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In container transportation by sea, it is crucial to define the transshipment design. Liner operators aim not only to reduce operational costs but also to maximize customer satisfaction. Therefore, selecting a transshipment hub port becomes paramount for achieving efficient transshipment capabilities. The study aims to propose an alternative approach to determine the best transshipment hub port for a northbound container ship entering the Eastern Mediterranean basin through the Suez Channel. The proposed model evaluates the container ports with a novel quantitative method. The choice criteria were weighted with the AHP (Analytic Hierarchy Process) method and numerical data acquired with various scientific methods regarding each criterion was used to rank the alternatives based on TOPSIS (Technique for Order Preference by Similarity to Ideal Solutions). Additionally, to generate data and utilize it as a criterion a cross-sectional efficiency snapshot regarding the evaluated container ports was also taken using the bootstrap DEA (Data Envelopment Analysis). Thus, as a decision-maker, the line operator can determine the transshipment port quickly using an easily applicable method upon determining the port calls and the schedules. The findings imply that connectivity is the most important criterion for transshipment hub port choice for containerized goods. The location was also considered important for this choice, but to improve transshipment function, the proper way may be to draw beneficial strategies on maritime connectivity. Conversely, capital investments such as superstructure improvement were found to be less critical for an attractive transshipment hub. [ABSTRACT FROM AUTHOR]

Public-private partnership (PPP) is a popular form of port investment in developing countries. Collaboration with the government can be critical to the success of a port PPP, which may also eventually affect a firm's risk and performance. This study empirically investigates the impact of project-specific and company-specific factors on government ownership in a port public-private partnership in developing countries. Results show that a higher proportion of government ownership in port PPPs is associated with a larger PPP investment amount, a higher historical proportion of government ownership, and presence of both foreign and other types of private investors. On the other hand, presence of bidding, local private investors, and vertical and horizontal integration are negatively correlated with the proportion of government ownership. This study can provide private investors with a reference framework to identify potential port PPP projects to enter based on their preferences, capabilities, and portfolios. It can also assist inexperienced port authorities in analysing when to take ownership of port PPPs. [ABSTRACT FROM AUTHOR]

The completion of 12. 5 m deep water navigation channel in the lower reaches of the Yangtze River has an important impact on the development of port cities from Nanjing to Shanghai. In this research, we put the port system and the urban system into a holistic analysis system framework, the sustainable efficiency of nine port cities below the Nanjing on the Yangtze River is calculated by using the two stage SBM-DEA Model. The results showed that the sustainable efficiency of different port cities was all increased from 2011 to 2019. In terms of spatial distribution, the sustainable efficiency fluctuates in some regions, and the oceanic port was higher than the inland ports. And the industrial structure and foreign trade volume have a significant positive impact on the sustainable efficiency of the port cities, but economic level, population density and the number of talents have a negative correlation with sustainable efficiency of port cities. The comprehensive research on Port Geography and Urban Geography would enrich the understanding about the port-city interaction, and hopes that could contribute to the future researches on the port city sustainable development. [ABSTRACT FROM AUTHOR]

Sedimentation at docks represents a critical concern in coastal and inland water environments, where the dynamic interplay of natural processes and human activities can lead to the gradual accumulation of sediments. The presence of sediment near ports can lead to difficulties in navigation, reduced water depths, and higher costs for upkeep. By comprehensively consolidating and evaluating the current understanding of sedimentation at ports, extensive analysis will offer vital insights that will inspire academics to further their research and make significant advancements in tackling the difficulties related to sedimentation in port environments. This study utilizes quantitative methodologies, using VOS Viewer and Publish and Perish, specifically descriptive and correlational designs, to elucidate characteristics, trends, and relationships related to the research topic. The connectivity is demonstrated through the Network Visualization Diagram and Density Visualization Diagram, which show a significant interconnectedness among the keywords. The primary utilization of data mainly consists of books and journals. The trend showed a fluctuation in 2004, with the highest peak occurring in 2016. This bibliometric analysis suggests that the ongoing discussion about sedimentation in dock environments remains relevant. [ABSTRACT FROM AUTHOR]

