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Purpose – The authors have faced rapid technological developments over the past few years. Still, the authors face challenges of maritime supply chain inefficiency, high costs and the low competitiveness of Indonesian ports. In line with the flow of this research, the purpose of this paper is to conceptualise best practices to improve port connectivity, which impacts improving maritime logistics capabilities in Indonesia that are relevant to the current situation. Design/methodology/approach – The authors utilise surveys and interviews as a data collection method, where several sources were actors in the maritime logistics industry. The authors also use secondary data from the Ministry of Transport of the Republic of Indonesia, online databases as well as trade magazines and newspapers. This paper conducts a multiple case study and principal component analysis (PCA) to meet the research objectives. Findings – The intention to use port digitisation services will increase if the perceived usefulness of the service also increases. Also, if the negative coefficient of user trust rises, it will bring a very sharp decrease in customers' intentions to use. Furthermore, the high estimated value of context indicates that users expect to have a good experience using the application and bring benefit to their business. Originality/value – Based on the authors’ knowledge, there has been no review about port digitalisation, specifically in Indonesia. The authors initially provided best practices to improve port connectivity, which can impact improving maritime logistics capabilities.

Abstract Background Points of Entry (POEs) are at the frontline for prevention, detection and response to international spread of diseases. The objective of this assessment was to ascertain the current level of existing International Health Regulations (IHR) core capacities of designated airports, ports and ground crossings in Cameroon and identify critical gaps for capacity building for prevention, early warning and response to public health threats including COVID-19. Methods Data were collected from April to May 2020 in 5 designated POEs: Yaounde Nsimalen International Airport (YIA), Douala international Airport (DIA), Douala Autonomous Port (DAP), Garoua-Boulai ground crossing, Kye-Ossi ground crossing which were all selected for their high volume of passenger and goods traffic. The World Health Organization (WHO) assessment tool for core capacity requirements at designated airports, ports and ground crossings was used to collect data on three technical capacities: (i) communication and coordination, (ii) Capacities at all times and (iii) capacities to respond to Public Health Emergencies of International Concern (PHEIC). Results All the investigated POEs scored below 50% of capacities in place. YIA recorded the highest percentage for all groups of capacities, coordination and communication and for core capacity at all times with a percentage of 42%, 58% and 32% respectively. For core capacity to respond to PHEIC, all the POEs recorded below 50%. The DAP and all ground crossings lacked trained personnel for inspection of conveyances. Only DIA had a public health emergency plan. There is no isolation/quarantine and transport capacity at the POEs. Conclusion All POEs assessed did not meet IHR standards and need significant improvement to fulfill the IHR requirements. Unstructured communication channels between stakeholders make the implementation of IHR challenging. A coordination mechanism, with clear functions and structure, is necessary for well-coordinated response efforts to health emergencies at POEs. This assessment will serve as a baseline to inform planning and IHR implementation at designated POEs in Cameroon.

The ruins of ancient Tarsus, the metropolis of the Cilicia Region, located in the south of Anatolia, lie under the modern city. Ancient authors talking about Tarsus also mention the Cydnus River, which runs through the middle of the ancient city. These authors also emphasize the size of the city and the level of prosperity it has achieved. On the basis of the development of the city, there are factors such as having a port in ancient times, the fact that an international road reaches the city and the location of the Cydnus River passing through the city. All these qualities also confirm that good planning was observed in the first establishment of the city. These characteristics of Tarsus must have significantly affected various areas such as urban planning, commercial and cultural development. Considering the location of Tarsus suitable for road, sea and river transportation, it becomes clear why it is defined as a large and rich city. Tarsus, which has a very strategic location, has water-related structures such as bridges, baths, and cisterns as well as many important structures. In addition, imported ceramics that will shed light on both the development of Tarsus and its commercial activities in the ancient period can be listed among the remarkable archaeological finds. In this study, the connection of the Cydnus River with the city, which flowed through the borders of Tarsus district in ancient times and was changed in the Eastern Roman (Byzantine) Period, was discussed. The contribution of the Cydnus River to trade, city planning and the welfare level of Tarsus since its foundation has been researched, based on the information provided by ancient and modern authors, as well as archaeological data.

Abstract Background The significance of postoperative adjuvant radiotherapy (PORT) on the survival of resected IIIA‐N2 non–small cell lung cancer (NSCLC) remains controversial. Here, we aimed to determine the predictive value of the three nodal classifications which might aid in PORT decision‐making. Methods A total of 4797 patients with stage IIIA‐N2 resected NSCLC were identified in the Surveillance, Epidemiology and End Results (SEER) database and were grouped by whether PORT was administered. Survival analysis was used to identify the patient groups who can benefit from PORT. Multivariate analysis was performed to confirm the independent risk factors for lung cancer‐specific survival (LCSS) and overall survival (OS). A validation cohort of 1184 patients from three medical centers in China were also included. Results PORT was not associated with better LCSS and OS in the entire cohort after propensity score matching (PSM). However, in the subgroups of positive lymph nodes 4 (PLN4), lymph node ratio 4 (LNR4), and log odds of positive lymph nodes 4 (LODDS4), PORT exhibited its role in improving LCSS (p

