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The spread of nonindigenous species by shipping is a large and growing global problem that harms coastal ecosystems and economies and may blur coastal biogeographical patterns. This study coupled eukaryotic environmental DNA (eDNA) metabarcoding with dissimilarity regression to test the hypothesis that ship‐borne species spread homogenizes port communities. We first collected and metabarcoded water samples from ports in Europe, Asia, Australia and the Americas. We then calculated community dissimilarities between port pairs and tested for effects of environmental dissimilarity, biogeographical region and four alternative measures of ship‐borne species transport risk. We predicted that higher shipping between ports would decrease community dissimilarity, that the effect of shipping would be small compared to that of environment dissimilarity and shared biogeography, and that more complex shipping risk metrics (which account for ballast water and stepping‐stone spread) would perform better. Consistent with our hypotheses, community dissimilarities increased significantly with environmental dissimilarity and, to a lesser extent, decreased with ship‐borne species transport risks, particularly if the ports had similar environments and stepping‐stone risks were considered. Unexpectedly, we found no clear effect of shared biogeography, and that risk metrics incorporating estimates of ballast discharge did not offer more explanatory power than simpler traffic‐based risks. Overall, we found that shipping homogenizes eukaryotic communities between ports in predictable ways, which could inform improvements in invasive species policy and management. We demonstrated the usefulness of eDNA metabarcoding and dissimilarity regression for disentangling the drivers of large‐scale biodiversity patterns. We conclude by outlining logistical considerations and recommendations for future studies using this approach. [ABSTRACT FROM AUTHOR]

Despite efforts to maintain supply chains unaltered as a result of the Covid-19 pandemic, statistics published after the second quarter (Q2) of 2020 have confirmed a drop in maritime traffic in European ports. Furthermore, the evolution of the pandemic indicates that stabilisation of traffic at levels prior to the Q1 of 2020 may take years. Port authorities in Europe, in an overall context of landlord port governance, are already being challenged, due to the need to ensure the provision of port technical services (mooring, pilotage and towage). In addition, the cost adaptability of these services to the current situation could be confronted by the European legal framework that demands transparency and proportionality in port rates in order to provide an effective cost of services. This paper analyses the impacts of Covid-19 on European ports, first by quantifying traffic drop after Q2 of 2020 and then calculating its effects on the cost of port technical services, in a general context of lack of flexibility in the cost structures of private providers. Due to this ongoing situation, a rise in rates, allowed by the port authorities, could mean that the prices of port services are not aligned with effective costs, along with loss of competitiveness. [ABSTRACT FROM AUTHOR]

The works to double the capacity of the Panama Canal were completed in 2016. This may have significant implications on the maritime flows of goods, both locally and on international shipping routes between the US, Asia and Europe. This paper examines the impact of the expanded Panama Canal on potential shifts of cargo flows from different port regions in either the US or Europe via different case studies. The analysis uses a model designed for calculating the generalised cost of transporting a container from origin to destination. This model has been extended with more detailed geographical coverage for the US and additional functionalities. From the different performed case studies, before and after the expansion of the Panama Canal, for cargo flows form the US to Europe, it can be concluded that there is an effect of the new Panama Canal on the port range selection, in both the US and even, to a lesser extent, also in Europe. This article is a revised and expanded version of a paper entitled Impact of the new Panama Canal on the competitiveness of the Hamburg - Le Havre range ports presented at the 44th European Transport Conference 2016, 05-07 October, 2016, Barcelona, Spain. [ABSTRACT FROM AUTHOR]

Human‐mediated transport creates secondary contacts between genetically differentiated lineages, bringing new opportunities for gene exchange. When similar introductions occur in different places, they provide informally replicated experiments for studying hybridisation. We here examined 4,279 Mytilus mussels, sampled in Europe and genotyped with 77 ancestry‐informative markers. We identified a type of introduced mussels, called "dock mussels," associated with port habitats and displaying a particular genetic signal of admixture between M. edulis and the Mediterranean lineage of M. galloprovincialis. These mussels exhibit similarities in their ancestry compositions, regardless of the local native genetic backgrounds and the distance separating colonised ports. We observed fine‐scale genetic shifts at the port entrance, at scales below natural dispersal distance. Such sharp clines do not fit with migration‐selection tension zone models, and instead suggest habitat choice and early‐stage adaptation to the port environment, possibly coupled with connectivity barriers. Variations in the spread and admixture patterns of dock mussels seem to be influenced by the local native genetic backgrounds encountered. We next examined departures from the average admixture rate at different loci, and compared human‐mediated admixture events, to naturally admixed populations and experimental crosses. When the same M. galloprovincialis background was involved, positive correlations in the departures of loci across locations were found; but when different backgrounds were involved, no or negative correlations were observed. While some observed positive correlations might be best explained by a shared history and saltatory colonisation, others are likely produced by parallel selective events. Altogether, genome‐wide effect of admixture seems repeatable and more dependent on genetic background than environmental context. Our results pave the way towards further genomic analyses of admixture, and monitoring of the spread of dock mussels both at large and at fine spacial scales. [ABSTRACT FROM AUTHOR]