Purpose: We administered a new breast cancer (BC) adjuvant therapy sequence that delivered postoperative radiotherapy (PORT) before chemotherapy (CT). Our aim was to assess the gain in time to start PORT and the G2–G3 acute–subacute toxicity rate of whole breast adjuvant hypofractionated radiotherapy (AH-RT) administered up-front to the third-generation adjuvant CT (A-CT) in high-risk nodal positive BC in a preliminary report at 2 years. Methods: This retrospective study analysed the duration of treatment and safety of AH-RT administered up-front to A-CT in high-risk nodal positive BC patients (pts). Data on 45 pts treated between 2022– 2023 were collected. All pts underwent the third-generation A-CT after AH-RT 15– 5 fractions with or without a boost. Acute toxicity was scored according to CTCAE v5.0 for skin, pulmonary, and cardiac adverse events. Univariate and multivariate analyses were conducted to assess significant prognosticators for skin/lung/heart acute toxicities in the AH-RT 5– 15 fractions arms and CT (p < 0.005). Results: A reduction in the time to PORT initiation and overall adjuvant treatment time was recorded. RT was initiated 5 median weeks after surgery, and A-CT was performed 9 median weeks after surgery. The median duration of the entire adjuvant treatment was 35 weeks after surgery. At 6 months mean follow-up, no significant differences in G2–G3 toxicity were noted between the different hypofractionated RT arms, irrespective of the CT schedules, irradiated volumes, or boost (SIB or sequential) in univariate and multivariate analyses. In the multivariate analysis, no significant effects in CT schedules and AH-RT 5– 15 arms for skin/lung acute toxicities (p = 0.077 and p = 0.68; 0.67 and 0.87, respectively) were recorded. Conclusion: As a new PORT approach in BC, AH-RT up-front to the third-generation A-CT appeared safe with a low acute toxicity profile, providing an advantage in shortening the time from surgery to PORT initiation and the overall adjuvant treatment time. [ABSTRACT FROM AUTHOR]

Seaports affect the environment through various functions related to cargo handling, connectivity to the sea and land transport networks, and industrial, logistics, and distribution activities. The purpose of this study was to perform a preliminary assessment of the contents of dioxins and microplastics in the bottom sediments of the Port of Gdynia. The identification of plastic particles was carried out on the basis of visual and microscopic observations, as well as spectroscopy analysis. Fragments and fibres were dominant when categorised by particle shape, while transparent, white, and black particles dominated when categorised by colour. The predominant polymer types identified polyolefins and their derivatives. These findings suggest that low-density plastics are present in seabed sediments, probably as a result of biofouling. Samples were also tested for the presence of dioxins. In the sediment surface layer, the highest concentrations were obtained for octachlorodibenzo-p-dioxin (5.54–962 ng/kg d.m.), which has low toxicity. The most toxic congener (2,3,7,8-tetrachlorodibenzo-p-dioxin) was present in very low concentrations (0.19–0.32 ng/kg s.m.). The values of the toxicity coefficient ranged from 0.01 to 9.77 ng/kg s.m. The results showed that in the studied bottom zones in Gdynia Port, the analysed pollutants do not cause a high ecological risk and do not require permanent monitoring. [ABSTRACT FROM AUTHOR]