Uluslararası ticaret açısından önemli bir pazarlama kanalı olan limanlar, ülkelerin ekonomik gelişmişlik düzeylerinin en önemli belirleyicilerinden birisidir. Dünya ticaretinin %90’ının denizyolu üzerinden gerçekleşmesi, günümüz lojistik zincirinin en önemli öğelerinden birisi olarak ifade edilen limanların önemini gittikçe artırmakta ve limanlarda dijital dönüşümü gerekli kılmaktadır. Artık hemen her sektörde kendisini gösteren Endüstri 4.0 teknolojilerinin limancılık sektöründe de kullanılmaya başlanması, akıllı alt yapılar, nitelikli işgücü ve otomasyonun entegrasyonu olarak ifade edilen akıllı liman kavramını da gündeme getirmektedir. İlgili literatür incelendiğinde, son yıllarda limancılık sektöründe dijitalleşme uygulamalarının incelenmesine yönelik çalışmaların mevcut olduğu görülmektedir. Ancak henüz Türkiye’deki limanların akıllı liman olma yolundaki girişimlerinin operasyon, çevre, enerji, emniyet ve güvenlik boyutlarıyla araştırıldığı bir çalışmaya rastlanılamamıştır. Bu çalışma ile birlikte, limanlarda faaliyet gösteren personellerin belirtilen dört boyut altında yer alan uygulamalara yönelik bilgi düzeyleri araştırılmıştır. Keşfedici nitelikte olan bu araştırmada, örneklem yöntemi olarak amaçlı örnekleme; veri toplama yöntemi olarak yüz yüze anket ve çevrimiçi ortamda hazırlanan anket formu kullanılmıştır. Toplanan veriler IBM Statistics 25 istatistik paket programı yardımıyla analiz edilmiştir. Araştırma sonucunda, akıllı liman yapılanmasına yönelik teknolojilerin bilinirlik düzeylerinin düşük olduğu tespit edilmiştir.

The existing literature on the hydrogen supply chains has knowledge gaps. Most studies focus on hydrogen production, storage, transport, and utilisation but neglect ports which are nexuses in the supply chains. To fill the gap, this paper focuses on ports' readiness for the upcoming hydrogen international trade. Potential hydrogen exporting and importing ports are screened. Ports' readiness for hydrogen export and import are reviewed from perspectives of infrastructure, risk management, public acceptance, regulations and standards, and education and training. The main findings are: (1) liquid hydrogen, ammonia, methanol, and LOHCs are suitable forms for hydrogen international trade; (2) twenty ports are identified that could be first movers; among them, twelve are exporting ports, and eight are importing ports; (3) ports' readiness for hydrogen international trade is still in its infancy, and the infrastructure construction or renovation, risk management measures, establishment of regulations and standards, education and training all require further efforts. • Introducing ports' features in international hydrogen supply chains. • Identifying possible early hydrogen exporting and importing ports. • Identifying research gaps of ports' readiness for exporting and importing hydrogen. [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]

The port hinterland system is an important force to support regional economic development and spatial structure reshaping, as well as the key to realize the transformation of industrial structure and the optimal allocation of resources. Firstly, based on port hinterland evolution theory and ecological theory, according to the new characteristics, the "Big Tree Theory" of the port hinterland system is proposed from the concept definition, evolution mode, evolution mechanism, etc. This study divides the evolution process of the port-hinterland life spatial structure into 4 stages: port-hinterland tree trunk growth, port-hinterland tree root growth, port-hinterland tree crown growth and the whole tree-shaped life spatial structure in the port-hinterland. Meanwhile, we analyze and describe the evolution mode of port-hinterland in each of the various stages. Secondly, this study builds a system that reveals the dynamic mechanism of the whole tree-shaped life spatial structure in the port-hinterland from the port-hinterland spatial system, the port-hinterland economy system, and the port-hinterland transportation system. Finally, this paper takes Dalian as an empirical case to verify the "Big Tree Theory" of the port hinterland. [ABSTRACT FROM AUTHOR]

Ports form important links in the overall trade chain and act as driving forces for marine economic development. However, the operation of ports also has certain difficulties and challenges that port operators need to overcome. As such, this research aims to measure the performance efficiency of 22 ports listed in the stock market in Vietnam – a developing country with notable progress and role in global seaborne transport. The hybrid method of Delphi technique with KAMET principle and input and output – oriented DEA method was applied to solve the problem of efficiency assessment. The Delphi technique with KAMET principle was used to determine the efficiency evaluation criteria whilst the input and output – oriented DEA was employed to measure the efficiency. The findings show that capital, operation expenses, labour, port area, quay length, depth, revenue, and cargo throughputs are considered as input and output variables in the port efficiency evaluation. Additionally, it is also concluded in the research that scale and management skills are the dominant source of efficiency and Vietnamese ports show rather high management skills. Moreover, comprehensive and multi-variable assessment of port system may bring lots of benefits not only to the decision-making units but also the maritime authorities within constraint funds. • An approach of Delphi, KAMET, and DEA is an effective approach to solve the port performance efficiency evaluation problem. • The proposed approach verifies its usefulness in the port industry of many regions or countries in the world. • Delphi and KAMET were used to define the efficiency evaluation criteria, whereas DEA was applied to evaluate the efficiency. [ABSTRACT FROM AUTHOR]

