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Public-private partnership (PPP) is a popular form of port investment in developing countries. Collaboration with the government can be critical to the success of a port PPP, which may also eventually affect a firm's risk and performance. This study empirically investigates the impact of project-specific and company-specific factors on government ownership in a port public-private partnership in developing countries. Results show that a higher proportion of government ownership in port PPPs is associated with a larger PPP investment amount, a higher historical proportion of government ownership, and presence of both foreign and other types of private investors. On the other hand, presence of bidding, local private investors, and vertical and horizontal integration are negatively correlated with the proportion of government ownership. This study can provide private investors with a reference framework to identify potential port PPP projects to enter based on their preferences, capabilities, and portfolios. It can also assist inexperienced port authorities in analysing when to take ownership of port PPPs. [ABSTRACT FROM AUTHOR]

This study examines the port planning dynamics of the neighbouring ports of Koper (Slovenia) and Trieste (Italy) since the Second World War. Through an analysis of port-related planning documents, it offers insights into how geographical proximity, divergent geopolitical circumstances, and a unique border context have shaped the development trajectories of these two ports. We argue that their spatial planning is somewhat idiosyncratic because the presence of a border did not necessarily condition unrelated planning efforts and vice versa. Max Fabiani was the only urban planner to propose a joint development plan for both port cities in the immediate post-war period. The port and local authorities pursued separate planning paths for the two port cities after the Yugoslav–Italian border was established in 1954. As the border became more permeable, a certain relatedness can be seen in the spatial planning of both ports. The port authorities worked toward a unified port system at the turn of the millennium, but the persistence of phantom borders prevented this. In recent decades of European borderless integration, there are fewer obstacles to planning cooperation. Currently, both ports are planning similar development, such as the expansion of container terminals, which is leading to their increased competition. [ABSTRACT FROM AUTHOR]

Multimodal transportation (MT) is a coordinate system for integration of different transportation systems. Today, MT in ports is more pronounced due to problems of shipping costs, road congestion, environmental concerns, and traffic safety. Too many parameters in MT development make it as a big challenge. It needs decision-making procedure to define MT development strategies. To respond to this need, internal and external criteria associated with transportation industry should well be known based on the Strengths, Weaknesses, Opportunities and Threats (SWOT). Shahid Rajaei port as the best representative of large international ports of Iran, faced with many challenges in MT development was studied. The components in port development were found through qualitative study and questionnaires among the port experts. Weights of the experts in decision-making procedures were obtained through their specialty, age, education, and work experience. The four-dimensional SWOT model was created to categorize the internal/external conditions of the port. To this end, the experts were asked to answer the questionnaires according to the Likert spectrum and the components of the SWOT model were graded through fuzzy analysis. Based on the SWOT components, experts created MT development strategies. The AHP method was used to rank the strategies. The superior strategies in MT development were: (1) sustaining the fame of the port through its facilities, (2) upgrading the knowledge/skills of local employees to have more contribution in the port, (3) increase of financial incentives and (4) development of the port infrastructures. Since there are many similarities in the infrastructures and challenges of this port with other major ports in the world, the results is applicable for other ports in the world that need MT development strategies. [ABSTRACT FROM AUTHOR]

A port has traditionally played such a fundamental role as cargo handling within the concept of containerisation and multi-modalism. Today, however, the port is required to become more aligned with global supply chains: that is, integration – more specifically, termed 'port supply chain integration' (PSCI). Increasing scale and volume of sea-based trade results in a situation where the port is blamed as a source of environmental and social externalities – 'port sustainability' (PS) being stemmed from. Existing studies have emphasised the role of PSCI with a few economic facets; due attention has not been given to sustainability aspects. Bearing these issues in mind, this paper attempts to conceptually discuss a claim that PSCI has a potential influence on PS and to propose a so-called 'sustainably integrated port supply chain' by establishing a conceptual framework linked to a series of testable propositions. Using systematic review, this paper delineates the role of supply chain integration in achieving sustainability in ports, and it investigates the conceptual interactions among PSCI and PS constructs and variables in a holistic approach. Propositions to be suggested from this line of exercise can be used as a basis for an empirical test towards establishing a theory applicable to the field. [ABSTRACT FROM AUTHOR]

This paper documents the findings of an ESRC-funded project about religion in the context of the international global shipping industry, with particular focus on the work of port chaplains. We describe the physical, emotional, spiritual and financial risks involved in port chaplaincy work, and the way this form of religious employment is distinctly gendered. But the risks and challenges of port chaplaincy are considered alongside its intrinsic rewards and potential for professional fulfilment, most especially through the traffic of material goods and the sharing of hospitality that enable relationships between chaplains and seafarers. Our work contributes to the scholarly field of workplace chaplaincy by providing an empirical case study of port chaplains who typically operate as 'lone workers' as they minister to seafarers whose labours are so vital to the global economy. We consider the fact that lone workers can be vulnerable to exclusion from effective management practices which otherwise assume face-to-face interaction. [ABSTRACT FROM AUTHOR]

Research into what is known as the Atlantic Europe of Southwest Spain has highlighted an important network of fluvial coastal anchorages that, in a diachronic way, mark the coastline from the mouth of the Baetis River to the Anas. Most are associated with fishing factories, coastal population settlements, or the port of Onoba itself, and all have meaningful commercial traffic in products that show extensive Mediterranean and Atlantic commercial networks. Based on this context, the aim of this article is to demonstrate that these stationes, besides developing and keeping trade networks, provided a place for boats to shelter as they moved along the southwest coast. To do this, various terrestrial and subaquatic archaeological testimonies will be analyzed, which support the existence and development of a group of ports and anchorage areas with different port and commercial maritime models. [ABSTRACT FROM AUTHOR]