The role of commercial harbours as sink and source habitats for non-indigenous species (NIS) and the role of recreational boating for their secondary spread were investigated by analysing the fouling community of five Italian harbours and five marinas in the western Mediterranean Sea. It was first hypothesised that NIS assemblages in the recreational marinas were subsets of those occurring in commercial harbours. However, the data did not consistently support this hypothesis: the NIS pools of some marinas significantly diverged from harbours even belonging to the same coastal stretches, including NIS occurring only in marinas. This study confirms harbours as hotspots for marine NIS, but also reveals that numbers of NIS in some marinas is higher than expected, suggesting that recreational vessels effectively facilitate NIS spread. It is recommended that this vector of NIS introduction is taken into account in the future planning of sustainable development of maritime tourism in Europe. [ABSTRACT FROM PUBLISHER]

The particular location of port infrastructure holds characteristics that determine the activity of the port, both with respect to traffic and with respect to implementing competitive strategies; and the efficiency and efficacy of infrastructure depend on the governance systems that regulate the ports. Likewise, the development of port activity echoes in the regional economy as well, hence governance becomes integral to maximizing the impact of ports on their region's economic development. However, the activity of a port transcends the domestic/regional frontiers, as long as the port intends to take part in a global supply chain. Achieving this aim poses a challenge on the authorities that govern port activity, and this challenge needs to be seized when it comes to adjusting the governance to external and internal goals. In the specific case of the analysed ports, the prevailing governance model is known as Landlord, which differs noticeably from port to port. These differences make it possible to distinguish the orientation of European ports from that of the analysed Latin American ports, showing a dissimilar adjustment of the conception of governance that followed objectives that were not simultaneous. The paper draws forth a questioning of the uniqueness of the denomination Landlord and its legitimacy given the new challenges. Furthermore, the paper opens the way to understanding the need to adapt governance to changes, given the examined experiences. The analysis covers the following cases: Argentina, Brazil, Chile, Colombia, France, Italy, Portugal and Spain. [ABSTRACT FROM AUTHOR]

The paper analyses European port regulation, focusing primarily on the effectiveness of concession agreements in the port sector. Current heterogeneity in EU port regulation is widely recognised as having an impact on the competitiveness of ports. Moreover, Port Authorities have to take into account a wide range of goals in order to manage the interactions with private operators responsible for port activities. Thus, some trade-offs emerge, as in some cases a revenue stream or a strategic objective for the Port Authority may imply a cost for the concessionaire. This paper discusses how concession agreements can contribute to regulating these trade-offs. [ABSTRACT FROM AUTHOR]

Purpose – The purpose of this paper is to report a comparative investigation of port performance between Western Europe and Eastern Asia and develop a strategy to improve their port performance accordingly. Design/methodology/approach – A comprehensive literature review is conducted in order to identify factors for port performance evaluation. A large-scale questionnaire survey is employed in two port regions for comparative analysis. Findings – Descriptive techniques and t-tests indicate that port performances in the case port regions are different from each other in some factors and that they share some common features in certain other factors. The findings reveal that the most critical differences between the case ports are government support, proximity, speed of cargo handling, safety and port technical infrastructure in descending order. The Western European ports need to improve on government support, reduce port charges, diversify port ownership and improve port connectivity, while the Eastern Asian ports need to improve customs services, expand hinterlands, enhance logistics demand, encourage intermodalism and set up "dry ports". Research limitations/implications – This study was restricted to two port regions in China and the UK and data used in this research were mainly generated from questionnaire surveys, responses to which are, to some extent, subjective. Practical implications – Ports must provide services that meet and exceed customers' expectations to be competitive. This research yields practical insights for port managers to improve port performance as quantifying factors allows them to prioritize and compare the factor performance. The results of the empirical study can also assist port stakeholders to formulate their operational strategy for port performance improvement. Originality/value – The paper contributes to knowledge by addressing a gap in empirical research concerning performance comparison between Western European and Eastern Asian ports. [ABSTRACT FROM AUTHOR]

Purpose – The purpose of this paper is to discuss the evolution of local port community systems (PCS) towards a vast network of interlinked locations in Europe. Design/methodology/approach – The paper is conceptual. It builds on the findings of platform theory and the analogy between the market for cargo information and the payment system industry to discuss the potential outcomes and shapes of a European port community. A number of interviews were also conducted with PCS market participants. Findings – As a result, insight is given into the stages of building a European maritime information network, the growing part played by PCS operators and the way competition and the market are organizing, as well as into some institutional difficulties. Research limitations/implications – The paper makes various inroads into the subject of PCS operation that call for further research. One particular field concerns the possible impact of PCS interoperation on port competition, which is not sufficiently clear at this stage of the research. Originality/value – The paper enlightens a hot topic in an original way and provides a useful benchmark for all concerned parties, professionals and public authorities alike. It also opens many prospects into future research on how information systems may contribute to shaping the cargo industry. [ABSTRACT FROM AUTHOR]