According to the significant role of ports, port-hinterland distribution networks considering various parameters have received much attention in recent years. Considering intermodal transport and the possibility of constructing new inland terminals where transportation mode changes, this paper aims to investigate the subject of port-hinterland freight distribution network. To this end, considering the volume of exported freight being delivered as well as imported freight received, a multi-objective intermodal model was developed for Iran as our case study. In this model, it was assumed that in addition to the existing railway and road routes in the country, new railway and road routes could be constructed, as well. The first objective function involves minimizing the cost of transportation and the cost of constructing an inland terminal. The second objective function involves minimizing CO2 released during freight transport. A certain model for the problem was described first and then, uncertainty in the amount of import demand and export supply was considered. A robust modeling approach was employed. Therefore, data of the goods imported from or exported to Iran were collected and solved using the robust model in GAMS software; then, the results were analyzed and investigated. [ABSTRACT FROM AUTHOR]

Understanding key flooding processes such as wave overtopping and overflow (i.e., water flows over a structure when the crest level of the structure is lower than the water level in front) is crucial for coastal management and coastal safety assessment. In port and harbour environments, waves are not only perpendicular to the coastal structure but also very oblique, with wavefronts almost perpendicular to the main infrastructures in the harbour docks. Propagation and wave–structure interaction of such perpendicular and (very) oblique waves need to be appropriately modelled to estimate wave overtopping properly. Overflow can also be critical for estimating flooding behind any coastal defence. In this study, such oblique and parallel waves (i.e., main wave direction is parallel to the structures) are modelled in a non-hydrostatic wave model and validated with physical model tests in the literature. On top, overflow is also modelled and validated using an existing empirical formula. The model gives convincing behaviours on the wave overtopping and overflow. [ABSTRACT FROM AUTHOR]

The subject matter of research in the article is the models and methods of risk management in the process of implementing concession projects within the port activities. The goal of the work is to develop a risk management model for the implementation of concession projects in the port to improve the efficiency of port activities and ensure the competitiveness of port services. The following tasks are solved in the article: analysis of international and national experience in reforming the port industry, consideration of the essence of the project-oriented approach in port management, determination of the relevance of the implementation of public-private partnership projects on the example of concession projects in the port, analysis of risks arising from the project management of ports within the concession, identification of concession project stakeholders, proposal of a classification model for risk distribution among project stakeholders, prioritization of risks based on the probability of their occurrence, identification and significance of negative consequences, development of a risk assessment model for port production in concession projects. The following methods are used: project management methods, failure mode and effects analysis method, risk management theory, quality management methods. The following results were obtained: based on analytical research of the world and Ukrainian experience in the operation of transport hubs, it was proved that an effective mechanism for increasing the competitiveness of ports is the implementation of reform principles based on project management methodology. It has been established that the most common type of port activity improvement is the implementation of concession projects. It is noted that in the process of managing a concession project, certain risks arise that require assessment. The stakeholders of the concession project are identified and a classification model for the distribution of risks between them is proposed. A model of risk-based port management in concession projects has been developed based on the failure mode and effects analysis method taking into account the determination of the risk priority rank. Conclusions. To increase the competitiveness of ports, it is proposed to develop and implement concession projects in port activities based on the project management methodology, the implementation of which can increase the efficiency of port services. There are risks in the management of port activities within a concession project. It is proposed to distribute them among stakeholders and determine the probabilities of occurrence, identifying risks, assessing the significance of their impact on the quality of port services. Based on the proposed risk assessment model, taking into account the determination of the priority rank, it is shown that the greatest risk is associated with the implementation of customs formalities and the danger of the port water area.

During the previous two decades liner carriers within maritime shipping have broken the barriers from being pure transportation providers towards being logistics service providers. Most of the top 20 liner carriers worldwide have set up spin-offs providing services from local booking up to 3rd party logistics services, combining the business advantages of tight linkages with liners together with the negotiation freedom with demanding customers by providing an extension of service coverage. Economical evaluations of transocean routes and global networks are of interest for decision makers re- sponsible for business strategies as well as for operations. It is crucial to achieve appropriate judgements about which liner routes are profitable and how to build better service networks so that the companies’ brand could be attractive to, e.g., shippers, including exporters, importers and forwarding agents. In this paper we discuss the corresponding trade-offs as well as related decision support systems of relevant service providers and companies.

Port clusters are expected to play a significant role in the transition towards a circular economy, both at the level of facilitating regional and global transport within circular production chains, as well as hosting circular activities in port areas. There is strong evidence that significant investments in the circular economy (CE) are being made in port areas, albeit without much knowledge on their impacts. To ensure an efficient use of port resources in view of this transition, these impacts should be adequately monitored. Research on circular economy indicators for ports is still in an exploratory stage, characterized by an absence of in-depth research on the development of port-related circular economy indicators. This paper focuses on the development of a comprehensive set of relevant and feasible CE indicators, which aim to support port managing bodies (PMBs) as well as port stakeholders to monitor the CE transition taking place. Through multimethod qualitative research, including content analysis, focus groups, a gap analysis and a qualitative survey, an actionable list of CE 12 indicators for ports was developed. Seven of which are highly feasible and five of which have medium feasibility in terms of stakeholder relevance and ease of implementation. Findings related to (1) the overall limited CE ambition levels of PMBs and (2) the difference in the values of some indicators for different port typologies are also discussed. The value of this study for practitioners lies in providing them with an actionable set of KPIs which can support their efforts and communication related to their CE transition.