Aims: Implantable venous access ports (IVAP) are used in cancer patients to provide central venous circulation access. This study investigated the prognostic factors for IVAP removal among cancer patients. Methods: A retrospective cohort study was conducted on cancer patients implanted with IVAP in the Hospital Universiti Sains Malaysia and followed up with at least one cycle of chemotherapy. The primary endpoint was unscheduled IVAP removal due to complications. Kaplan-Meier curves were used to estimate removal probability, and the log-rank test and Cox proportional hazards regression model were used to explore independent predictors. Results: A total of 205 patients were included [mean, standard deviation (SD) age: 31.55 (22.45)]. More than half of the patients were male (53.2%) and of Malay ethnicity (91.2%). During the observation period, 222 IVAPs were implanted in 205 patients with predominantly solid cancers. During the mean follow-up of 15.03 (SD: 18.45) months, 28 complications were recorded. Prognostic factors for unscheduled IVAP removal were kidney disease [hazard ratio (HR): 8.33; 95% confidence interval (CI): 2.78, 24.90; p

This article demonstrates how sanitation was one of the many issues that led to the heavy opposition to the operation of the Port of Rio de Janeiro, at the end of the nineteenth century. Aside from the historiographical framework that centers on the movement of people and objects through ports as a threat to public health at that time, the aim was to clarify how the port itself and its infrastructures were considered hazardous and unsanitary and how the sanitation defense procedures were found to be inadequate and ineffective. The evidence presented here points to the destruction-construction of the Port of Rio de Janeiro, in the early twentieth century, as a solution to radically transform its infrastructure. The port under construction was consonant with the full technical-technological implementation of the “disinfection” service, which both supported its new operation and helped solve the public health issues afflicting the city.

The objective of this article is to provide an in-depth exploration of the complex task of container storage at seaports, a problem characterized as one of the challenging NP (Non-Deterministic Polynomial time) problems. Seaports are faced with the dilemma of accommodating a finite number of containers due to the constrained surface area available, making the management of container storage operations a formidable task.

In order to achieve carbon peak and neutrality goals, many low-carbon operations are implemented in ports. Integrated energy systems that consist of port electricity and cooling loads, wind and PV energy devices, energy storage, and clean fuels are considered as a future technology. In addition, ports are important hubs for the global economy and trade; logistics optimization is also part of their objective, and most port facilities have complex logistics. This article proposes an energy–logistics collaborative optimization method to fully tap the potential of port-integrated energy systems. A logistics–energy system model is established by deeply examining the operational characteristics of logistics systems and their corresponding energy consumption patterns, considering ships' operational statuses, quay crane distribution constraints, and power balances. To better represent the ship–energy–logistics optimization problem, a hybrid system modeling technique is employed. The case of Shanghai Port is studied; the results show that costs can be reduced by 3.27% compared to the traditional optimization method, and a sensitivity analysis demonstrates the robustness of the proposed method. [ABSTRACT FROM AUTHOR]

Negative effects on the port environment can originate from ports' hinterland, ports' activities and operations, and from ships. According to the available literature and long-lasting experience of numerous ports presented in different sources, pollution from ships belongs to the group of environmental priorities in ports. After a theoretical introduction where the importance of ports, their development, and the challenges/risks faced by ports (with special attention to environmental risks) are analyzed, an overview of the literature from the domain of prevention of pollution from ships is presented. Based on the standard structure of the PDCA (Plan, Do, Check, Act) management cycle, in this paper, a process model of the management (sub)system of prevention of pollution from ships in a port is proposed. Key demands related to the modeled (sub)system and bases which directly determine those demands are made concrete through an analysis of a case study: the Port of Bar (Montenegro). A categorization of domains of risks of pollution from ships in the analyzed port is conducted using the Analytic Hierarchy Process (AHP) method: considerations are based on a three-level hierarchy model: "0"—goal; level "1"—criterion; and level "2"—choice. The results of the analyses show that a domain with the highest rank of risk of pollution from ships is variant (alternative) M1: unloading oil/oil derivatives from ships to tanks (and vice versa), with a composite weight of 0.5365 (53.65%). The results of considerations presented in this paper can be used in a process of optimization of the (sub)system of prevention of pollution from ships in a multipurpose port as well as a reliable base for further research in this domain. [ABSTRACT FROM AUTHOR]

