Search

Low water levels of the Sea of Galilee (Lake Kinneret) in recent decades due to droughts and anthropogenic factors have exposed large portions of the lakebed. Archaeological surveys of the newly exposed areas yielded prehistoric sites, harbours, anchorages, shipwrecks, cargoes and shoreline installations, attesting to changing maritime activity on the lake through time. The different assemblages are presented and discussed within the context of the lake's highly specific physical and climatic settings. Scarcity of shelters, onshore winds and unpredictable lake-level changes influenced human activity, as reflected in the archaeological records. Collectively, the finds represent the history of maritime activity on the Sea of Galilee. [ABSTRACT FROM AUTHOR]

Marinas are semi-enclosed environments characterised by reduced hydrodynamic energy, high sedimentation rates, and reduced oxygen levels. The ongoing development of activities and infrastructure construction are leading to deterioration in the quality of coastal aquatic environments, creating environmental risks. Trace metal elements (TMEs) and organotins are significant contaminants, prompting this study to evaluate the added value of spatiotemporal monitoring compared to one-time sediment assessments. Two Mediterranean harbours, Port Camargue (PC) and Port Carnon (C), differing in morphology and size, were monitored for a year with regular water sampling, focusing on TMEs and organotins. Sediment contamination, notably in the technical zone, revealed concentrations of Cu (309 and 1210 mg kg−1 for C and PC, respectively), Zn (242 and 425 mg kg−1 for C and PC, respectively), and tributyltin (TBT) (198 and 4678 µg (Sn) kg−1 for C and PC, respectively) surpassing the effect range medium (ERM), while other marina stations generally stayed below this threshold. Spatiotemporal water monitoring highlighted concentrations above environmental quality standards (EQS) at all stations of the larger marina. This exceedance was systematic for Cu and Zn in all samples, ranging respectively between 2.54 and 37.56 µg (Sn) L−1 and 0.63 and 33.48 µg (Sn) L−1. A notable temporal dynamic for TBT and Cu was also observed. Conversely, the open marina, connected to the open sea, rarely exhibited concentrations above EQS in water, despite sediment concentrations occasionally exceeding ERM values. This underscores that risk assessment in these ecosystems cannot rely solely on sediment characterisation. [ABSTRACT FROM AUTHOR]

Coastal Cannibals is a photographic series exploring the impacts, contradictions, and possibilities of “development” within Whangārei Te Rerenga Paraoa (Whangārei Harbour). Located on New Zealand’s northeastern coast, Whangārei Harbour is a site of significant cultural, ecological, and historical significance for the different iwi (tribes) and hapū (subtribes) who have resided—and continue to reside—there. For these tribes, maintaining unbroken occupation has not been straightforward; the harbour is a contested and still-consumed space. Iwi and hapū contend with heavy industry, residential developments, and regional policies that both disregard tribal authority and disrupt kaitiakitanga (guardianship relations). Coastal Cannibals focuses on the harbour’s shoreline developments, where industry is both a source of tension for iwi and hapū, as it places huge pressures on the ocean and surrounding environs, and of necessary jobs and income for a historically underserviced region. For those committed to Indigeneity, occupation is never a straightforward affair. In the postcolonial tradition of “speaking back,” the photo series draws its title from a description used against the great Ngātiwai rangatira Paratene Te Manu prior to his and his tribe’s eviction from the nearby Te Hauturu-o-Toi (Little Barrier Island), asking us today: who is eating away at what?

Sediment textural variability and distributions of one hundred sediments samples across three major strategic Harbours, Quseir, Safaga, and Hurghada, along the Northern Red Sea have been assessed. Grain size parameters and cluster analysis have been applied to reveal indices of the marine environment, mainly the energy and hydrodynamic conditions, which controlled the mode of transportation and depositional settings. The three Harbours exhibited shallow marine environment, corresponding to siliclastic terrigenous flux, associated with carbonate sediments, which sustained biogenic fragments nearby reef and mangrove sites. Depositional settings were controlled by bottom topography, sediments sources, water depth, and closeness from shoreline. This was also coupled with the exposure degree to anthropogenic discharges that triggered sediment texture disturbance and impacted seabed habitat of Safaga Harbour. The latter is more affected by contamination than Quseir and Hurghada Harbours as its topography favored the accumulation of contaminants and acted as pollutant-traps. The C-M pattern suggested rolling as the main mode of nearshore sediments transportations across the three Harbours. Suspension transportation was recognized in Quseir Harbour with higher ratio compared with Safaga Harbour, while it was absent in Hurghada Harbour. Nevertheless, the investigated Harbours shared some common features, particularly low-energy hydrodynamic regime corresponding to their semi-isolated locations and arid climatic conditions, which ruled sediments texture and distributions.

