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This article contributes to the contemporary discussion of the connections between the histories of football and the histories of children in different societies. Based on interviews with professional footballers' members of the Colombian national team in the 1960s and 1970s, this article analyzes how football promotedcommunity building between children and other social groups in Colombia's main port city: Buenaventura. Drawing on Lave & Wenger's concept of Community of Practice we analyse how footballers' narratives offer clues to enrich our knowledge about children's heterogeneity and what football invites them to live. [ABSTRACT FROM AUTHOR]

Hall distinguished among Political Capitals - those created chiefly to serve as seats of government; Multi-Function Capitals - which operate more holistically; Global Capitals - notable for their super-national role in the world economy; and Super Capitals - cities housing international organizations, such as the UN, that may not be national capitals, Acknowledging that capitals may have long and shifting histories, he also distinguishes three other types: Former Capitals, which may in turn be Ex-Imperial Capitals or may linger in status as Provincial Capitals in federal nation-states.[9] This is certainly useful but it is also readily apparent that it yields categories that, while possibly comprehensive, are neither parallel nor mutually exclusive. The continued growth of new designed capitals Some of the growth in capital-designing (as opposed to mere capital I designating i ) is the explicit result of the collapse or disintegration of multi-national empires during the course of the twentieth century, coupled with the post-colonial nation-building efforts that proliferated around the world and staked out new capital grounds. It is striking to recall that about three-quarters of the places recognized as capitals in 2000 were not capitals when the twentieth century began.[12] In every decade since 1900, national governments have commissioned large places to take on some if not all of the functions of an administrative capital, while often also endeavouring to be a full-fledged city. [Extracted from the article]

Aştakul, is a town of Ortaköy, which is a district of Çorum, according to today's administrative division. It is located on the road, which is a route between Çorum and Amasya, follows the Geldiklan Plain, is almost divided by the Çekerek River. The Hittite period ruins in Ortaköy, which is approximately 4.5 km to the North of Aştakul, is a sign that the region has a deep-rooted past. İt is not a road route where trade is intense or a port city. Aştakul is like many similar regions, its history has not been triggered in terms of being a center of settlement in Central Anatolia. Historically its deep-rooted past, which goes back to the 13th century, can be relatively illuminated thanks to the Ottoman Empire's registration system, which was based on military, administrative, financial and socio-cultural needs. We appears as a township, which is the center of the surrounding villages thanks to the cadastral registers, name ise Tapu Tahrir, from XV. to XVI century. Afterwards, it became one of the regions where the Celali revolts were shattered, as a village, it is understood from the fact that it is included in the records of the XVII century. It is seen that some of the resettlement activities carried out for political, social and commercial purposes in the 19th century, in a way, led to the recovery of Astakul and to gain an influential identity again. As a matter of fact, it gained the qualification of being the market place, bazaar, of the tribes that made the hillside of Karadağ and Alandağ their home. However, Çayköy, which is much closer to the much used road of Amasya, Çorum and Tokat in the south, and Ortaköy, which is a much more deep-rooted and rich settlement center in the north, does not allow to keep alive the glorious days in the world of 16th century. Therefore, in the light of rich historical traces between two growing centers, which ar Çay and Ortaköy, it begins to make its way through the long historical process as an ordinary village. This study is based on the historical data of Astakul in the from 15 th. to the 20th century. It aims to reveal the unique fiction of case history that it has lived through until the 19th century, and in terms of being an example for long-term studies at the micro level and to be articulated with studies on the history of Central Anatolia. [ABSTRACT FROM AUTHOR]

This study explores the potential of integrating PV technologies on pitched roofs in Port Fouad City, Egypt, that represent the dominant style of heritage buildings in coastal cities in the Mediterranean Sea zone, considering the challenges that affect the relevance of preserving the architectural identity. This research starts with the filtration step to shortlist the relevant PV technologies, followed by the simulation step using PVsol Premium for all roof surfaces. Finally, an optimization step is performed to achieve the optimum design. According to the simulation analysis, monocrystalline and thin-film technologies dominate the results. In contrast, installation of polycrystalline technology is inadequate in such type of villas under similar weather conditions in terms of their performance ratio (PR), PV generated energy, and annual yield. Moreover, despite the light weight of the thin-film tile, we observe that the monocrystalline array is more preferable than the thin film owing to its lightest overall weight and least covered area. The optimization results indicated that monocrystalline provides the highest PR (79.4%) and annual yield (1715.1 kW h/kWp) with the smallest covered roof area (7.2 m2) and total weight (78.2 kg), whereas thin-films are more relevant in terms of color complement based on architectural theme. [ABSTRACT FROM AUTHOR]

Copyright of Aura. Revista de Historia y Teoría del Arte is the property of Aura Revista de Historia y Teoria del Arte 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.)