An important process that began in many Mediterranean countries in the last century, after the end of the Second World War, concerns the displacement of a large part of the population from inland to coastal areas, expanding many existing cities and building new ones. Following this expansion, some existing ports were expanded, and many new ports were built, mainly for commercial and tourist purposes. This strong anthropogenic pressure has modified not only the landscape but also the coastal dynamics, and significant shoreline erosion processes have often been observed, even at considerable distances from the ports. This paper analyzes shoreline changes due to the construction of ports in Calabria, based on geomorphological factors and wave forcings. Calabria is a region of Southern Italy, on the Mediterranean Sea, that is characterized by geomorphological, climatic, and anthropic peculiarities. In addition, other important effects caused by the construction of ports were also analyzed, such as shoreline advancement updrift, construction of coastal protection structures, siltation, and anthropogenic pressure. The main finding of this analysis is that coastal morphology plays a key role in the extent of shoreline changes due to the construction of ports. In fact, the greatest shoreline retreats were observed downdrifts of ports built in straight coastal areas. Furthermore, this analysis highlights that there is no direct correlation between wave climate and shoreline changes near the examined ports. The analysis described in this paper may be of interest both to the scientific field and to the planning and management of coastal areas. Furthermore, it is based on open-access data and was carried out using free software such as QGIS, so it is easily replicable and applicable in any coastal context.

Background: Laparoscopic cholecystectomy (LC) the most common laparoscopic surgery performed worldwide. The surgical technique of LC has undergone many modifications; in respect to reduction of port sizes or number of ports. Conventionally, 10-mm 30° laparoscope is being used but, 5-mm 30° laparoscopes through 5-mm umbilical port (modified LC) are also being utilized by many surgeons worldwide. Aims and Objectives: The aims of this study were to compare the outcome of conventional LC with modified LC, in terms of feasibility, safety, and efficacy. Materials and Methods: This prospective randomized study was carried out in the Department of Surgery, ESIC-PGIMSR, Joka during June 2017–December 2018. One hundred and fifty patients of diagnosed symptomatic gall stone disease were randomly allocated into two study groups. Group-I contained 75 patients, who underwent LC by conventional method whereas, and 75 patients in Group-II underwent LC by modified method. Follow-up was done at 6 weeks, 6 months, and 1 year after surgery. Data were analyzed by appropriate statistical tests. Results: The mean operating time and mean pain score over umbilical wound were found to be statistically significant. However, no significant differences were obtained in terms of average hospital stay, post-surgical complications such as post-site bleeding, cystic artery bleeding, biliary spillage, and wound infection. Only one patient in the 10-mm umbilical port group, having body mass index of 31 developed umbilical port-site hernia. Regarding wound cosmesis, no significant difference was obtained. Conclusion: Performing LC with a 5-mm 30° laparoscope through 5-mm umbilical port is a safe and feasible option for laparoscopic surgeons.

For over two centuries, Galați was the only port of Moldova. Through which agricultural products from Moldova were exported to the Pontic and Mediterranean regions, also large quantities of food products in the form of army provisions (zaherea) were sent to Istanbul, as well as a lot of objects produced by foreign craftsmen were imported, some of them also reaching neighboring countries. Starting from 1834, Austrian steamships made regular runs to Galați. Also, there was transit trade with the German countries, the importance of the construction of large military ships increased, etc. The locals enjoyed favorable conditions for the production of various material goods, especially the favorable geographical position for carrying out the exchange of goods, which allowed them to earn money from the sale of their products. The approach represents a panoramic presentation of the Galați city in the light of the records and itineraries of several travelers and merchants who had visited it until the beginning of the 19th century. Due to the foreign domination, the number of inhabitants of the town was very small. In the course of time, the town of Galați, as well as other localities in Moldova, suffered numerous material damages due to the military confrontations carried out by the great powers. The city experienced an upswing in its development only after the foreign domination over the Romanian extra-Carpathian territory was liquidated.

Copyright of Journal of Tikrit University for Humanities is the property of Republic of Iraq Ministry of Higher Education & Scientific Research (MOHESR) 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.)