Marinas are semi-enclosed environments characterised by reduced hydrodynamic energy, high sedimentation rates, and reduced oxygen levels. The ongoing development of activities and infrastructure construction are leading to deterioration in the quality of coastal aquatic environments, creating environmental risks. Trace metal elements (TMEs) and organotins are significant contaminants, prompting this study to evaluate the added value of spatiotemporal monitoring compared to one-time sediment assessments. Two Mediterranean harbours, Port Camargue (PC) and Port Carnon (C), differing in morphology and size, were monitored for a year with regular water sampling, focusing on TMEs and organotins. Sediment contamination, notably in the technical zone, revealed concentrations of Cu (309 and 1210 mg kg−1 for C and PC, respectively), Zn (242 and 425 mg kg−1 for C and PC, respectively), and tributyltin (TBT) (198 and 4678 µg (Sn) kg−1 for C and PC, respectively) surpassing the effect range medium (ERM), while other marina stations generally stayed below this threshold. Spatiotemporal water monitoring highlighted concentrations above environmental quality standards (EQS) at all stations of the larger marina. This exceedance was systematic for Cu and Zn in all samples, ranging respectively between 2.54 and 37.56 µg (Sn) L−1 and 0.63 and 33.48 µg (Sn) L−1. A notable temporal dynamic for TBT and Cu was also observed. Conversely, the open marina, connected to the open sea, rarely exhibited concentrations above EQS in water, despite sediment concentrations occasionally exceeding ERM values. This underscores that risk assessment in these ecosystems cannot rely solely on sediment characterisation.

Medieval city walls, bridges, and harbours stood at the interface between the worlds of man and nature. Wind, ice, rainwater, scour, tidal flows, littoral drift, erosion, silting, micro-organisms, and the growth of vegetation compromised the integrity of structural fabrics and choked up ditches, rivers, and harbour basins. These 'slow disasters' of incremental degradation were periodically punctuated by 'fast disasters' such as devastating floods or violent gales. To keep their public works from falling into ruin, civic authorities had to devise regular maintenance regimes and tackle intermittent large-scale repairs. Infrastructure sustainability became a particularly acute problem during the late middle ages. Climate change accelerated the intensity and frequency of environmental stressors, while urban populations declined in the wake of the Black Death. Economic disruptions were driving up the costs of building materials and labour while the customary sources of infrastructure incomes were shrinking. The growing mismatch in scale between rising infrastructure costs and falling resources was not just another wobble that could be corrected by a renewed mobilisation of traditional recovery mechanisms. [ABSTRACT FROM AUTHOR]

Recent excavations of Tel Yafo (Jaffa), Israel, underscore its role as an historically important Mediterranean port. In 2014, the Ioppa Maritima Project conducted a geological investigation determining that from ca. 5000–2000 years BP, a small estuarine system existed east and north of Tel Yafo that could have served as a harbour. The marine re-entrant formed through sea-level rise and flooding of a small valley, and the stream mouth was probably also partially blocked by coastal sands. Sediment aggradation, wetland development, and anthropogenic activity largely filled the embayment leaving only a depression east of Tel Yafo in the area of Bloomfield Stadium and Groningen Park. [ABSTRACT FROM AUTHOR]

Sediment textural variability and distributions of one hundred sediments samples across three major strategic Harbours, Quseir, Safaga, and Hurghada, along the Northern Red Sea have been assessed. Grain size parameters and cluster analysis have been applied to reveal indices of the marine environment, mainly the energy and hydrodynamic conditions, which controlled the mode of transportation and depositional settings. The three Harbours exhibited shallow marine environment, corresponding to siliclastic terrigenous flux, associated with carbonate sediments, which sustained biogenic fragments nearby reef and mangrove sites. Depositional settings were controlled by bottom topography, sediments sources, water depth, and closeness from shoreline. This was also coupled with the exposure degree to anthropogenic discharges that triggered sediment texture disturbance and impacted seabed habitat of Safaga Harbour. The latter is more affected by contamination than Quseir and Hurghada Harbours as its topography favored the accumulation of contaminants and acted as pollutant-traps. The C-M pattern suggested rolling as the main mode of nearshore sediments transportations across the three Harbours. Suspension transportation was recognized in Quseir Harbour with higher ratio compared with Safaga Harbour, while it was absent in Hurghada Harbour. Nevertheless, the investigated Harbours shared some common features, particularly low-energy hydrodynamic regime corresponding to their semi-isolated locations and arid climatic conditions, which ruled sediments texture and distributions. [ABSTRACT FROM AUTHOR]