This research investigates the determinants of ship turnaround times at about 2,300 container ports between 1977 and 2016, based on nearly 3 million daily vessel movements. It adopts a multilevel approach combining territorial and network indicators to characterize ports, and proposes a new methodology calculating shipping delays. Main results reveal that port connectivity, Gross Domestic Product per capita, the number of vessel calls, and island location foster efficient port operations. Conversely, urban population, voyage delays at sea, maximum ship size, and upstream location increase turnaround time. While average turnaround time and inter-port sailing time have both regularly declined, operational and technological changes in the ports and maritime sector - especially after the 2007/8 global financial crisis - accelerated intra-port time and slowed down inter-port time. This relational and spatial approach also underlines the geographic differentiation of ship times nationally and regionally, as it is far from being randomly distributed on the globe.... Yutani, H. [ABSTRACT FROM AUTHOR]

Copyright of International Forestry Review is the property of Commonwealth Forestry Association 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.)

Driven by China's booming natural gas consumption market, LNG (Liquified Natural Gas) shipping import has grown rapidly. To facilitate scientific and efficient decision making on LNG shipping fleet deployment and the development of the LNG shipping industry, this article proposes an optimization model to minimize annual fleet operating costs, including voyage cost, running cost, and capital cost. Under the consideration of the mixed factors of self-owned and time charter vessels, epidemic prevention and control, port congestion, transportation time cost, and evaporation loss, as well as navigation security and emergency situations, the validity and optimality of the model are demonstrated by the empirical example and the cost comparison between the conventional and optimized solution. The results show that this optimization model can reduce the total cost by 9.87%. Then, through sensitivity analysis, various significant factors affecting the operating costs of LNG shipping enterprises and their degrees of influence are determined. Based on the analysis of the relevant causes, some actionable countermeasures are recommended, including establishing a shipping price reciprocity mechanism and full chain investment planning, optimizing the inbound link to reduce invalid berthing time, strengthening the construction competitiveness and economy of scale of larger LNG ships, and building a combined dual resource pool transportation mode. This paper contributes to improving transregional maritime energy transport and management capacity, while further enhancing the energy security and development of port cities and their economic hinterlands. [ABSTRACT FROM AUTHOR]

Ships operating on fossil fuel release pollutant emissions into the atmosphere. Released pollutants have a negative effect on the environment and human health, especially in port cities. For this reason, it is very important to properly evaluate these emissions so they can be managed. The current and most common methodologies for shipping pollution evaluation are used for whole port areas or larger terminals over a long period of time and are not analyzed in terms of detailed activity, which may lead to underestimations in certain areas. This study aims to evaluate emissions from ships in port by combining ships' technical, AIS and EMEP data that allow us to evaluate emissions in port, not as a singular area source but enables individual ship emissions evaluation at any given point in time. To achieve this emission calculation, an algorithm was compiled by using EMEP/EEA Tier 3 methodology. The developed method presents a way to evaluate emissions in a detailed manner not only for groups of ships but also for individual ships if that is required. This method also lets us analyze shipping emissions' intensity throughout all port territory and identify the most excessive pollution sources. However, the method adds additional work for researchers because of the huge data arrays required for complex calculations. [ABSTRACT FROM AUTHOR]

Among the ancient cities and ports of Tamil Nadu, India, Poompuhar is a historical and coastal port that emerged with the increasing maritime trade of the early Chola kingdom. The ancient trade town and the busy port of Poompuhar symbolize the Tamil culture and civilization up to 200 CE. The city was destroyed and washed away by big shore waves during AD 500. The submerged parts and scattered destruction remains have been identified in onshore and offshore excavations around the coastal lines of the Bay of Bengal in Tamil Nadu. Information on the port city can be found in various sources, such as archaeological evidence, historical references, coastal erosion data and Sangam Tamil literature. Here, a methodology is presented for a semantic representation of Poompuhar port city, integrating heterogeneous data to create a knowledge base by mapping and associating related entities. The knowledge base has been created using CIDOC CRM to represent Poompuhar events digitally. The experimental results of the ontology are verified exploring the submergence of Poompuhar use cases for onshore and offshore excavations through a knowledge graph. [ABSTRACT FROM AUTHOR]

Global histories have fixated on connections, notably in their treatment of colonial and postcolonial port cities. While such cities have been intensely connected places, however, they have also been intensely bounded ones. The present article takes as an example of this phenomenon the archetypal port city of Calcutta (now Kolkata) and its historical boundary, the Maratha Ditch. From the eighteenth century to the twentieth century, the ditch was a vital site of meaning-making that sustained lasting political, legal and social divisions. It separated Calcutta, in an evolving fusion of concrete and abstract, formal and informal ways, from the surrounding province of Bengal and from the rest of India. Nonetheless, for generations of rulers, citizens and outside observers, refiguring or repurposing the ditch was a means to remake the city. The story told here is instructive in two broad respects. Firstly, it suggests a new way to study the history of a port city like Calcutta: from its margins. Secondly, it provides the basis for a new historical geography of the urban world: one attentive to boundaries and connections alike. [ABSTRACT FROM AUTHOR]