There is an increasing demand for high strength and more durable materials in the asphalt technology market. In response to the demand, epoxy asphalt mixture (EAM) is one relatively new technology for use as a paving material in flexible pavements. There are various research works carried out on the laboratory and field performance of EAM. However, comprehensive research covering functional and field (F&F) performance of EAM is lacking. The main purpose of this review is to bridge this gap via the analysis of the functional properties of EAM. Consequently, the field performance of EAM in different case studies is reviewed and the serviceability of EAM in various transportation infrastructure is investigated. This paper also reviews the life cycle cost and maintenance of EAM. The major findings indicate that EAM shows superior F&F performance compared to the traditional hot and warm asphalt mixture. Additionally, the use of EAM is beneficial in the structure of pavements in tunnels and on bridge decks. In conclusion, the higher F&F performance of EAM supports the development of better performing pavements for various applications. [ABSTRACT FROM AUTHOR]

Maritime clusters are conducive to promoting the development of an urban economy and maritime industry. The development of high value-added maritime industry is beneficial to upgrading a maritime cluster and improving its competitiveness. We discuss the symbiosis between ports and various value-added industries within a maritime cluster from a resource perspective, using the theory of life cycle and value chain, in order to answer the question: what role does the port play in the upgrading of maritime clusters? An empirical analysis of Dalian, China, was conducted using the Lotka-Volterra model. Our results show that resources were attracted by ports to promote the shipping industry and marine insurance in the non-decline period (NDP) of the cluster. During the declining period (DP) of the cluster, port development led to intensified resource competition and lock-in effects, destabilizing the relationships within maritime industries. Strengthening inter-industry cooperation, increasing market openness, and granting supportive policies to enterprises may rectify this decline. This study provides a reference for managers and researchers to aid in promoting the coordinated development and upgrade of maritime clusters. [ABSTRACT FROM AUTHOR]

In May 2017, the community of Buenaventura, Colombia's main port and the city with the largest Afrodescendant population, went on a general strike. By scrutinising this event, this article reveals some shades of the entanglements of race, class, political subjectivity, security, capitalist development and histories of colonialism that structure the racial dynamics of space. Relying upon discourse analysis of policy papers, legal regulations and secondary sources, coupled with informal interviews and direct observation, it is argued that violence and coercion have been central techniques for harnessing the local poor population in accordance with the needs of the port as the emblem of capitalist development. The article pays particular attention to how law is implicated in the violence deployed in the city-port either as a legitimising factor or as discursive formation which portrays the local population as dangerous and thereby as a security threat to the port. This narrative about the insecurity of the poor, created and recreated by the law, reinforces the image of the Black population as undeserving poor, while at the same time legitimising the coercive interventions that have characterised the control of criminality and social mobilisation in the city-port. However, the strike allows us to see that precarity and violence have resulted in a politically active population and sophisticated levels of mobilisation which have managed to stop capitalist development, at least for a while. [ABSTRACT FROM AUTHOR]

This study offers a methodology for field survey and analysis of artifact-rich contexts in near-shore waters. Faced with mixed deposition of fragmentary ceramics and other materials along the tectonically active southern Turkish coast at Kekova Adası, we combined rapid artifact counts, in situ object documentation, large-area photogrammetry, and selective artifact sampling. Quantitative and qualitative analyses of published shipwrecks and anchorages, as well as onshore port assemblages throughout the area, facilitate comparison with these mixed maritime remains at Kekova Adası, allowing signatures to be distinguished among different depositional contexts, from transshipment and anchoring to harbor tasks and local consumption. The approach provides a framework to evaluate more systematically the underwater survey finds from complex and disturbed contexts and to analyze a broader range of often-overlooked archaeological data in the study of the many maritime activities and interactions that marked the coastal waters of the ancient Mediterranean. [ABSTRACT FROM AUTHOR]

Political decisions taken after WWI resulted in significant geopolitical shifts in the South Baltic area. Due to the unfavourable stance of its new neighbour, the Free City of Danzig (Gdańsk), the reborn state of Poland decided to build its own independent port in 1920. The village of Gdynia, where the investment was located, underwent a serious transformation over a decade. It became a large urban centre of international economic significance: Poland's gate to the sea. The new Polish state began by strengthening its position in the region through searching for historic contexts and points of reference. Evidence of Polish and Slavic heritage was discovered and gathered. Folk tools and products were collected too. In the face of Gdynia and the region's economic and social transformations, they were gradually replaced. Some of the items ended up in the City Museum which was established in Gdynia. This article discusses how the institution strove to reinforce its leading role in the region. [ABSTRACT FROM AUTHOR]

Report cards are increasingly popular tools communicating the condition of coastal and riverine environments to environmental managers, stakeholders and the public, and synthesising complex data drawn from a range of indicators. Mud crabs have not previously been included in ecosystem health report cards in Australia or elsewhere but have been suggested as environmental indicators for tropical coastal marine environments in Australia. Mud crabs support commercial, recreational and Indigenous fisheries and their biology is relatively well known. For these reasons and due to their local relevance, mud crabs (Scylla serrata) were selected for long-term monitoring and inclusion in a report card for Gladstone Harbour, Australia. Three mud crab measures were identified to reflect the variety of pressures across Gladstone Harbour: abundance, prevalence of rust lesions and sex ratio. A standardised field monitoring program was developed to allow for ongoing scoring and reporting of the multi-metric indicator. An indicator scoring (distance from benchmark) and grading methodology was applied to the indicator and refined over the two years of monitoring. This article provides a novel framework for monitoring and scoring mud crabs for management purposes or for use in report cards, and outlines the process of developing an indicator for an iconic crustacean species. [ABSTRACT FROM AUTHOR]