Macroalgal nitrogen isotope analysis (δ15N) is a reliable method for the identification of nitrogen pollutant sources. Understanding δ15N geospatial variation within small bays and/or harbour environments can help identify point sources of nitrogen pollution. This study sampled over 300 Fucus vesiculosus and Ulva sp. specimens in September 2022 and May 2023 from Staithes Harbour, North Yorkshire, England. δ15N values for Staithes Beck were elevated when compared to sites in Staithes Harbour and the North Sea: this is attributed to sewage effluent and/or agricultural manure. Few sites within Staithes Harbour were significantly different from one another in terms of δ15N, suggesting a relatively homogenous nitrogen isotope record of the harbour. Simple harbour environments like Staithes may be relatively well mixed, and thus, sampling one harbour site may be enough to represent the entire harbour. Of course, more complex harbours may require more sample locations to ascertain point sources and mixing in the harbour. • Over 300 nitrogen isotope analyses of Fucus and Ulva were conducted in Staithes, North Yorkshire. • δ15N values indicate sewage effluent from Staithes Beck into Staithes Harbour. • Staithes Harbour is relatively homogenous in terms of δ15N indicating a well-mixed environment. • Macroalgae from well-mixed harbours represent the nitrogen isotope signature of that environment. [ABSTRACT FROM AUTHOR]

Global shipping facilitates the introduction of fouling organisms to new geographic areas. The increase in maritime transport in recent decades has led to unprecedented development, where marine coastal waters have become one of the most invaded habitats around the globe. Among the most successful invaders are ascidians. Despite the geographic and oceanographic isolation of Iceland, it is far from being excluded as a recipient region. Ascidians have successfully been able to establish stable populations in Iceland that are slowly expanding around the SW region. Here we report the first record of Ascidiella scabra in Icelandic waters, and the spread of seven non-indigenous ascidians across the S-SW Icelandic harbours. We compare their relative abundances to our survey from 2018. The bulk of these ascidians is not only present in the temperate Atlantic Ocean, but also in the Northwest Pacific and temperate Australasia, revealing that global homogenization of the ascidiofauna is emerging in anthropized coastal areas. The rising of sea surface temperature, driven by climate change, is likely to continue to support the development of this scenario leading to biodiversity loss, which could endanger living resources with severe economic impacts. [ABSTRACT FROM AUTHOR]

The authors explore a novel interdisciplinary approach to researching, collecting and communicating local site-specific data on recent sea-level rise using persistent black-zone biotic levels evident on historical coastal stone structures by a stable community of cyanobacteria (blue-green algae) at the Royal Naval Dockyard in Bermuda. Photographs taken at the Dockyard in 1870, 2007 and 2017 show an upward shift in this living cyanobacterial community. A spatio-temporal digital twin computed from historical and contemporary photo assets was created to test the viability of these black-zone lines as a proxy for sea-level-rise measurements in Bermuda. Black-zone cyanobacteria are highly sensitive to sea-level rise and, over long timescales, comparative imagery of black zones could present a proper indicator of average sea-level rise. [ABSTRACT FROM AUTHOR]

Mediterranean ports are sources of significant economic activity and at the same time they act as recipients of considerable anthropogenic disturbance and pollution. Macrobenthic communities are an important component of the port biota and have been used as environmental quality indicators.Macrobenthic assemblages were recorded in three Mediterranean touristic ports under the framework of the ENPI CBC MED project MAPMED. Samples were collected from Cagliari (Sardinia, Italy), Heraklion (Crete, Greece) and El Kantaoui (Tunisia) ports during February, May and September 2012. The sampling stations were selected according to the different sectors within each port (i.e. leisure, fishing, passenger/cargo vessels, shipyard). A total number of 277 taxa belonging to 12 phyla were found, of which the 96 taxa were found in all three ports. El Kantaoui port hosted the highest number of macrobenthic taxa. Mollusca were the most abundant group (34%) in all ports. The highest percentage of opportunistic taxa per station was found before the touristic period in the shipyard of Heraklion port (89.3%).