Non‐fatal cases of rickettsial infection with different clinical features than the classic BSF (Brazilian Spotted Fever) have been reported in seashore areas of Paraná state, southern Brazil. In addition, Amblyomma ovale tick infected by Rickettsia parkeri strain Atlantic rainforest has been also described in this area. Accordingly, the aim of this study was to investigate the occurrence of anti‐Rickettsia spp. antibodies in human and dog populations, and Rickettsia spp. infection in ticks from oceanic islands and seashore mainland cities of southern Brazil. Serum samples were collected from 328 persons and their 282 dogs from three islands and two seashore mainland cities. A total of 211 ticks were collected from dogs, identified as A. ovale and R. sanguineus. In overall, 40 of 328 (12.2%) human samples were seropositive for Rickettsia spp., including 21 of 190 (11.1%) on islands and 19 of 138 (13.7%) on seashore mainland, and 62 of 282 (22.0%) dog samples, including 31 of 153 (20.3%) on islands and 31 of 129 (24.0%) in seashore mainland areas. In overall, nine of 82 (11.0%) ticks were positive to real‐time PCR assay targeting a fragment of the rickettsial gltA gene, including two of 64 (3.1%) Rickettsia sanguineus and seven of 18 (38.9%) A. ovale, of which four were infected with the R. parkeri strain Atlantic rainforest. Despite no association between risk factors and Rickettsia spp. seropositivity was found in human beings, access to natural areas (p =.011) and tick infestation (p =.004) was significantly associated to dog seropositivity. The serological and molecular findings herein have confirmed previous tick and clinical case reports and enlarged the geographical occurrence of A. ovale infected by R. parkeri strain Atlantic rainforest in oceanic islands and seashore mainland cities of Paraná State, indicating a new likely transmission area of this new rickettsial infection in human beings and dogs of southern Brazil. [ABSTRACT FROM AUTHOR]

Contradictions and conflicts lie at the heart of port cities, with contemporary waterfront redevelopments offering the latest controversial associations to traditional maritime history. Tracing back classic urban renewal and modernization processes in maritime areas, this article develops a case study on a notorious pleasure neighborhood (the Zandstraatbuurt) in Rotterdam, eradicated when the Dutch port city entered a new stage of urban and industrial development in the decades around 1900. The case study is embedded within a conceptual framework on nostalgia and its connections to bygone sailor culture. Significant cultural imaginations of the historical pleasure district are discussed, and notable journalistic accounts help to assess how nostalgic sentiments attempted to shape the legacy of the neighborhood around the time of its dissolution. Finally, general newspaper coverage of the district after its turn-of-the-century life span is analyzed, thereby demonstrating the potential for further research on urban nostalgia in historical contexts. [ABSTRACT FROM AUTHOR]

In 1863, the Monegasque government and the newly founded Société des Bains de Mer decided to transform a small hill known as Spélugues into a casino district. Three years later, in 1866, Monte Carlo was officially founded. Over the next three decades, it became a cosmopolitan pleasurescape designed for a nonlocal, seasonal population of gamblers and consumers, separated from the neighboring urban entities. Although not a port city, Monte Carlo constituted a distinctly global space in which the casino company scripted the movements, emotions, and behaviors of visitors for the purpose of gambling and leisure. Monte Carlo represents both a pleasurescape and company town where entertainment and capitalism were prerequisites for its urbanization. [ABSTRACT FROM AUTHOR]

"Pleasurescapes," also called amusement or entertainment quarters, are public spaces that are constituent for modern cities. They emerged during the period of urbanization and were constantly reshaped and negotiated. "Pleasurescapes" is an analytical concept that describes and reflects the historical, spatial, sociocultural, and infrastructural development of pleasure spaces during the long turn of the century around 1900. This issue explores the particular role of pleasurescapes on waterfronts and in port cities. [ABSTRACT FROM AUTHOR]