Climate change poses a potential risk to coastal infrastructure, thus threatening the economics or even the safety of human beings. Thus, a better understanding of the attitude of port organizations toward climate adaptation and mitigation is essential. This paper addresses this research gap by investigating 18 port organizations in China. The questions include the impediments and the impact of context, systems, and other factors on the implementation of adaptation strategies. The results indicate that port organizations are generally aware of climate change impacts and agree that some further steps are needed. However, policy support serves as a key factor in implementing adaptation plans. Apart from offering important insight on the attitude of port organizations, the study also serves as a platform for further research on climate adaptation planning in China. [ABSTRACT FROM AUTHOR]

The aims of this study were to compare the richness and the population traits of exotic and native peracarid species in two ports of the Southwestern Atlantic (Mar del Plata: MDP, Puerto Madryn: PMY), in order to discuss the vulnerability of these environments to biological invasions, to explore the current status of these assemblages and to study the life history traits that could favour the establishment of exotic species in these ports. Five biofouling samples were taken each season from 2016 to 2017. The present study showed that exotic species were dominants in both ports but profound differences were registered between environments: MDP port is characterized by the absence of native species and highest richness of exotic species (n = 7 spp.); while in PMY port two native species were registered and exotic species (n = 2 spp.) showed lower richness than MDP port. The analysis of species assemblages and life history traits allows us to discuss the potential invasive pattern of peracarids in the Southwestern Atlantic, suggesting that factors, such as propagule pressure, port infrastructure, pollution levels are closely related to the differences in vulnerability of these artificial environments to biological invasions. In addition, the population dynamics and the reproductive traits of exotic species could explain their establishment and proliferation in the marine environments studied. [ABSTRACT FROM AUTHOR]

This study analyzes the port choice dynamics of Japanese container shippers before and after the 1995 Great Hanshin earthquake, which destroyed Japan's largest port. We find that the earthquake disintegrated some transportation networks that had initially been maintained because of path dependence. At the same time, it led to establishing a new path dependence. They jointly explain why the negative impact of the earthquake on the damaged port is persistent rather than temporary. [ABSTRACT FROM AUTHOR]

Ports provide variety of service activities for the vessels, cargo and inland transport. The degree of satisfaction obtained by the shippers will indicate the level of port performance achieved. Therefore, the ports have to offer very satisfactory services to vessel operators and at the same time managed to provide optimal infrastructure based on the expected vessel type and cargo to be handled. The port performance thus requires a set of measures related to vessels stay at port, rate of loading/unloading the cargo and quality storage/inland transport. There exists a strong interrelationship between these set of measures and various port performance indicators. In the present paper, an attempt has been made to establish the relationship between the various observed performance parameters and the productivity (total traffic handled) of the port. Analysis shows that the number of vessels handled and the output per hook per shift have a strong positive correlation of 0.975 and 0.967 respectively.The idling time at berth has strong negative correlation of -0.934. The results of the study is useful in port planning and provide optimum port capacity and infrastructure like number of berths, quay cranes, tug boats and storage facilities for a port terminal. [ABSTRACT FROM AUTHOR]

Much is known about transport costs at sea and costs made at terminals in ports. About costs, made by ports to provide nautical facilities (incl. infrastructure) and services, not much research is done yet. This paper estimates the impact of increasing ship sizes on costs made by the Port Authority of Amsterdam when providing nautical facilities and services by using hedonic pricing techniques. We have rather unique data on ship's sizes and harbour dues paid per ship for over 25 years for ships that visited the Port of Amsterdam. Harbour dues paid are used as a proxy for the costs of nautical facilities and services. We have found nearly constant returns to scale, when volume is used as a measure of a ships' size. An increase in average ship size with 1,000 tonnes deadweight will result in approximately €2 million additional yearly costs (an increase of the average ship size of six percent results in an increase of nautical costs with nearly the same percentage). Our results can be used by Port Authorities and port operators (in case of landlord ports) to estimate costs to be made for providing nautical facilities and services in the near future. [ABSTRACT FROM AUTHOR]

This paper examines the spatial distribution of freight flows between the French NUTS-3 regions and West European ports. It focuses on the impacts of the quality of inland and maritime connections on the scope of hinterlands. The results of a spatial interaction analysis reveal that the inland distance constraint is significantly lower when intermodal connections such as regular barge or rail services are available. A case study focused on East Asian trade confirmed that factors related to maritime connectivity, such as the frequency of services at ports and their ability to accommodate large vessels, also contribute to limit the distance impedance. However, these effects vary considerably depending on the value density of the cargo. [ABSTRACT FROM AUTHOR]

Abstract: Over 70 ancient vessels have been discovered by the Institut Européen d'Archéologie Sous‐Marine in the port‐city of Thonis‐Heracleion, Egypt. These were deposited both individually and in groups from the 8th to the 2nd century BC. This paper investigates the contexts of these vessels to suggest that a variety of explanations—shipwrecking, ritual deposition, abandonment, and structural reuse—account for their deposition. It also seeks to place these events within the changing landscape of Thonis‐Heracleion to understand the agency behind many of the decisions about what to do with old ships and boats at the end of their use‐life. [ABSTRACT FROM AUTHOR]

