver of potential health effects. Results suggest that aerosol chemical composition (e.g., content in nano-sized Cu or V) may have a larger impact on toxicity than aerosol concentration. While direct human exposures may be prevented using personal and collective protective equipment and environmental release can be minimised by enclosures and filtration systems, impacts on ambient air and the aquatic environment cannot be fully prevented. The continued use of good practices (exhaust, dilution, general ventilation systems, PPE, already in place) is encouraged to reduce inhalation exposures inside the tents. Understanding the size-resolved chemical and toxicological properties of aerosols is key to reducing human health and environmental impacts of ship refit operations in shipyards., The authors gratefully acknowledge the extensive support received from Hemisphere Coating Services SL, part of Global Yachting Group. This work was carried out in the framework of project IDEALPORT (RTI2018-098095-B-C21). It was also supported by the Instituto Valenciano de Competitividad Empresarial (IVACE) (InOutnano project ref. IMAMCA72022/1), the Spanish Ministry of Science and Innovation (Project CEX2018-000794-S) and by AGAUR (project 2017 SGR41).