Abstract: Wendelstein 7-X (W7-X) will be the world''s largest superconducting helical advanced stellarator. This stellarator concept is deemed to be a desirable alternative for a future power plant like DEMO. The main advance of the static plasma is caused by the three dimensional shape of some of the main mechanical component inside the cryostat. The geometry of the plasma vessel is formed around the three dimensional shape of the plasma. The coils and their support structure are enclosed within the outer vessel. The space between the outer, the plasma vessel and the ports is called cryostat because the vacuum inside provides thermal insulation of the magnet system which is cooled down to 4K. Due to the different thermal movements of both vessels and the support structure have to be supported separately. 10 cryo legs will bear the coil support structure. The plasma vessel supporting system is divided into two separate systems, allowing horizontal and vertical adjustments. This paper aims to give an overview of the main mechanical components of the cryostat. The authors delineate some disparate and special problems during the manufacturing of the components at the companies in Europe. It describes the current manufacturing and assembly. [Copyright &y& Elsevier]

The aim of this article is to make a comparative study of the history of European ports during the last two centuries showing their complexity and specific characteristics. Whereas during the process of waterfront development, local governments emphasize the relationship of ports with sailing ships as a marketing instrument, the industrial history of those ports are mostly neglected. This article focuses on the industrial port, showing differences in the chronology of construction and in their urban impact. Hinterland and inland transportation were responsible for a part of those differences, as well as geograph-ical and political circumstances. However, social aspects as well as technological issues showed comparable evolutions. The decline of the industrial port city is a part of the general process of de-industrialization of Europe, but it has its own specific features. At least it is clear that the development of port cities during the last two centuries is far more complex than some stage theories about port development assume. [ABSTRACT FROM AUTHOR]

Several harbour activities cause negative environmental impacts in the harbours' surrounding areas, namely the degradation of air quality. This paper intends to comprehensively review the status of the air quality measured in harbour areas. The published studies show a limited number of available air quality monitoring data in harbours areas, mostly located in Europe (71%). Measured concentrations of the main air pollutants were compiled and intercompared, for different countries worldwide allowing a large spatial representativeness. The higher NO 2 and PM 10 concentrations were found in Europe - ranging between 12 and 107 μg/m3 and 2–50 μg/m3, respectively, while the higher concentrations of PM 2.5 were found in Asia (25–70 μg/m3). In addition, the lower levels of SO 2 monitored in recent years suggest that current mitigation strategies adopted across Europe were very efficient in promoting the reduction of SO 2 concentrations. Part of the reviewed studies also estimated the contributions from ship emissions to PM concentration through the application of source apportionment methods, with an average of 5–15%. In some specific harbour areas in Asia, ships can contribute up to 7–26% to the local fine particulate matter concentrations. This review confirms that emissions from the maritime transport sector should be considered as a significant source of particulate matter in harbour areas, since this pollutant concentrations are frequently exceeding the established standard legal limit values. Therefore, the results from this review boost the implementation of mitigation measures, aiming to reduce, in particular, particulate matter emissions. Image 1 • Maritime sector emissions are a main source of air pollution over harbour areas. • The highest concentrations of NO 2 and PM 10 are found in European harbours. • Recent mitigation strategies in the European territory have proved their efficiency. • PMF is the most common method for source-apportionment among all case studies. A review was performed focused on air quality over harbour areas, concluding that shipping activities have a significant contribution to PM and NO 2 emissions: the highest concentrations of NO 2 and PM 10 are found in European harbours, ranging between 12 and 107 μg/m3 and 2–50 μg/m3, respectively, while the highest PM 2.5 concentrations were found in Asia, ranging from 25 to 70 μg/m3. [ABSTRACT FROM AUTHOR]

With a coastline of 8500 km, Brazil has 34 public ports and various private terminals, which together in 2012 handled 809 million tonnes of goods. The solid wastes produced (from port activities, ships and cargoes) pose a highly relevant problem, both due to the quantity and diversity, requiring a complex and integrated set of practices resulting from legal requirements and proactive initiatives. The main Brazilian law on solid waste management is recent (Law 12,305/2010) and the specific rules on solid waste in ports are badly in need of revision to meet the challenges caused by expansion of the sector and to harmonize them with the best global practices. This paper analyzes the current legal/regulatory framework for solid waste management at Brazilian ports and compares this structure with the practice in Europe. At the end, we suggest initiatives to improve the regulation of solid wastes at Brazilian ports., (Copyright © 2014 Elsevier Ltd. All rights reserved.)