The understanding of the competitiveness of different ports under the background of China’s “Belt and Road Initiative” (BRI) is critical for drafting appropriate plans and taking suitable actions to select the best port in the logistics supply chains. A novel Multi-Attribute Decision Analysis (MADA) was proposed for the evaluation of port competitiveness. In the developed MADA method, the interval Analytic Hierarchy Process and the projection method was combined for the evaluation of port competitiveness. Three container ports in Asia including Shanghai, Hong Kong, and Singapore were studied under the background of China’s BRI. The results demonstrate that the port of Singapore is the most competitive at the initial stage of China’s BRI, followed by Hong Kong and Shanghai in the descending order. The results were validated by sum weighted method and Technique for Order Preference by Similarity to an Ideal Solution method, and sensitivity analysis was also carried out. The competitiveness of the three ports in the next ten years were also studied with the consideration of the influences of China’s BRI, and the results reveal that Shanghai port can even exceed Hong Kong port and Singapore port if it can effectively take the advantage s of China’s BRI. [ABSTRACT FROM AUTHOR]

A sedimentation scanner was used to measure daily sediment height at 10 sites associated with a 14 million cubic metre dredging project in Port Hedland harbour, Western Australia, between July 2011 and May 2012. Data were collected from seven potential impact sites, where up to 35 mm of additional sedimentation was predicted via modelling to result from dredging and at three reference sites, where background variation was monitored. A variety of mangrove habitat health indices from each site (including leaf area and health, pneumatophore and faunal burrow density) were collected before, during and after dredging. Despite predictions, most impact sites received between 0 and 10 mm over the dredging period, with one site experiencing a gain of 28 mm. Reference sites received between 2 and 28 mm which was attributed to natural processes. It was concluded that the health of Avicennia marina (Forssk.) Vierh. and Rhizophora stylosa Griff., the most common mangroves, were neither affected by a net sedimentation up to 28 mm of over a period of 11 months (i.e. 30.5 mm y−1) nor rapid changes over shorter time periods such as 14 mm over two days. This technology could be deployed in any tidally influenced sedimentary environment where short-term processes were of interest. [ABSTRACT FROM AUTHOR]

Effective adaptation to climate change impacts is rapidly becoming an important research topic. Hitherto, the perceptions and attitudes of stakeholders on climate adaptation actions are under researched, partly due to the emphasis on physical and engineering aspects during the adaptation planning process. Building on such considerations, the paper explores the perceptions of port decision makers on the effectiveness of climate adaptation actions. The findings suggest that while port decision makers are aware of potential climate change impacts and feel that more adaptation actions should be undertaken, they are skeptical about their effectiveness and value. This is complemented by a regional analysis on the results, suggesting that more tailor-made adaptation measures suited to local circumstances should be developed. The study illustrates the complexity of climate adaptation planning and of involving port decision makers under the current planning paradigm. [ABSTRACT FROM AUTHOR]

The east African Swahili ports developed extensive maritime trading links around the Indian Ocean, and supported economic, political, and urban growth in the early second millennium AD. This article identifies ports of varying function and importance in SE Tanzania, and seeks to understand their development in the context of natural harbor advantage, boat technology, sailing practice, and resource needs. Field data from landing places are combined with weather patterns, historical documents, and oral traditions to provide an integrated survey of the ports and harbors that once sustained medieval commerce along this section of the Swahili coast. The emergence of Kilwa as an entrepôt to become the key center is based initially upon its naturally advantageous harbor facilities, safety and flexibility of approach in days of sail, and assurance of monsoon winds. Original natural advantages gradually become self-sustaining with its economic and political growth. To the north and south of Kilwa a series of ports of call with drinking water and boat servicing supported trade to and from the pre-eminent city, although some such as Kisimani Mafia and Kwale-Kisuju developed important trade functions of their own. [ABSTRACT FROM PUBLISHER]

In this paper, the environmental efficiency of the ports is measured. Labour, fund and infrastructure input are selected as the inputs, container throughput, cargo throughput and main business income are selected as the outputs, CO2emission is chosen as the undesirable output. A new model—RAM-Tobit-RAM (Range Adjusted Measure) with undesirable outputs is built to evaluate the environmental efficiency. Ten Chinese ports from 2004 to 2013 are taken as the samples to verify its rationality. The results suggest that it is not necessarily beneficial for environmental efficiency to expand the port scale. [ABSTRACT FROM PUBLISHER]

The deployment of mega cruise ships is putting pressure on ports to redesign or construct new infrastructure. However, there is limited research which considers the media discourse surrounding this development over a longitudinal period. The aim of this paper is to explore how the media portrays the cruise infrastructure debate in the complex and highly contested political environment of Auckland, New Zealand. Thematic analysis was used to determine the most salient themes found in 103 published articles. Results revealed the media shaped the debate, focusing on a volatile political environment characterised by distrust, a lack of transparency and differing objectives among key stakeholders. An outcome of this research is a rich, in-depth case study of cruise infrastructure development presented through the lens of media discourse. Future research should focus on the perceptions of decision-makers, stakeholders and the community using hedging and framing to probe the media discourse surrounding cruise infrastructure development. [ABSTRACT FROM PUBLISHER]

There is an increase in risks and catastrophic losses in maritime transport including ports and cargo. Significant losses have been associated with large scale natural hazards, such as earthquakes, tsunami, cyclones, and other extreme weather events. This paper identifies the main gaps in understanding maritime risks in transportation research. The gaps are attributed to insufficient empirical work available from the maritime transport and logistics research community to guide multi-risk and natural hazards impact assessment on seaport and cargo. In addition, disaster studies communities have barely made adequate efforts to understand and assess port and cargo risks arising from multi-hazards and disaster events. This paper examines existing conceptual frameworks concerning exposure and risk assessments of natural catastrophe’s impacts. Furthermore, the paper identifies trends and gaps in risk assessment frameworks in the field of disaster studies that can be beneficial for maritime risk research. The authors propose a new risk assessment framework that can guide future research and multi-hazard risk assessment processes at different scales of maritime risks. [ABSTRACT FROM AUTHOR]