We address the problem of the impacts of COVID-19 pandemic on foreign trade transport by introducing a foreign trade intermodal transport accessibility (FTITA) index. First, we present the definition of FTITA, which combines the convenience of transporting domestic cargoes to overseas regions by an international intermodal transport network and the trade attractiveness of the domestic cargoes in the overseas regions. Second, we analyze the path choice behaviors of domestic shippers and propose the measurement method of the FTITA index. Finally, using the 41 cities in the Yangtze River Delta region in mainland China as origins and eight overseas regions as destinations, we empirically analyze the impacts of COVID-19 pandemic on the FTITA. With the empirical study conducted in the prepandemic and postpandemic years, we analyzed the overall trends of the FTITAs from the YRD region to eight overseas regions, spatial patterns of the distributions of the FTITAs in the YRD region, rankings of average FTITA values for the top ten cities in the YRD region, and the FTITAs for different cargoes. The results indicate that the FTITAs of the YRD region in the prepandemic year are significantly higher than those in the postpandemic year. Moreover, in both the prepandemic and postpandemic years, the FTITAs to North America, Japan/South Korea, Europe, and Southeast Asia are significantly higher than those to Oceania, Middle East, South America, and Africa. Through analysis of the spatial patterns of the FTITAs across cities in the YRD region, we find that the cities with high FTITA are mainly close to Shanghai Port and Ningbo Port; the cities with middle-high FTITA are mainly located in southern Zhejiang and the regions along the Yangtze River; the cities with middle-low FTITA are mainly located in northern Jiangsu; and the cities with low FTITA are located in northern Anhui. Furthermore, comparing the impacts of COVID-19 pandemic on the FTITAs for different cargoes, we observe that COVID-19 has the least impact on foodstuffs and event cargoes. Our findings can guide decision makers in implementing policies for alleviating the impacts of COVID-19 pandemic on foreign trade transport and further promoting the sustainable development of port and shipping industries. [ABSTRACT FROM AUTHOR]

This article begins by investigating the construction techniques of medieval Indian ships to explore the extent to which the building methods were responsible for shipwrecks. Then, the article attends to the impacts of a shipwreck on the minds or behaviour of sailors. A link is drawn between various superstitious beliefs and certain irrational behaviour among sailors in the Indian Ocean and shipwrecks. The dreaded nature of a voyage would often create panic among sailors, which led them to various superstitious beliefs. However, a voyage would also attract many with the promise of adventure. The article also discusses how the atmosphere in the ship played the role of a catalyst in shaping the behaviour of the mariners. Finally, the article explores the ramifications of shipwrecks in littoral societies across the western Indian Ocean. During the medieval period, merchants from different regions and countries whose livelihood depended on the maritime trade settled in port towns. Moreover, littoral people relied on the supply of products from across the oceans for their livelihoods. Therefore, the smooth conduct of shipping was necessary for these coastal people. This article examines how a shipwreck would impact sectors of the littoral society in general and sailors in particular. Although the paucity of sources sets limits on the extent to which these aspects can be reconstructed, a number of contemporary traveller accounts shed light on the situation. [ABSTRACT FROM AUTHOR]

Characteristics of port cities are significantly different than inland cities since they have a spatial relation with water. Waterfronts, main urban squares, and major streets are specified as the predominant components affecting socio-spatial configurations. The research assumes that the imageability of port cities, which refers to "port city identity" in this research, is associated with the visibility of these key public spaces. The port cities of Famagusta and Limassol—the current major port cities of divided Cyprus—were selected to be evaluated on the specified public spaces to reveal this association. The specified spaces are scrutinized through both the space syntax methodology and land-use and movement patterns in relation to visibility parameters. The results show that Limassol is more successful than Famagusta in terms of imageability, as it presents higher spatial and social visibility of public spaces, which also strengthens its port city identity. [ABSTRACT FROM AUTHOR]

The coast of eastern Africa, commonly referred to as the Swahili coast, has a rich artisanal heritage of boats — both in their building and use. This iconic history is marked by the presence of various boat types that have historically been used for fishing and transporting people and cargo between coastal settlements (of eastern Africa), the islands of Zanzibar, Pemba, Mafia, Comoros, Madagascar, and other distant parts of the Indian Ocean world. Currently, the sailing boats such as the double-outrigger logboat (ngalawa), various plank-built craft, and several other types, line the shores of Tanzania, Kenya, Mozambique, Somalia and the islands of Zanzibar, Mafia and the Comoros. Some of these boats, almost all locally built, have names, decorations, and engravings. However, the boats' names, decorations and engravings alongside the conveyed message(s) have remained undocumented. Thus, taking a maritime-heritage perspective, and by focusing on the nineteenth century historic port town of Bagamoyo in Tanzania, this paper documents the boats' names and the messages they carry. [ABSTRACT FROM AUTHOR]

The urban built environment has a significant role in leading individuals to outdoor spaces, socializing, and being together. Despite the Egyptian Government's efforts to provide more housing for people in different forms, they ignore the social life in the new residential neighborhood when designing the neighborhood's urban form. This paper examines the quantitative connection between the Urban Form Aspects and Social Sustainability in residential communities. The research selects Salam New City in Port Said Governorate as a case study and applies different scenarios for the most important urban aspects. The research uses the simulation method to investigate the effects of the different urban form scenarios on the social aspects by using Urban Modeling Interference (Umi) and DepthmapX simulation software. Finally, the paper concludes that social interaction and activities improve by 48% and social integration will improve by 74% from the base case for Salam New City case study when using the Urban Form Aspects (Green percentage 35%, Mixed land use 40%, Street network 7% with D/H Ratio 4/1), which leads to improving the social life in the selected area. [ABSTRACT FROM AUTHOR]