A chemical characterization of PM10 collected at hydrofoil exhaust stacks was performed conducting two on-board measuring campaigns, with the aim of assessing the ship emission impact on PM10 collected in the coastal area of Naples (Southern Italy) and providing information about the characteristics of this important PM emission source. Samples were analysed determining the contribution of different chemical parameters to PM10's mass, which consisted of polycyclic aromatic hydrocarbons (PAHs) (0.10 ± 0.12%), total carbon (61.9% ± 20.0%, with 40.4% of organic carbon, OC, and 21.5% of elemental carbon, EC) and elemental fraction (0.44% ± 1.00%). Differences in terms of composition and chemical parameter profiles were observed between samples collected during offshore navigation (Off) and samples collected during shunting operations (SO), the latter of higher concern on a local scale. For SO samples, lower contributions of OC and EC were observed (39.7% and 19.6% respectively) compared to Off samples (41.5% and 24.2%), and an increase in terms of elements (from 0.32 to 0.51%) and PAHs (from 0.06 to 0.12%) concentrations was observed. In addition, enrichment factors (EFs) for some elements such as V, Zn, Cd, Cu, Ag and Hg as well as PAHs profile varied significantly between SO and Off. Data presented here were compared with data on chemical composition of PM10 sampled in a tunnel, in a background site and in an urban site in the city of Naples. Results indicated that shipping activities contributed significantly to the emission of V and, in some extent, Zn and Cd; in addition, PAH profiles indicated a greater contribution to urban PM10 from vehicular traffic than shipping emissions. These results can significantly contribute to the correct evaluation of the influence of shipping emission on PM10 generation in urban coastal areas and can be a useful reference for similar studies. The coastal area of Naples is an important example of the coexistence of residential, touristic and natural areas with pollutants emission sources including, among the others, shipping emissions. In this and similar contexts, it is important to distinguish the contribution of each emission source to clearly define environmental control policies. [ABSTRACT FROM AUTHOR]

Copyright of Revista En-Contexto is the property of Tecnologico de Antioquia, Institucion Universitari and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The methods of improvement of vibroflotation (VF), dynamic compaction (DC) and the preloading took a scale in Algeria these last years, they are applied at the port of DjenDjen in Jijel province, object of our study, in the framework of its extension and its development, in order to improve the support soil which will receive the foundations of the protections structures and the container terminal in caissons. The main objective is to understand and apprehend these techniques, as well as the sensitivity of the intervening factors on its realization, and their effect on the behavior of the soil during and after its implementation. In addition, this treatment to minimize the risk of liquefaction and instability of the protective structure, However, the advantage of speed of execution and reasonable cost compared to the importance of the project, thus no negative effects have been reported on the environment. The effectiveness of these soil treatment methods has been demonstrated by the results of the available in-situ tests, in particular the SPT tests which made it possible to check the capacity of the support soil before and after its completion, as well as the settlement surveys confirm the efficiency of these techniques in terms of improving the bearing capacity of the seabed. [ABSTRACT FROM AUTHOR]

Emission inventories are an essential tool for harbour authorities to assess the impacts of harbour-related activities and to assess the effectiveness of mitigation measures. In this paper, two bottom-up methodologies (EMEP/EEA and US/SCG) are applied to the Port of Leixões, Portugal, to develop an emission inventory for harbour-related activities, accounting for both the emissions from shipping and the cargo handling equipment. Emission estimates obtained from the two methodologies are compared and discussed. Regarding shipping emissions, the main disparities between the two methodologies arise from the differences in emission factors and application (or not) of fuel correction factors. Among the considered pollutants, EMEP/EEA methodology estimates higher total emissions (for all types of ship combined) of SOX, NOX, VOC, PM2.5, PM10, CH4, HC, CO and CO2 (up to 46%), and lower emission of only N2O (up to 7%), comparing to US/SCG. Regarding CHE emissions, only EMEP/EEA methodology considers the deterioration factors adjustment, while the fuel correction factor is only considered for US/SCG methodology. Different emission factors also contribute to the observed differences in CHE emissions estimates, leading to higher total emissions (for all CHE combined) of NOX, CO, N2O, PM2.5, PM10, SOX and CO2 (up to 85%), and lower emission of only CH4 (264%), comparing to US/SCG. This paper provides a highly relevant approach to estimate CHE-related emissions in European ports and highlights the importance for a standardized methodology to estimate emissions from harbour activities, contributing not only to improve the scientific knowledge but also to provide support to harbour authorities, regarding the quantification of harbour's environmental performance and the definition of mitigation measures. [ABSTRACT FROM AUTHOR]