This article describes the implementation of a monitoring system on the breakwater at the Funchal Port (Madeira Island, Portugal) for the purpose of understanding its dynamic behavior and the temporal evolution of structural health. The monitoring system focuses on the breakwater superstructure and aims to identify the evolution of damage on the breakwater and analyze the impact of cruise ships docking and undocking. The system includes the measurement of displacements through geodetic techniques using global navigation satellite systems and the measurement of vibrations using accelerometers. Ten observation campaigns were performed over almost 3 years. As the measured displacements during this period were less than 7.5 mm it can be concluded that, despite some visible cracks, the breakwater superstructure did not suffer significant structural changes. It was shown from the measured acceleration records that some of the main modal parameters could be identified, namely the main natural frequencies of the superstructure. Through an analysis of the natural frequencies progression over time, it will be possible to identify deterioration effects on the foundation and/or the superstructure. The comparison of natural frequencies identified could be useful to evaluate the impact of these events on structural health. [ABSTRACT FROM AUTHOR]

This research examined the effects of sustainable supply chain management (i.e. internal sustainable development and external sustainable collaboration) on sustainability performance in the port context. Structural equation modeling was employed in this study using survey data collected from 135 respondents holding the position of supervisor or above in three major international port authorities in Taiwan (i.e. Keelung, Taichung, and Kaohsiung). Results indicated that external sustainable collaboration is positively associated with internal sustainable management, and internal sustainable management positively influences sustainability performance. This research also found that internal sustainable management mediates the effects of external sustainable collaboration on sustainability performance. The implication of the findings for port decision-makers, authorities, managers, and sustainable development are discussed. [ABSTRACT FROM AUTHOR]

Jaffa port was long renowned as the main harbour of Palestine. From the onset of the British Mandate intense activity in turning it into a modern port resulted in the appointment of a series of committees composed of Arab and Jewish representatives from Jaffa and Tel Aviv. From the start, it was clearly in Tel Aviv’s interest to work for the development of Jaffa port, although the city did not concede its own desire to establish a port of its own; thus the developments taking place at Jaffa port carried implications for Tel Aviv in determining its moves. This article sheds light for the first time on the joint conduct of Jaffa and Tel Aviv regarding the development of the port at Jaffa, and examines its implications. It shows that both cities operated in a considered way before the authorities, and benefited the Jaffa port project, but at the same time Tel Aviv’s ambition for a port of its own was fostered. [ABSTRACT FROM PUBLISHER]

The 2011 Great East Japan Earthquake and Tsunami caused devastation all along the coast of eastern Japan. Ishinomaki City was one of the most severely damaged municipalities, though the height of the tsunami in this city was smaller than that in Iwate and northern Miyagi. A large difference in the extent of building damage was found comparing two areas of Ishinomaki: one not protected by breakwaters, and the other behind the breakwaters of a large Fishery port. In this paper, the authors perform numerical simulations to determine whether these general breakwaters, which were designed not to block tsunamis but wind waves, reduced the tsunami's energy and contributed to a reduction in inundation of the areas behind the port. Before assessing the effectiveness of breakwaters against tsunamis, simulated inundation heights in each of these two areas were compared with heights measured by The 2011 Tohoku Earthquake Tsunami Joint Survey Group. It was found that a simulation with larger Manning's n value (n = 0.30) can evaluate inundation more precisely than when this value is small (n = 0.06), as often used by Japanese coastal engineers. Comparing the region protected by breakwaters with the unsheltered area, the results of a 2D shallow water equation model do not show a significant difference in inundation mainly because the tsunami intrudes through the openings in the breakwater and fills up the port basin with seawater in a very short time. Therefore, the effectiveness of general breakwaters in reducing tsunami impact should not be overestimated. However, a hypothetical study shows that water levels could be greatly reduced if the port were fully enclosed by breakwaters. This implies that a port could substantially reduce tsunami inundation if the breakwater openings were equipped to be closed before tsunami arrival. The authors also demonstrate that the difference in the extent of building damage in the two areas of Ishinomaki considered can be explained by the difference in drag forces due to the topography as well as the difference in land use, rather than by the presence of breakwaters. [ABSTRACT FROM AUTHOR]

Using a representative set of 10 of the worst invasive species in Europe, this study investigates the relative importance of climatic, habitat and socio-economic factors in driving the occurrence of invasive species. According to the regression models performed, these factors can be interpreted as multi-scale filters that determine the occurrence of invasive species, with human degradation potentially affecting the performance of the other two environmental filters. Amongst climate factors, minimum temperature of the coldest month was one of the most important drivers of the occurrence of Europe’s worst freshwater and terrestrial invaders like the red swamp crayfish (Procambarus clarkii), Bermuda buttercup (Oxalis pes-caprae) and Sika deer (Cervus nippon). Water chemistry (alkalinity, pH, nitrate) determines the availability of habitat and resources for species at regional to local levels and was relevant to explain the occurrence of aquatic and semi-aquatic invaders such as the brook trout (Salvalinus fontinallis) and Canada goose (Branta canadensis). Likewise, nitrate and cholorophyll-aconcentration were important determinants of marine invaders like the bay barnacle (Balanus improvisus) and green sea fingers (Codium fragile). Most relevant socio-economic predictors included the density of roads, country gross domestic product (GDP), distance to ports and the degree of human influence on ecosystems. These variables were particularly relevant to explain the occurrence of the zebra mussel (Dreissena polymorpha) and coypu (Myocastor coypu), species usually associated to disturbed environments. The Japanese kelp (Undaria pinnatifida) was generally distributed much closer to ports than the other two marine organisms, although insufficient information on human impacts prevented a correct assessment of the three marine species. In conclusion, this study shows how socio-economic development is associated with the presence of the top 10 worst European invasive species at a continental scale, and relates this fact to the provision and transport of propagules and the degradation of natural habitats that favour the establishment of invasive species. [ABSTRACT FROM PUBLISHER]