In 1729, the privately owned Diving and Salvage Company gained a national monopoly for sea salvage in the Swedish Realm, a position it held until 1803. The Company sold all salvaged ships and goods in public auctions, creating a lively salvage market in Swedish and Finnish port towns. In this article, I examine these auctions and their economic impact in two towns, Visby and Helsinki. Via effective organisation and skilful advertising, the Company was able to sell large quantities of salvaged ships, ship parts, and cargo to a large pool of buyers. The auctions had large economic impact and were an especially important factor in the late eighteenth century rise of shipping and shipbuilding in both Helsinki and Visby. The local merchants controlled the auctions and bought all ship material in bulk, recycling it to the new-built ships in their dockyards. [ABSTRACT FROM AUTHOR]

Air pollution is a worldwide health problem, and exposure to the pollution can cause damage to the human body, especially to the respiratory and cardiovascular systems. Asthma is the third most common chronic disease in Brazil, presenting high prevalence in some areas. The aim of this study was to evaluate the self-report the prevalence of asthma symptoms in Santos city, Brazil, and its associated factors in the adult population (between 18 and 59 years old). A cross-sectional study was applied in two different areas of the city. The participants of this study were selected by zip code estimated on a random sample. The ECHRS and a demographic questionnaire were used to collect data. Associations between categorical variables were tested using Pearson's chi-square test or Fisher's exact test. Single and multiple logistic regression models were applied to evaluate the risk factors for asthma. Georeferencing was implemented to distribute the cases. The highest prevalence of asthma was found in Ponta da Praia neighborhood (16.4%; p=0.019), as well as waking up with a coughing crisis in the last 12 months (26.4%; p <0.001). The risk factors for asthma were the following: living next Santos Port area (OR: 2.90; 95%CI 1.13–7.44); and the presence of O3 (OR = 2.63; 95%CI 0.86–7.96). This pioneering study demonstrated that living near the port area increases the chances of adults having self-reported asthma symptoms. [ABSTRACT FROM AUTHOR]

Through a study of the motorbike-taxi drivers of the present and the minibus drivers of the past in Indonesia, I discuss how an improvised public transport infrastructure funded by the household fills the gaps left by a heavy transport infrastructure funded by the state and corporate capital. I argue that improvised infrastructure is built and maintained by the underemployed majority through their survival strategy of crowding—or bringing the city together in one place. As such, it is a collective project that takes advantage of multiple horizontal alliances across the city. It is also a political project that redresses the maldistribution and malfunctioning of heavy infrastructure through a downward redistribution of transport and communications technologies. Through the lens of improvised public transport in the sprawling Indonesian port city of Surabaya, I elaborate on these ideas to show how redistribution is only possible through strategies of tinkering and unaccountability—strategies that enable the underemployed to use infrastructure on their terms and to profit from it. [ABSTRACT FROM AUTHOR]

Coronavirus Disease 2019 (COVID-19) has caused a pandemic globally since its outbreak in 2019. As an important port city with prosperous foreign trade, Shanghai has been under severe pressure to prevent the input of COVID-19. With this in mind, solid policies and measures have always been taken in Shanghai to control the input of COVID-19 strictly. In March 2022, the SARS-CoV-2 Omicron variant swept Shanghai, and then the home office order was rapidly carried out in most of the districts. This article focuses on quantifying the changes in concentrations of PM10 and PM2.5 in Shanghai after implementing the home office order and exploring the spatial-distribution characteristics and time trend of the impact of the home office order on airborne particulate matters (PMs) through an interrupted-time-series (ITS) analysis. This study found that PM10 and PM2.5 decreased by 31.40 μg/m3 (p = 0.028) and 10.33 μg/m3 (p = 0.276), respectively, with the fastest decrease speed in the first 10 days of the home office order. Meanwhile, the changes in PM concentrations in eastern areas such as Fengxian District and Chongming District are less than those in central and western areas of Shanghai. Therefore, it can be concluded that implementing the home office order for 10 days could effectively cut down PM concentrations, and the reduction values can be affected by spatial difference and time factor. [ABSTRACT FROM AUTHOR]

Existing literature on inland ports has rarely discussed the regional economic dimension of inland port development. The economic impact of inland ports on host cities and regions is unclear. This paper accordingly seeks to fill this gap by analyzing the economic impact of the Yangtze River inland ports on regional development. To this end, this paper analyses the impact of inland port activities on regional development for a sample of 22 inland ports located in the Yangtze River Basin, observed over the period 2000–2018. The paper uses a spatial econometric model to estimate the direct and spillover effects associated with inland port activities. The results indicate that while Yangtze River inland ports induce a non-negligible economic impact on local economic development, positive and larger spatial spillover effects occur outside the host city where the inland port is located. This paper provides new evidence for the economic impact of inland ports on regional development and provides the basis for the policy of investing in the Yangtze River inland ports. • The spatial spillover effect of Yangtze River inland ports on regional economic development is investigated. • Inland ports tend to promote the economic development of the cities where they are located. • Also inland ports have a large positive indirect (spillover) effect on the economic development of neighboring cities. • The spillover effect on the neighboring cities is far greater than the direct effect on its local cities. [ABSTRACT FROM AUTHOR]