Port and city, as two centers of activities with different characteristics, were originally two relatively independent transportation systems. The expansion of city scale and the development of port space has led to the evolution of integrated development of the port and the city from their initial separation and led to mixed transportation organization of passenger and freight. Based on the evolution law of the port-city relationship, a cluster analysis was made on the freight big data and the spatiotemporal distribution law of freight vehicles in the port was obtained, and an optimization strategy for port road collection and distribution was proposed from four aspects: network construction, strong axis, efficiency enhancement, and file upgrading. It aims to scientifically and effectively support the port road collection and distribution organization, and has been practically applied in the Zhujiaqiao Port Area of Wuhu Port. [ABSTRACT FROM AUTHOR]

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99 % of all grain is transported from the sender in Ukraine to the recipient (for example, in Indonesia) by sea transport (39 million tons). The ports of Chornomorsk (22%), Odesa (19 %), Yuzhnoye (19%) and Mykolaiv (18 %) ship the most. Analysis of the ports of Ukraine and the methods of wheat transportation to them, together with the correct loading of wheat on the ship, is the key to obtaining a reliable importer of high-quality wheat in the world. Transportation of grain across Ukraine is most often carried out by the following types of transport: a) dump trucks; b) on-board grain carriers; c) grain tankers; d) grain carriers-road trains; e) barges; e) railway cars. Since Indonesia is the leading country in the import of Ukrainian wheat, this market is promising for Ukrainian grain exporters. This is due to the increase in the population in Indonesia and its economic development. Therefore, the work considered as an example the transportation of wheat to this country. The article examines the process of cargo transportation on ships of larger cargo capacity. At the same time, taking into account the peculiarities of the depths near the berths in the port, reloading takes place on the raid. There are many contracts for the transportation of wheat, which are concluded on different terms. Contracts on CIF terms with the volume of deliveries of 50,000 to 400,000 tons of various grades of wheat have gained the most popularity. In the work, it is proposed to consider 2 Ukrainian ports: the Mykolaiv sea trade port and the Southern port, since the first one has the technology of loading a ship on a raid, and the last one has exported more wheat to Indonesia in recent years. According to the contract, it is necessary to transport 300,000 tons of wheat of the 3rd class in 4 months to the port of Surabaya, which is in Indonesia. ) and "AKIJ GLORY" (Dv = 76,302). Wheat is delivered from the Kirovohrad region. Loading of wheat is carried out by bulk. Since there is a draft of 10.3 m in the Mykolaiv Sea Trade Port and the Dnipro-Buzka Canal, the vessels will not be fully loaded, and reloading will be carried out at the Ochakiv Raid Terminal. The shipper, also the charterer, charters several vessels on FIOS (Free In/Out) terms, which means that loading and unloading takes place at the expense of the sender/receiver.). Freight rates and wheat prices vary. For example, in the Mykolaiv sea trade port, the sender company is "Nibulon", since they rent fields, have their own elevators, grain trucks and barges, so the selling price of wheat with delivery to the port is low. The transportation option considered in the article allows it to be used for other ports, where the ship's draft does not allow loading at the berth, but the depths on the roadway are sufficient for ships with a larger cargo capacity. The transportation of cargo on vessels of this type allows to transport a larger batch of cargo in a shorter time, which is reflected in the cost of the cargo and the speed of delivery of the entire batch. [ABSTRACT FROM AUTHOR]

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Copyright of Zeszyty Studenckie Wydzialu Ekonomicznego Uniwersytetu Gdanskiego "Nasze Studia" is the property of Fundacja Rozwoju Uniwersytetu Gdanskiego 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 role of inland navigation in the global logistics system is gaining significance. This process is stimulated by policies implemented by major economies and international organizations such as the European Union. The objective is to achieve sustainability in transportation by exploring alternatives to conventional infrastructure. These initiatives also extend to tourism and recreation associated with inland navigation. This article presents the results of an analysis related to the location of a tourist river port, considering optimized benefits and developmental opportunities. An interesting location meeting these criteria, as well as possessing scenic, cultural, ecological, and environmental values, is Gorzów Wielkopolski. In the second part of the article, the authors propose a concept for a sustainable energy system that meets the requirements of port operations and customer demands in an era of rapidly advancing technology and increased emphasis on environmental protection. [ABSTRACT FROM AUTHOR]

On March 11, 2020, the World Health Organization declared COVID-19 (SARS-CoV-2) a pandemic. Countries all over the world imposed restriction measures, in an attempt to limit the expansion of the pandemic. Provided that human activities in large urban areas affect air quality, we studied the concentrations of gaseous pollutants ΝΟ, ΝΟ2, O3, C6H6, and particulate matter PM10 in the air, through gas pollution measuring stations in the center of Athens (Greek capital), the center of Piraeus (Greece's largest port), Athens International Airport (most international and domestic flights within Greece). We monitored and compared the concentrations of ΝΟ, ΝΟ2, O3, C6H6, and ΡΜ10, of 2020 to those of the previous years and found that the primary air pollutants, ΝΟ, ΝΟ2, and C6H6, recorded decreased compared to those of the past years. The O3, which is produced secondarily at the ground of the earth being inversely dependent on NO/NO2, had in most cases increased. The particulate matter PM10, although reduced by the cessation of human activities, was inextricably linked to natural conditions, such as wind velocity and direction transporting African desert dust masses through storms, during which at certain periods was showing increased in concentrations. [ABSTRACT FROM AUTHOR]