Organotin compounds (OTC) are toxic towards all living organisms. The application of organitin-based antifouling systems is becoming the main source of OTC in the ocean. Harbor sediments and water contain large deposits of organotin compounds due to application of antifouling systems in the shipping industry. OTC contamination presents a potential risk to the marine environment. Sediment and water samples were collected in 2009 from Gdynia Harbor. For all the analyzed organotin compounds, the mean concentration values were determined: water samples monobutyltin (MBT): 13.2, dibutyltin (DBT): 16.7, tributyltin (TBT): 60.7 (ng cation dm−3), and sediment samples MBT: 261.4, DBT: 751.9, TBT: 2148.2 (ng cation g−1d.w.). The estimated content of monophenyltin (MPhT), diphenyltin (DPhT), triphenyltin (TPhT), monooctyltin (MOT), dioctyltin (DOT), and tricyclohexyltin (TCHT) were below the detection limit of the applied method. It was found that the content of organic matter, the amount of fine fraction, and the pH all play a significant role in the distribution and sorption process of OTC between the water and the sediment on the bottom. Compared to an earlier study, the concentrations of all OTC are much lower, confirming that the applied legislation has had a positive impact. [ABSTRACT FROM PUBLISHER]

Bridport is an interesting case study of a port created in an unlikely place to meet local industrial demand. A protected harbour only from the 1740s, it was successful enough to be consolidated and expanded in the 1820s. It enjoyed a 30-year heyday before railway competition started to bite into its trade. Traditional exports of rope, nets, twine and sailcloth, especially for the Newfoundland fishery, then began to give way to gravel for construction. By the early twentieth century, coal and culm were beginning to be replaced as the main inward cargoes by timber, oil-cake, and, later in a declining overall trade, cement and fertilizer. A sailing-ship port until the early 192os, Bridport continued to function thereafter for another 65 years despite the hazards of a difficult entrance. Having dwindled further after the Second World War, commercial traffic came to an end in the 198os, at much the same time, and for many of the same reasons, as it did at a number of other West Country ports. [ABSTRACT FROM AUTHOR]

The Port of Los Angeles (Port) is the largest container port in the Western Hemisphere, and a catalyst for business activity and employment. Historically, the majority of the Port's workforce lived in the communities directly adjacent to the Port. However, in the latter half of the last century, jobs and economic activity began to shift away from the Port, causing public attitudes in the local communities to change. Instead of being viewed as the source of their livelihood, local residents began to view the port as a generator of environmental impacts and industrial blight. Formidable community opposition to Port growth and modernization ensued. Employment within the Port district peaked in the mid 20th century at 100,000. By 2009, the Port had only 12,700 jobs. To re-establish and maintain a long-term positive relationship between the Port and its neighbors, the Port needed to increase the numbers of local residents in the port on a daily basis. The Port looked beyond its traditional role of cargo handling, to leverage creation of new water-dependent job clusters. The strategy incorporates elements of the traditional cluster concept by proposing to co-locate and create synergies between technology developers, university researchers, and marine and maritime industries. [ABSTRACT FROM AUTHOR]

The purpose of this study is to investigate historical and current mercury (Hg) contamination in the surface and core sediments of the Ambarlı Port area. Textural parameters, total organic carbon (TOC),210Pb and total Hg (THg) contents were measured. Mercury contamination of the sediments was assessed on the basis of the enrichment factor (EF), anthropogenic factor (AF), index of geoaccumulation (Igeo) and corresponding sediment quality guidelines. Most surface sediment samples were also non-toxic with mercury concentrations below the effects range-low (ERL) value, but mercury levels at five stations were between ERL and effects range-median (ERM) values, where occasional adverse effects concerning risk analysis are expected. The EF and Igeo analysis showed that there was no significant mercury enrichment and contamination in the core sediment before the 1650s, but values increased from then onwards to 2009 (being especially accelerated in line with port activities from 1989), disclosing a serious ecotoxicological risk to sediment-inhabited marine organisms. [ABSTRACT FROM AUTHOR]

Personal health was a key concern in the early eighteenth century and to deal with chronic medical conditions and psychological disorders many wealthy people headed to spas where they could receive treatment. In the 1730s, Scarborough's visitors could enjoy the facilities at its spa and patients had begun to use seawater and bathing in the sea to supplement the mineral water treatments. Wealthy visitors also enjoyed a range of entertainment facilities during their stay and modern accommodation was becoming available. This article will review the medical practices, as well as the facilities available, and it will also consider the behaviour of Scarborough's visitors during their stay. [ABSTRACT FROM PUBLISHER]

The port of Suakin on the western shores of the Red Sea served as one of the most important trading centres of the region throughout the second millennium AD. In 2002 an integrated conservation research project was initiated at the site following decades of neglect. This paper reports on one section of this project, the excavations centred on the building known as the Beit el Basha. This section of the archaeological investigations has provided important information relating to the earliest occupation of the island and key insights into medieval settlement and activity in the area. [ABSTRACT FROM AUTHOR]