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

Between the mid-sixteenth and late-seventeenth centuries, a minority of enslaved people in Spanish America came from the western Indian Ocean world. Europeans trafficked " Mozambiques " into central Mexico as early as the 1540s, but the terms connecting people to Eastern Africa remained nebulous to imperial authorities. Changeable and malleable, terms like " mozambique " or " cafre de pasa " circulated widely and developed layers of meaning as enslaved people moved among the port cities of the Iberian empires. These vocabularies of difference associated Blackness with the Indo-Pacific in Mexican historical documents. Tracing the experiences of enslaved people of East African origins in Mexico complicates the conflation of Blackness, slavery, and Atlantic Africa. Before the eighteenth century, historical sources point to an overlapping of categories denoting Africanness and Asianness in Mexico. [ABSTRACT FROM AUTHOR]

This study follows the oceanic routes of female migrant laborers as a way to reconsider the geographies of queer theory through the colonial port city. In so doing, the author highlights feminized forms of migrant labor, including sex work and care work, as a central facet of the history of sexuality beyond the nation-state. This history begins in the 1920s and 1930s, when the League of Nations sponsored a massive investigation into international sex trafficking, through surveillance of port cities across the Atlantic, Indian, and Pacific Oceans. These investigations reveal the ways that female migrant laborers were constructed as nonnormative sexual subjects, both through their transient status as citizens and for performing reproductive labors outside the context of the white nuclear family. In this way, the league investigation offers an early case study for technologies attending to the biological specificity necessary to detain individuals at the border. This biometric archive lays the groundwork for a theorization of queer femininity, often ignored by historians of sexuality focused on the criminalization of sodomy. Through attention to an early biometric database, rather than criminal archives, what follows offers a geography of feminized labor and queer femininity based across a transoceanic network of port cities. A consideration of sex work in the midcentury novel, including Jean Rhys's Voyage in the Dark and J. G. Farrell's Singapore Grip, more closely establishes the biometric and aesthetic categories used to construct female sexual deviance at the midcentury. [ABSTRACT FROM AUTHOR]

Environmental Education Programs (EEPs) are considered environmental management tools in Brazilian environmental licensing processes, within the scope of mitigatory and compensatory measures to the social, environmental, and economic impacts caused by development projects or new enterprises. Here, we assess the perceptions and expectations regarding environmental education programs of three groups of actors (communities, environmental managers, and environmental agency technicians) involved in the licensing processes of port activities in the region of Paranaguá, in the State of Paraná, Brazil. Paranaguá is the largest coastal municipality of the state of Paraná, in the southern region of Brazil, and is home to Brazil's second largest port. Since this is environmental conservation area, the conflicts between the port activities, environmental protection and needs of the local communities require efficient environmental management practices, with EEPs as one of their main implementation tools. The evaluation was based on semi-structured interviews which were analyzed using the methods of content analysis and discourse of the collective subject. The actors understand that environmental education is a potentially effective tool to promote the mitigation or compensation of environmental impacts generated by port developments undergoing licensing processes. The groups considered that the continuity, promotion of social organization, and correlation with the actual environmental impacts related to each enterprise are essential qualities for good EEPs. The evaluated perceptions were complementary and indicate a complex but effective ideal scenario for EEPs in the region. [ABSTRACT FROM AUTHOR]

The urban development of areas in the Arctic zone of the Russian Federation is a relevant and important task to be tackled by contemporary urban planners. This focus is largely explained by the development of the Northern Sea Route (NSR) and its port cities. Last but not least, to develop these cities means to ensure a comfortable living environment for local residents and visiting specialists. However, given the harsh climate in the Arctic zone of the Russian Federation, this task requires a more elaborate approach. Current building techniques, designed for flatlands with relatively comfortable climates, cannot be applied to this territory without degrading the quality of the living environment. Environmental comfort is influenced by many factors, and one of them is the aeration regime. This study is aimed at researching the aeration regime of built-up areas on the sloping lands of the Arctic zone of the Russian Federation and identifying the features of its formation. The object of this study is a residential development on the sloping lands of the Arctic zone of the Russian Federation. The subject of the study is the external aeration regime at the level of 1.2 m from the ground level of the residential development on the sloping lands of the Arctic zone of the Russian Federation. These parameters were explored, and the aeration regime was assessed using such advanced software packages as QG for the GIS analysis of the area and ANSYS Fluent for the mathematical modeling of the aeration regime. The results of the research are presented in the form of graphs, dependency tables, and petal diagrams visually demonstrating the distribution of discomfortable zones for different morphotypes of development on various slopes most widely spread in the Arctic zone of the Russian Federation. The theoretical research was pilot-tested in the existing residential development area in Murmansk. The results of the study are usable in practice if respective land use documents are drafted for residential areas of settlements in the Arctic zone of the Russian Federation. [ABSTRACT FROM AUTHOR]