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Deep water ports are human built coastal structures that by definition welcome ship traffic and disturbance. Evidence is accumulating that enhanced port activities such as dredging or deepening have negatively affected nearby natural habitats. Port Everglades Inlet (PEI) is a large active South Florida cargo port for over two million people and lies adjacent to coral reefs, dwindling mangroves, and recreational beaches. In this study, the microbial communities of PEI and adjacent reef sediments were characterized to serve as indicators for change due to dredging and assess anthropogenic influence on these sensitive ecosystems by sequencing the V4 region of 16S rRNA ahead of a large-scale port deepening event. For the first time, this study established baseline bacterial community characterizations and their patterns of diversity prior to and after a maintenance dredging event. PEI samples were collected for two consecutive years 2020 (Phase I, before maintenance dredging) and 2021 (Phase II, after maintenance dredging) from PEI sediments and adjacent coral reef sediments. In spite of their proximity and tidal connections through the PEI, reef and PEI sediment microbial communities were distinct. Changes in microbial diversity within the intracoastal waterway (ICW), a route for community exchange or transfers, were the greatest after maintenance dredging occurred. Microbial diversity in reef sediments also changed after dredging, indicating potential influence from resuspended sediments due to an associated increase in trace metals and decrease in cyanobacterial diversity. Sediments were identified as a possible source of human and coral pathogens, although dredging did not affect the relative abundances of these indicator microorganisms. This study highlighted the utility and relative ease of applying current molecular ecology methods to address macroscale questions with environmental management ramifications. [ABSTRACT FROM AUTHOR]

The main objective of this article is to develop a methodology to detect, assess and prevent biosecurity-related risks. Currently, the main risk found in our daily life is COVID-19, which has triggered a serious global pandemic. As a result, economic and social activity has suffered a decline in its development and evolution compared to previous years. All activity has come to a standstill and we are in a process of improvement that needs time. With the help of this methodology, focused on cruise traffic, it will be possible to identify the greatest existing threat and the process by which this high level of risk occurs. Once identified, a series of measures can be proposed to mitigate and prevent the risk, in order to make the port a safer place. The main aim is to recover cruise traffic as soon as possible, as it makes an important contribution to the tourism sector and to the cities and countries where cruise ships call. [ABSTRACT FROM AUTHOR]

New digital Industry 4.0 solutions and smart applications are being adopted in many industries, also in the most advanced ports in the world. Still, it is not clear in which directions digitalization in ports will develop in the future. Building on the research literature and the state-of-the-art in major container ports, this research characterizes smart ports and Port 4.0 with three key focus areas: automation, sustainability and collaboration. Following the scenario building theory, this article constructs four alternative scenarios for future smart ports and shows the ways in which these alternative scenarios will lead to different prioritization of digital innovations between automation, sustainable development and cooperation issues. This will have a big impact on what digitalization in ports will be like in the future. [ABSTRACT FROM AUTHOR]

The traditional identification of the ancient port of Ilici with the current town of Santa Pola in Alicante (Spain) has been based on a small number of punctual, unconnected, and too partial archaeological interventions. Since 2017, a program of geophysical surveys has been performed with a Stream X model multi-channel georadar IDS. This program has been focused mainly on the so-called Mercado de Viguetes, an area in which archaeological excavations have hardly been carried out. The geophysical surveys have allowed us to draw part of the urban fabric of the central core of the Portus Ilicitanus, revealing a set of structures that can be assimilated into a port area: warehouses, houses, open spaces, and decantation basins to produce salted fish, and the probable eastern boundary of the complex identified with the port dock. Altogether, two predominant alignments can be assimilated into the Early Imperial and Late Imperial construction phases. Non-invasive archaeological methodologies have become the main resource for archaeological analysis and heritage protection in view of the current impossibility of carrying out archaeological excavations in this area of Santa Pola. [ABSTRACT FROM AUTHOR]

Abstract Since liquid bulk cargoes are the most frequently handled cargo types in Turkish ports in 2019 and the latter in 2020, the loading and unloading times of liquid bulk cargoes are important in terms of handling efficiency. While a higher amount of cargo handled per unit time increases the profitability for terminal operations, the short handling time of tankers at the terminal provides an advantage for the next voyage. In this study, the process in the terminals in Turkey where 19.05% of the total liquid bulk cargo handled was reviewed as well as the reasons for the waits in this process. Thus, it was aimed to find subjects that need to be focused on to reduce the waiting times. An expert team was asked to indicate the reasons for the waits using the fishbone method. In addition, a questionnaire was applied to a sample group of 134 people who were the stakeholders of the handling process. It was found out that the reasons for the waits obtained through the questionnaire matched those determined by the fishbone method. To reach a solution, prioritization was provided by scoring the reasons that lead to waits.