Ducruet C., Koster H. R. A. and Van der Beek D. J. Commodity variety and seaport performance, Regional Studies. Seaports are key locations within value chains and production networks. Port policies of national and local governments seek higher rents through strategies of specialization or diversification. Elaborating on longstanding research about urban and regional development, this paper proposes an empirical investigation of the interplay between traffic variety and port performance. The analysis of traffic data per commodity for 330 European ports highlights the influence of multiple factors such as location, function, and local context, together with the specificity of some commodities regarding port evolution. The demonstrated importance of territorial factors provides a good complement to the existing literature mostly focused on global networks and economic players. [image omitted] Ducruet C., Koster H. R. A. et Van der Beek D. J. L'eventail des produits et la performance des ports maritimes, Regional Studies. Les ports maritimes sont des emplacements cle au sein des chaines de valeur et des reseaux de production. Les politiques des administrations nationale et locale envers les ports visent l'obtention des loyers plus eleves par moyen des strategies de specialisation et de diversification. Tout en developpant les recherches de longue date sur l'amenagement du territoire, cet article propose une etude empirique de l'interaction entre l'eventail du trafic et la performance des ports. L'analyse des donnees sur le trafic suivant le produit pour 330 ports europeens souligne l'influence de plusieurs facteurs, tels l'emplacement, la fonction et le contexte local, conjointement avec la specificite de certains produits quant au developpement des ports. L'importance deja evoquee de certains facteurs territoriaux complete bien la documentation actuelle qui porte largement sur les reseaux mondialises et les agents economiques. Produit Diversite Europe Port Specialisation Trafic Ducruet C., Koster H. R. A. und Van der Beek D. J. Gutervarietat und Leistung von Meereshafen, Regional Studies. Meereshafen sind wichtige Standorte innerhalb von Wertschopfungsketten und Produktionsnetzwerken. Die Regierungen auf nationaler und lokaler Ebene versuchen durch Strategien der Spezialisierung oder Diversifizierung ihre Pachteinnahmen aus Hafen zu steigern. Aufbauend auf langjahrigen Forschungen uber Stadt- und Regionalentwicklung wird in diesem Beitrag eine empirische Untersuchung der Wechselwirkungen zwischen Verkehrsvarietat und Hafenleistung vorgeschlagen. Bei einer Analyse der nach Gutern aufgeschlusselten Verkehrsdaten von 330 europaischen Hafen wird der Einfluss verschiedener Faktoren wie Standort, Funktion und lokaler Kontext deutlich, begleitet von der spezifischen Funktion einiger Guter fur die Entwicklung des Hafens. Die nachgewiesene Bedeutung territorialer Faktoren bietet eine gute Erganzung zur vorhandenen Literatur, die sich grosstenteils auf globale Netzwerke und wirtschaftliche Akteure konzentriert. Guter Diversifizierung Europa Hafen Spezialisierung Verkehr Ducruet C., Koster H. R. A. y Van der Beek D. J. Variedad de mercancias y rendimiento de los puertos maritimos, Regional Studies. Los puertos maritimos son lugares clave dentro de las cadenas de valores y las redes de produccion. Las politicas portuarias de gobiernos nacionales y locales quieren rentas mas altas a traves de estrategias de especializacion o diversificacion. Con ayuda de un amplio trabajo sobre desarrollo urbano y regional, en este articulo proponemos una investigacion empirica de la interaccion entre variedad de trafico y desempeno portuario. En el analisis de datos de trafico por mercancias para 330 puertos europeos se destaca la influencia de factores multiples, tales como el lugar, la funcion y el contexto local, junto con la especificidad de algunas mercancias con respecto a la evolucion del puerto. La importancia demostrada de los factores territoriales representa un buen complemento a la literatura existente que presta atencion principalmente a las redes globales y los protagonistas economicos. Mercancia Diversidad Europa Puerto Especializacion Trafico [ABSTRACT FROM AUTHOR]

Previous studies on port cargo throughput have been simplified. The regression models are mainly based on the autoregressive time series, in which the port throughput is regressed against the lagged value from the preceding time period. Most factors are assumed exogenous to port throughput. This approach is based on the premise that ports are oligopoly markets and many factors (e.g. port charges) are not available for inclusion in research. The main objective of this study is to include the costs of using the port in the regression model so as to reflect real commercial decision. Due to port costs generally not being available, the real estate prices and other factors are chosen as proxy variables to indicate indirectly the costs and benefits of using the port under study. [ABSTRACT FROM AUTHOR]

The quest to make minimally invasive techniques even more 'minimal' has generated a drive within the surgical community to explore novel ways of achieving this. This has led to surgeons attempting to either decrease the number of trocars placed through the abdominal wall or eliminate them completely. This led to the evolution of several approaches, including natural orifice translumenal endoscopic surgery (NOTES), single incision laparoscopic surgery (SILS), single port access surgery and one port umbilical surgery (OPUS) or E-NOTES. The most recent consensus on nomenclature involves the term laparoendoscopic single-site surgery (LESS). The transition from multiple port access surgery to single port access surgery represents a paradigm shift in reconstructive and extirpative surgery and is a testament to the recent advances in surgical technology. Successful LESS involves the use of articulating or bent instrumentation via a single large-caliber trocar or small, adjacent trocars. Advances in technology have led to the development of new laparoscopic access ports (R-Port™ and Quadriport™ by Advanced Surgical Concepts, Wicklow, Ireland; and Uni-X™ Single Port, PNavel Systems, Cleveland, OH, USA) capable of permitting several instruments to be inserted through multiple channels incorporated in, and as part of, a larger single port. The development of articulating and bent instrumentation permits triangulation intracorporeally despite the close proximity of several instruments via a single port. Currently, commercially available instruments can be broadly divided into articulating laparoscopic graspers and shears (Real Hand™, Novare Surgical Systems, Cupertino, CA, USA; and Autonomy Laparo-angle™, Cambridge Endo, Framingham, MA, USA), endoshears (Cambridge Endo), and laparoscopic needle drivers (Cambridge Endo). Despite the preliminary optimistic results in the outcomes of LESS, an experienced laparoscopic skill set is essential for the safe and effective completion of surgery. [ABSTRACT FROM AUTHOR]