Attention is increasingly being paid to the influence of hinterland cities on port competitiveness, but in-depth research is lacking on the formation conditions and mechanism of hinterland cities' influence on port competitiveness. Based on the technology–organization–environment (TOE) framework and the characteristics of Chinese government organizational behavior, in this study, we used fuzzy-set qualitative comparative analysis (fsQCA) to conduct a condition configuration analysis of 21 coastal ports and their hinterland cities in China. The findings showed the following: (1) The technology, organization, and environment conditions of hinterland cities cannot provide the necessary conditions for high or low port competitiveness alone: different combinations of these conditions have produced three high and four low port competitiveness configurations. (2) The three configurations of high port competitiveness are the organization–environment, economy–balance, and finance–balance types. Adequate government financial supply, high tertiary industry proportion, good economic development, and market openness are the core conditions required for achieving high port competitiveness. (3) The four configurations of low port competitiveness are finance–facilities–environment, capability–finance–environment, technology–finance–economy, and capability–industry–economy restrictions. Here, low-level innovation capability, inadequate government financial supply, and low tertiary industry proportion are the core conditions leading to low port competitiveness. We revealed the concurrent synergistic effect of the three conditions of technology, organization, and environment in hinterland cities and demonstrated the causal complexity and asymmetry of the impact of hinterland cities on port competitiveness. Our conclusions provide empirical evidence that will aid hinterland cities in formulating differentiated port competitiveness promotion policies according to their own conditions and endowments. [ABSTRACT FROM AUTHOR]

Based on a multi-source data fusion-driven assessment framework, this study quantitatively evaluates the urban environmental resilience (UER) of seven Chinese petrochemical port cities (PPCs) from 2012 to 2019 under the compound environmental pressures (CEPs) of the petrochemical industry. The findings revealed that Tangshan and Zhangzhou can be classified as high-pressure and low-resilience cities; Lianyungang and Huizhou as high-pressure and medium-resilience cities; Dalian and Ningbo as medium-pressure and medium-resilience cities; and Shanghai as a low-pressure and high-resilience city. From 2012 to 2019, the UER of PPCs exhibited a fluctuating upward trend. However, most cities can currently only withstand single petrochemical environmental pressures and are incapable of managing the CEPs of the petrochemical industry. Except for Shanghai, the UER of all cities is below the average level of 0.106. The implementation of cleaner production and the green petrochemical industry's scale have not yet met the policy expectations set by authorities. Moreover, major ecological initiatives and policy regulations are lagging, relative to the pace of the development of petrochemical industries. Key environmental pressure sources from the petrochemical industry were identified: reinforced dependence on petrochemical fuels (0.0393), high carbon emissions from the petrochemical industry (0.0335), and the instability of fossil energy supplies (0.0328). Insufficient environmental resistance (−0.068) and delayed renewal capacity (0.041) have been identified as weak links limiting the UER of PPCs. Strengthening environmental protection projects, improving urban infrastructure, and controlling petrochemical industry risks were projected as common focal points and effective environmental measures for all PPCs to manage long-term threats and sudden CEPs from the petrochemical industry. [ABSTRACT FROM AUTHOR]

This paper investigates the asymmetric spatial spillover effects of digital development across different types of cities. The results of the two-regime spatial Durbin models, using the panel data of 279 cities in China from 2011 to 2021, reveal the spatial polarization phenomenon in digitalization, where stronger cities such as smart cities, provincial capitals, and port cities become more dominant while weaker cities struggle to catch up. Increasing public R&D support leads to positive spatial spillover effects but exacerbates the spatial "Matthew effect" of digitalization. Additionally, marketization plays a moderating role by enhancing resource allocation efficiency and suppressing negative spatial spillover effects. Higher levels of marketization result in smaller digital gaps between cities. The findings provide valuable insights for decision-makers and stakeholders seeking to foster balanced and inclusive urban development in the digital age. • The digital competition landscape follows the Matthew effect, leading to an increasing trend of spatial polarization. • Stronger cities like smart cities, provincial capitals, and port cities dominate, while weaker cities struggle to keep up. • Increased public R&D support exacerbates the spatial "Matthew effect," widening the gap between strong and weak cities. • Marketization serves to alleviate negative spatial spillover effects. [ABSTRACT FROM AUTHOR]