The proposal of a national strategy for the "New Western Land Sea Corridor" will affect the reconstruction of the overall freight distribution pattern in western China. As the most important hub node for cargo distribution and transshipment in inland areas, the inland port (or dry port) is of great significance to regional economic development, logistics systems, and the construction of a new regional development pattern. Therefore, 111 papers on inland port research in international core journals have been selected in this study to systematically review the research status of inland ports and put forward the key directions and development trends for future research to serve the theoretical research and construction planning practice of inland ports in China, and globally. In this study, the literature metrology method is adopted to divide inland port research and development into three stages: the first stage is the initial stage (before 2005); the second stage is the slow fluctuating growth stage (2006-2017); the third stage is the rapid increase stage (2018-present). Scholars are interested in inland port research mainly from mainland China, the Netherlands, Hong Kong, the United Kingdom, the United States, and other countries (regions). Related research topics on inland ports are mostly combined with transportation, logistics, and other fields, which indicates that inland ports have become an important part of transportation systems and supply chain transportation networks. Among specific related research topics, the concept of inland ports is an important research topic, mainly focusing on the differences in naming and function, facilities of inland ports under different geographical backgrounds, and additional functions extended with economic development; however, its concept has not yet been unified. Research on the spatial layout system of inland ports shows that the inland port site selection and layout can be roughly summed up as a supply chain-oriented pattern, and industrial cluster-oriented pattern; the former often near port cargo distribution of traffic nodes, while the latter is on the border between the end of the supply chain. The location and layout of inland ports are influenced by economic foundation, transportation infrastructure, and local policy factors. Inland ports have a profound impact on the region. In terms of spatial effects, they have an impact on urban spatial planning and land use; in terms of economic effects, they can promote regional economic development and employment; in terms of environmental effects, they can reduce energy consumption and emissions, and promote the realization of regional sustainable development. In the operation and control of inland ports, special attention should be paid to the relationship between port planning and each manager, as well as to the management system, to realize the efficient, sustainable, and healthy development of inland ports. Finally, based on the new trends of global inland port logistics research and the realistic demand of China, we put forward several suggestions for future research, including the redefinition of dry ports, spatial layout and planning of inland ports, their regional influence, the port-city relationship, risk of investment, and potential benefits of inland ports.

Today, ports, as a communication bridge for the exchange of goods, play an important role in sea and land transport in creating integration in the post-colonial regions and establishing balance in the supply chain. In fact, each port has a different geographical location, equipment and function, and this has led to increased inequality in the development of ports and, by nature, cities and regions. The purpose of this study is to evaluate, identify and analyze the geographical facilities and capabilities of the ports of Bushehr province in order to develop the backward regions of this province. The research method in this research is descriptive-analytical using documentary sources, library. In order to weight and rank the criteria and sub-criteria, fuzzy AHP and TOPSIS models have been used. After a general review and comparison of criteria and sub-criteria, six ports of Bushehr, Assaluyeh, Kangan, Genaveh, Dayyer and Deylam in this province were selected from among the ports of Bushehr province which are located in the Persian Gulf. Findings show that Assaluyeh port is among the five ports compared in terms of criteria and sub-criteria in the first place. Therefore, it was selected as the most suitable port in the development of the southern regions of Bushehr province.

Occupying a prominent position in the world ranking for container handling, the Port of Santos stands out as one of the largest and busiest port complexes globally. It holds the title of the largest port in the Southern Hemisphere and ranks second in Latin America, second only to the Port of Colón in Panama. In 2010, the port started an expansion process in its navigation channel, reaching a minimum width of 220 m and an average design depth of 15 m, allowing safe passage of ships with drafts up to 13.50 m with an additional increase in this measure up to 1 m at high tide. The adjustments made to the sedimentary dynamics of the estuarine channel had a twofold impact: an increase in the amount of maintenance dredging required to keep the channel navigable, and morphological changes in the Ponta da Praia region. Thus, this study seeks to evaluate the management of maintenance dredging in Santos' Porto by examining the alterations in sediment dynamics in a section on the Porto Channel. For that, we calculated the rate of sedimentation in the channel after its expansion to a depth of −15.0 m, considering the space and temporal variability of these rates. To determine the sediment contribution, we compared of seabed elevation data from consecutive campaigns performed between 2014 and 2019 in the maritime area of the Porto Channel, considering dredged volumes in the sedimentary balance analysis. In addition, we divided the Channel access into 11 control areas to assess sedimentation rates during non-dredging periods. Therefore, over long periods and considering the entire area, the average sedimentation rate was 4.2 × 106 m3/year, with a standard deviation of 1.7 × 106 m3/year. We noted in short periods between surveys with higher rates, up to 1.57 × 106 m3/month, with no correlation to extreme storm events. In addition, we observed a greater sedimentation rate in the curve stretch (areas 5 to 9) than in other control areas. Here, SPA-hired dredges cannot maintain the required depth with this sedimentation rate. The port authority must provide alternative solutions as the access channel deepens. It must intensify the frequency of dredging in the critical sedimentation areas (to the curved stretch of the channel and the entrance to the estuary) to maintain the target depth. When sedimentation rates are high, the efficiency of dredging operations decreases, rendering navigation with loaded vessels unfeasible. [ABSTRACT FROM AUTHOR]

This article proposes a theoretical approach to the development of Western commercial ports from the Industrial Revolution onwards. It is based both on a bibliographical corpus devoted to port history and on personal research into the main French ports of the nineteenth century. This work was based on two main sources: firstly, the Annales des Ponts et Chaussées, which recorded the experiments and theoretical work carried out by the engineers of this government body; and secondly, the Actes législatifs et Dépenses concernant les Travaux de Navigation Intérieure et Maritime de 1814 à 1900, a document published by the Ministry of Public Works which provides information on the budgets allocated to the main French ports. This reflection shows that since the nineteenth century the development of ports has been subject to a permanent adjustment process, with four main characteristics: disruptive innovation, spatial adaptation, selective adaptation and one-way adaptation. [ABSTRACT FROM AUTHOR]

