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The tourist development along the Mediterranean coast, especially on the coast of Spain, France and Italy, has caused a huge urban expansion and consolidation of a highly densified harbour front. The environmental consequences should bring about the future growth of the existing system of ports through its re-qualification development. The article provides a list of 6 strategies for the future improvement of ports that correspond to the areas of research in the international port literature. These ideas had been deeply developed in previous works from different disciplines, but they are now put together in order to offer a general vision of the debate: (1) marine strategy and integrated coastal management, (2) sustainable port infrastructures, (3) port networking initiatives, (4) regionalization of ports, (5) urban and landscape connectivity, and (6) social integration of ports. The text collects some literature on each of the views and suggests throughout the topics some ideas to be considered for existing ports in general and specifically for the Spanish Mediterranean ports. [ABSTRACT FROM AUTHOR]

Siltation is a major concern in dynamic and complex ecosystems, such as ports. The mud must be regularly dredged to avoid disturbing the navigation channels. Sediments are carried by the waters entering the port and are partially trapped by harbour structures. Numerous studies have been conducted on the physical factors influencing siltation in port areas, whereas, few have focused on the role of biotic factors in mud formation. However, research in other contexts has shown that organisms that are abundant in pontoons, such as bivalves and tunicates, play an important role in this siltation process. All of these organisms belong to the filter feeder group. The sediments sucked in by the filter feeders are excreted in the form of faeces or mucus-bound pseudo-faeces. These waste materials, called bioproducts, settle efficiently and are involved in the composition of the mud. This study aimed to highlight the role of filter feeders in the siltation process in port areas and to determine the factors that influence the production of bioproducts by filter feeders. To investigate the role of filter feeders in the siltation processes, an experimental analysis was conducted in the largest marina in Europe (La Rochelle, France). It is divided into four basins with distinct filter feeder communities and environmental conditions, allowing for a detailed study of the environmental factors that influence the production of bioproducts. This analysis consisted of recovering and studying the bioproducts generated by the filter feeders using sediment traps fixed under pontoons. To explore the evolution of this biological production, 16 campaigns were conducted from January to March 2020 and May to July 2020. The total amount of dry matter produced was constant between seasons at approximately 130 g/m 2 /d; marina-wide, this amount represents a total daily production of 3.2 tons. However, the production amount varies spatially and temporally in relation to marine hydrodynamics and the organisms involved. Bioproduction was taxon-dependent: areas abundant in oysters and mussels were the areas with the most pronounced bioproduction, whereas there was no significant relationship between bioproduction and the presence of tunicates or scallops. If we consider bioproduction on a seasonal scale, we can see that the campaigns with the greatest production correspond to the periods when the sediment supply was the highest, i.e. when the tidal range was the highest. The quality of the bioproducts (organic matter content) differed between seasons, which can be explained by both environmental and metabolic changes. Understanding the role of filter feeders in siltation processes appears to be essential in port environments that need to be regularly dredged to ensure safe navigation., Competing Interests: Declaration of competing interest The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (Copyright © 2022 Elsevier Ltd. All rights reserved.)

Abstract: The dominance of road for hinterland services could be challenged by using rail-road or waterway-road transport because of costs, congestion and growing environmental constraints. A common dynamic that is very favorable to the development of combined transport is shared among the actors of the transport chain but with different starting positions considering the ports of the Northern Range. But combined transport must still demonstrate that it can compete with road transport. Road transport and combined transport are not directly comparable because they do not offer the same physical transport service. The organizational patterns of road and combined transport are investigated. The example of hinterland services to and from the port of Le Havre to the Paris region is a particularly interesting case because of the very short distance. It is shown that the competitiveness of combined transport in terms of price varies greatly according to the way road transport it competes with is organized and that the commercial policy of combined transport operators plays a key role for explaining this competitiveness. Additional services such as additional dwelling times and specific custom advantages are paramount of importance to encourage the shift from road transport to combined transport. [Copyright &y& Elsevier]

Abstract: This paper examines the physical and organizational characteristics of maritime consignments sent from France by comparing those sent by deep sea shipping (DSS) with those sent by short sea shipping (SSS). It employs a very detailed survey that identifies individual shipments, and contains information on routing, mode and organization. The results confirm that the majority of deep sea consignments pass through the major ports, but the SSS market is shown to be more diverse. A link between the size of the hinterland and the type of trade is identified. Finally, the paper shows the importance of logistic service providers in SSS chains. [Copyright &y& Elsevier]

Due to deleterious effects on non-target organisms, the use of organotin compounds on boat hulls of small vessels (<25m) has been widely prohibited. The International Maritime Organisation (IMO) resolved that the complete prohibition on organotin compounds acting as biocides in antifouling systems should commence in 2008. As a result of restrictions on the use of organotin based paints, other antifouling formulations containing organic biocides have been utilised. This survey was conducted to assess the contamination of replacement biocides in the marine environment following the ban of TBT-based paints. Surface sediments samples were collected in the major ports and marinas along the France Mediterranean coastline (Cote d’Azur) and analysed for organotin compounds, Irgarol 1051, Sea-nine 211TM, Chlorothalonil, Dichlofluanid and Folpet. Every port and marina exhibited high levels of organotin compounds, with concentrations in sediments ranging from 37ng Sn g−1dry wt in Menton Garavan to over 4000ng Sn g−1dry wt close to the ship chandler within the port of Villefranche-sur-Mer. TBT degradation indexes suggested that fresh inputs are still made. Among the other antifoulants monitored, only Irgarol 1051 exhibited measurable concentrations in almost every port, with concentrations ranging from 40ng g−1dry wt (Cannes) to almost 700ng g−1dry wt (Villefranche-sur-Mer, ship chandler). [Copyright &y& Elsevier]