The effects of port structures on ‘downdrift’ shoreline areas have been extensively studied and are widely known today. Their effects on ‘updrift’ areas are less well known. However, these morphosedi-mentological variations, although not comparable in intensity to the previous variations, can produce relatively important phenomena on the shoreline, especially in the case of a significant drift. In fact, they can modify the coastal exposure to the wave–wind climate and produce a variation in the drift and sedimentary budget in different areas; consequently, they can produce erosive and accumulation phenomena. This paper presents a study of the shoreline to the west of the port structures of Genoa-Voltri that have altered the local sedimentary dynamics, causing disequilibrium to the nearby beach with an evident progradation in the eastern area of the shoreline and a significant regression in the central area. [ABSTRACT FROM AUTHOR]

A long-term study of oxides of nitrogen (NOx), sulphur dioxide (SO2), and ammonia (NH3) has been performed in a port and harbor region in India from 01 1997 to 12 2000. Meteorological data was also collected to establish the correlation with gaseous pollutants concentrations. Monthly mean concentrations of NOx were in the range of 19.5–59.0 µg/m3 and were observed to be highest during winter season. Monthly mean concentrations of SO2 were in the range of 8.6–51.3 µg/m3 and were observed to be highest during winter season. The concentrations of SO2 increased gradually from 18.8 µg/m3 in 1997 to 33.3 µg/m3 in 2000. This may be attributed to the increase in port activities and ship traffic, which had an annual growth of about 15%. Monthly mean concentrations of NH3 were in the range of 87.1–235.1 µg/m3 and the maximum concentration was observed during post-monsoon season. It may be concluded that NOx and SO2 have their maximum values during winter season while NH3 has a maximum value during post-monsoon season. Statistical analysis was carried out for air pollutant data for the period 1997–2000 and correlation between gaseous pollutants (NOx, SO2, NH3) and meteorological parameters (temperature and wind speed) was estimated. NH3 was found to be weakly correlated with NOx (0.46), strongly correlated with SO2 (0.75) and negatively correlated with wind speed (−0.60). The highest correlation (0.87) was observed between SO2 and NOx because of common sources. A strong negative correlation was found between wind speed and gaseous pollutants. The above finding is also supported by monitoring results that when the wind velocity doubled, the concentrations of pollutants decreased sharply to about a half. Regression analysis showed that relationship among NOx, SO2, wind speed, and temperature was moderate to strong while that among NH3, wind speed, and temperature was poor. Hence regression equations could be developed for predicting NOx and SO2 concentrations. [ABSTRACT FROM AUTHOR]

This article addresses both environmental and socioeconomic issues concerned with the development or operation of the envisaged titanium mining project in Kwale District of Kenya. TIOMIN Resources Inc., of Canada, through its wholly owned Kenyan subsidiary, Kenya Titanium Minerals Ltd., is proposing to develop a titanium sands mine and mineral processing plants which will produce high grades of heavy minerals including rutile, ilmenite, and zircon. In addition, TIOMIN has proposed to develop a ship loading facility at Shimoni, a significant marine habitat in Kenya. When properly designed and implemented, an Environmental Impact Assessment (EIA) is a powerful tool for ensuring that environmental issues are given due consideration during project design, allowing the benefits of the project to be maximized, while reducing the environmental and social costs of development. In Kenya, the EIA has to be conducted according to the requirements of the Kenya Environmental Management and Co-ordination Act (2000) and in compliance with World Bank standards. An EIA document submitted to the enforcement authority, National Environmental Management Authority (NEMA), enables the issuing of an Environmental Impact Assessment License and a Mining License. A number of exploration studies have been undertaken and several sites have been identified for the extraction of titanium minerals and zircon. Many have expressed concern that environmental matters should be considered before a decision about titanium mining is undertaken. Toxic chemicals used in heavy mineral separation processes and disturbance or redistribution of sediment could spell a disaster for the coastal waters. The Wasini channel is home to world class coral reefs, humpback and spotted dolphins, and marine turtles. Another contentious issue is that of radioactivity associated with the minerals zircon and monazite. The coastal zone is a crucial part of the economy, as it supplies a living for a large number of people along the coast. It is envisaged that involuntary resettlement without adequate compensation and viable alternative sites may result in serious socioeconomic consequences. [ABSTRACT FROM AUTHOR]

Fordham R. C. (1970) The effect of port development upon a major airport at Foulness, Reg. Studies 4, 97–106. Ports and airports share a need for surface access. This paper sets out a preliminary analysis which is intended to indicate whether in the case of Foulness, the only coastal site shortlisted by the Roskill Commission, a general cargo port development would render the site much more attractive for an airport. The factors involved in the transfer of the existing general cargo function of the Port of London to Foulness are detailed and as far as possible quantified. It is concluded that, with considerable reservations, such a transfer would substantially reduce the cost of surface access for a Foulness airport and would at the same time be justified as a port investment. A comprehensive study of this proposal should be made before a decision is taken on the location of the third London airport. [ABSTRACT FROM PUBLISHER]