Since the announcement of Kenya's Vision 2030 , infrastructure provision has been cast as a central part of Kenya's development strategy. A key component of this vision is the upgrading of the Port of Mombasa, the largest and busiest port in East Africa, to international logistics standards. Analyzing the implementation of the Mombasa Port Development Program (MPDP), this article argues that it reveals a transformation of the politics of 'gatekeeping' - understood as the political contests around the spatial and institutional sites that mediate the circulation of resources between domestic and international political-economic spheres. The controversies surrounding the management of the MPDP reveal how gatekeeping has undergone a process of decentralization, that results in arenas of gatekeeper competition multiplying at the intersection of new institutional and spatial sites of political contestation. The article demonstrates how gatekeeping now increasingly encompasses complex interactions between peripheral city-level actors and international state and non-state actors. Spatially, it emphasizes how gatekeeping contests crystallize around Mombasa's logistics sector, due to the port city's position as a crucial gateway linking the hinterland to global trade networks. This, I argue, is transforming Mombasa into a gatekeeper city understood as an urban space of transboundary logistical entanglements, where a variety of spatial practices encounter, and reconfigure the modalities of gatekeeping. [ABSTRACT FROM AUTHOR]

• A novel cascading model for the global container shipping network is proposed. • Cascading failure diffusion process are showed using mass vessel trajectory data. • Significance similarity of failure ports through the process of relevance mining. Port plays a key role in maintaining traffic flows and the effectiveness of global maritime logistics. However, the vulnerability of the Global Container Shipping Network (GCSN) is likely to increase when a single port interruption entails failures in cascading when ports encounter situations like congestions, labor strikes or natural disasters. Such situations require the deployment of port protection measures and adjustments of shipping schedules. This paper introduces a cascading model, which employs extensive and worldwide vessel trajectory data to comprehensively analyze the occurrence of cascading failures within a GCSN. The principles behind the cascading failure model are that port failures are simulated and the maritime traffic is redistributed and equilibrated to other routes and ports. A Motter-Lai overload model is applied, complemented by a three-level balanced redistribution of the traffic flows according to the specific roles of the disrupted ports. Overall, this favors the analysis of the GCSN's vulnerability, reliability, potential risks, and possible impacts. It enables maritime authorities and decision-makers to optimize service routes and mitigate the GCSN's vulnerability. [ABSTRACT FROM AUTHOR]

Ports play a crucial role in the maritime transportation system but are also vulnerable to various risks. In the current complex and uncertain global market, characterized by factors such as the COVID-19 pandemic, the Russia-Ukraine War, climate change, and geopolitics, the development and operation of ports face increasing uncertainties and challenges. These factors have had a significant impact on maritime security worldwide. Previous studies on port risks have primarily focused on the operational phase of ports, lacking a comprehensive view of the whole lifecycle. Little effort has been made to explore the developmental process of risk events within the port environment, leading to a failure to distinguish the causes and results of risks from the risk events. In this study, a meta-case analysis method is employed to examine 208 port cases from 51 countries worldwide, revealing the developmental process of risk events across different phase of port. The innovative findings highlight the periodic pattern of port risks, the critical path of risk development, the unequal distribution of risk initiators and recipients, as well as the co-occurrence effects of various causes. The study provides insights into rethinking port risks and management strategies. It aims to assist international port authorities and researchers in developing a systematic understanding and management approach for risks throughout the whole lifecycle of ports. [ABSTRACT FROM AUTHOR]

Offshore electricity production, mainly by wind turbines, and, eventually, floating PV, is expected to increase renewable energy generation and their dispatchability. In this sense, a significant part of this offshore electricity would be directly used for hydrogen generation. The integration of offshore energy production into the hydrogen economy is of paramount importance for both the techno-economic viability of offshore energy generation and the hydrogen economy. An analysis of this integration is presented. The analysis includes a discussion about the current state of the art of hydrogen pipelines and subsea cables, as well as the storage and bunkering system that is needed on shore to deliver hydrogen and derivatives. This analysis extends the scope of most of the previous works that consider port-to-port transport, while we report offshore to port. Such storage and bunkering will allow access to local and continental energy networks, as well as to integrate offshore facilities for the delivery of decarbonized fuel for the maritime sector. The results of such state of the art suggest that the main options for the transport of offshore energy for the production of hydrogen and hydrogenated vectors are through direct electricity transport by subsea cables to produce hydrogen onshore, or hydrogen transport by subsea pipeline. A parametric analysis of both alternatives, focused on cost estimates of each infrastructure (cable/pipeline) and shipping has been carried out versus the total amount of energy to transport and distance to shore. For low capacity (100 GWh/y), an electric subsea cable is the best option. For high-capacity renewable offshore plants (TWh/y), pipelines start to be competitive for distances above approx. 750 km. Cost is highly dependent on the distance to land, ranging from 35 to 200 USD/MWh.