Over the past decade, rapid urbanization and significant regional population migration have led to profound changes in the urban geography along the Maritime Silk Road (MSR) route. However, current research still lacks quantitative investigations into urban development under the backdrop of the MSR initiative, as well as discussions on the mechanisms and policy effects of the MSR initiative on regional urban development as a whole. Drawing upon theories and methodologies from various disciplines such as urban geography, urban economics, and political geography, this study quantifies the development changes of MSR port city clusters (PCCs) at different research scales. From 2000 to 2020, PCCs along the MSR route have all exhibited positive expansion, with an average annual growth rate of 5.2 %, accompanied by a rapid increase in NTL values. Rapid urbanization exhibits significant regional disparities, with Southeast Asian PCCs gradually emerging as hotspots for urban expansion, and the NTL centroid rapidly shifting southeastward at a speed of 27 km/year. Spatial change analysis results effectively demonstrate the temporal and spatial alignment between urban development and the MSR initiative. Some newly established small cities are emerging along the MSR route and have the potential to become new locations for rapid urbanization. DID models were constructed to illustrate the positive role of the MSR in driving urban expansion and development, with population, port connectivity, and Chinese investment playing significant roles. Furthermore, this study emphasizes the importance of selecting the appropriate research scale for studying urban development under policy influences. The choice of urban scale must maximize the representation of policy or planning characteristics, with studies at the PCC scale being more representative of the MSR initiative compared to national-scale studies. This study provides new insights into the development changes of port cities at different scales along the MSR initiative and sheds light on the selection of research scales for urban issues under policy influences. • Provides new insights into scale selection: PCCs scale is more representative of the MSR than the scale of national cities. • MSR significantly advances urbanization, population growth, external connectivity and Chinese investment playing key roles. • Urbanization and the proposal of the MSR show spatiotemporal consistency, with the urbanization centers splitting into two clusters around 2013. [ABSTRACT FROM AUTHOR]

The maritime sector of Pakistan has a rich history and vast potential; however, it has yet to ratify the Maritime Labour Convention, 2006 (MLC-2006). This paper provides a comprehensive overview of Pakistan's maritime sector, labour market, and an introduction to its potential in the context of the blue economy as a flag state, port state, and seafarers-supplying state. The study primarily focuses on why Pakistan needs to ratify the MLC-2006 to adhere to international standards for seafarer welfare and protection. The paper examines the impact of the MLC-2006 on the sector, along with the Strengths, Weaknesses, Opportunities, and Threats (SWOT) of Pakistan ratifying the MLC-2006. The paper concludes that ratifying the MLC-2006 could offer significant benefits to the government, ship-owners, and seafarers in Pakistan by safeguarding their rights, enhancing operational efficiency, and improving the country's reputation in the maritime industry. Lastly, the paper suggests that the adoption of the MLC-2006 could greatly benefit Pakistan's maritime sector. It would enhance seafarers' rights, improve working conditions, promote high training standards, and create a transparent and accountable industry. This would attract investment, enhance competitiveness, and encourage youth participation in the profession. Compliance with the MLC-2006 would also secure Pakistan-flagged vessels and attract more international freight to its ports. [ABSTRACT FROM AUTHOR]

In urban areas, people live under poor air quality conditions since exceedances in limit concentrations set by the European Union are usually recorded. In port cities, air quality is further deteriorated due to emissions from port activities. This work investigates the variation in fine Particulate Matter (PM2.5) through the recordings of PurpleAir low-cost sensors in Aarhus, Hamburg, and Lisbon, which are in northern, central, and southern Europe, respectively, for the period of 2020–2022. Moreover, the calculation of the Intake Dose (ID) was attempted for active population groups of men and women aged from 21 to 61 years old. The results showed that the male population groups of active working ages generally inhale higher amounts of particulate matters.

Authoritative, trustworthy, continual, automatic hourly air quality monitoring is a relatively recent innovation. The task of reliably identifying long-term trends in air quality is therefore very challenging, as well as complex. Ports are major sources of atmospheric pollution, which is linked to marine traffic and increased road traffic congestion. This study investigated the long-term trends and drivers of atmospheric pollution in the port cities of Houston, London, and Southampton in 2000–2019. Authoritative air quality and meteorological data for seven sites at these three locations were meticulously selected alongside available traffic count data. Data were acquired for sites close to the port and sites that were near the city centre to determine whether the port emissions were influencing different parts of the city. Openair software was used for plots and statistical analyses. Pollutant concentrations at Houston, Southampton and Thurrock (London) slowly reduced over time and did not exceed national limits, in contrast to NO2 and PM10 concentrations at London Marylebone Road. Drivers of atmospheric pollution include meteorology, geographical and temporal variation, and traffic flow. Statistically significant relationships (p < 0.001) between atmospheric pollution concentration and meteorology across most sites were found, but this was not seen with traffic flows in London and Southampton. However, port emissions and the other drivers of atmospheric pollution act together to govern the air quality in the city.