The development of the sea economy (Blue Growth) represents an opportunity for worldwide coastal communities, which are increasing threatened by urban pressure, sea pollution, erosion processes and flooding events due to enhancing rate of relative sea level rise and storminess driven by climate change. These hazards pose several planning and management challenges to the stakeholders, often constrained in finding a compromise between flooding protection of the urban settlements, economic needs of the land and the health of the environment. Since historical and cultural stratification affected the landscape and the development of coastal urban areas, the Blue Growth involves the analysis of the history and heritage of the land, based on a scientific research capable to promote a sustainable economic development of the area. This manuscript focuses on the southern Tyrrhenian coast (Italy), first describing the historical and environmental features of the area and then focalizing on the impact of the anthropic interventions, with particular reference to the shoreline of Belvedere Marittimo (CS), where it is located the Marine Experimental Station of Capo Tirone, a strategic scientific hub that serves multiple research activities related to the marine environment, as the study of the hazards threating the environmental and cultural heritage, the development of new nautical and subsea technologies, and the dissemination of citizen-science into the Blue Growth framework. [ABSTRACT FROM AUTHOR]

Recreational marinas are key points for the introduction and secondary spread of non-indigenous species (NIS). However, little is known about the influence of the habitat surrounding the marina on NIS communities. To explore this issue, we compared peracarid assemblages associated to the widespread ecosystem engineer Sabella spallanzanii in lower estuarine marinas (with oceanic salinity) and coastal marinas of the south of the Iberian Peninsula. Sabella spallanzanii hosted a total of 23 species, 7 of them NIS. While NIS richness was similar between marinas located in estuaries and coastal habitats, NIS abundance was significantly higher in estuarine marinas. The NIS community structure was influenced by both the marina itself and the surrounding habitat. These results suggest that lower estuarine conditions promote NIS abundance in marinas, increasing potential invasion risks. This supports prioritization of estuarine marinas in NIS monitoring programs and the suitability of S. spallanzanii as a bioinvasion monitoring tool. [Display omitted] • Lower estuarine conditions promote non-indigenous species (NIS) abundance in marinas. • Estuarine marinas should be prioritized in NIS monitoring programs. • Almost a third of the species associated to S. spallanzanii were NIS. • Sabella spallanzanii is proposed as a bioinvasion monitoring tool. [ABSTRACT FROM AUTHOR]

As is well known, boat trips on rivers and canals were an essential part of Mesopotamian economy at the end of the 3rd millennium BC; the Tigris and Euphrates, with their tributaries and canals, served as major highways in Mesopotamia. In the Ur III period, inland traffic by waterway was very extensive (more so than interregional water transport). This paper aims at highlighting ports/harbours of the province of Ĝirsu/Lagaš recorded in the administrative texts from the end of the 3rd millennium, by cataloguing the name of the places where these harbours are located. [ABSTRACT FROM AUTHOR]

Copyright of HiSTOReLo: Revista de Historia Regional y Local is the property of Universidad Nacional de Colombia, Centro Editorial Facultad de Ciencias Humanas y Economicas and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

In the framework of a wider systematic survey aimed at studying non-indigenous species in Italian harbours and marinas, the ascophoran bryozoan Celleporaria brunnea was detected for the first time in the western Mediterranean Sea. The species is presumably native to the Pacific coasts of North America and is distributed from British Columbia to the Galapagos Islands (Ecuador). In the Mediterranean Sea, C. brunnea was first recorded in 2004 in the inner part of Izmir Bay near Alsancak harbour (Turkey) and later reported along the Lebanese coasts. The species was recently detected in Cascais marina in Portugal and in the Arcachon Basin (France), documenting the first records in the eastern Atlantic. The finding in the Italian harbours of La Spezia (Liguria), Olbia (Sardinia) and Lampedusa (off Sicily) marks its western and northernmost occurrence within the Mediterranean basin. Pathways of introduction into the western Mediterranean Sea are discussed, concluding that hull fouling is the most likely vector. The species may be expected to appear soon in other harbours of the Mediterranean basin.

The paper presents a thorough critical analysis of the available information on the ancient settlement under the modern village of Baykal, Pleven District, which was convincingly identified some 35 years ago with Palatium and Παλατίολον/Παλάστολον, known from the Late Roman and Early Byzantine written sources. The important corrections in connection with the previously expressed views, as well as personal ground observations and reinterpretation of the evidence, enable the author to state a new and different perspective of the ancient history of Baykal. This article is the first one of a planned series of publications designed to bring clarity and reject the existing defects in the current interpretation of various aspects related to the nature, structure and history of the Roman Danube Limes within the borders of Bulgaria.