This study examines the port planning dynamics of the neighbouring ports of Koper (Slovenia) and Trieste (Italy) since the Second World War. Through an analysis of port-related planning documents, it offers insights into how geographical proximity, divergent geopolitical circumstances, and a unique border context have shaped the development trajectories of these two ports. We argue that their spatial planning is somewhat idiosyncratic because the presence of a border did not necessarily condition unrelated planning efforts and vice versa. Max Fabiani was the only urban planner to propose a joint development plan for both port cities in the immediate post-war period. The port and local authorities pursued separate planning paths for the two port cities after the Yugoslav–Italian border was established in 1954. As the border became more permeable, a certain relatedness can be seen in the spatial planning of both ports. The port authorities worked toward a unified port system at the turn of the millennium, but the persistence of phantom borders prevented this. In recent decades of European borderless integration, there are fewer obstacles to planning cooperation. Currently, both ports are planning similar development, such as the expansion of container terminals, which is leading to their increased competition. [ABSTRACT FROM AUTHOR]

Aims: Implantable venous access ports (IVAP) are used in cancer patients to provide central venous circulation access. This study investigated the prognostic factors for IVAP removal among cancer patients. Methods: A retrospective cohort study was conducted on cancer patients implanted with IVAP in the Hospital Universiti Sains Malaysia and followed up with at least one cycle of chemotherapy. The primary endpoint was unscheduled IVAP removal due to complications. Kaplan-Meier curves were used to estimate removal probability, and the log-rank test and Cox proportional hazards regression model were used to explore independent predictors. Results: A total of 205 patients were included [mean, standard deviation (SD) age: 31.55 (22.45)]. More than half of the patients were male (53.2%) and of Malay ethnicity (91.2%). During the observation period, 222 IVAPs were implanted in 205 patients with predominantly solid cancers. During the mean follow-up of 15.03 (SD: 18.45) months, 28 complications were recorded. Prognostic factors for unscheduled IVAP removal were kidney disease [hazard ratio (HR): 8.33; 95% confidence interval (CI): 2.78, 24.90; p<0.001] and receiving no radiotherapy (HR: 5.25; 95% CI: 1.44, 19.11; p<0.012). Conclusions: Cancer patients with kidney disease records or those who were not planned for radiotherapy were at higher risk of unscheduled IVAP removal. [ABSTRACT FROM AUTHOR]

Efficient and effective handling of loading and unloading processes at ports is key to achieving set volume targets. In this context, intelligence strategy plays a crucial role in strengthening loading and unloading activities. This study aims to analyze how the implementation of intelligence strategy can enhance loading and unloading activities at Teluk Lamong Port. Through a case study approach, we explore the implementation of intelligence strategy by port authorities and its impact on achieving volume targets. The research findings indicate that well-integrated intelligence strategies can provide timely and relevant information to stakeholders, enabling more efficient resource management and enhancing coordination among various parties involved. The practical implications of these findings underscore the importance of employing intelligence strategies to enhance productivity and operational efficiency at ports, thereby contributing to the attainment of set volume targets. [ABSTRACT FROM AUTHOR]

Objectives: The aim of this meta-analysis is to evaluate the potential benefits of postoperative radiotherapy (PORT) in patients with pN1 oral cavity squamous cell carcinoma. Methods: A literature search through major databases was conducted until January 2023. The adjusted hazard ratio (aHR) or risk ratio (RR) with 95% confidence intervals (CIs) of different survival outcomes were extracted and pooled. Results: Ten studies published between 2005 and 2022, with a pooled patient population of 2888, were included in this meta-analysis. Due to differences in study design and reported outcomes, the studies were categorized into distinct groups. In pN1 patients without extranodal extension (ENE), PORT was associated with a significant improvement in overall survival (OS) (aHR 0.76, 95% CI: 0.61-0.94). In pN1 patients without ENE and positive margins, PORT improved OS (aHR 0.71, 95% CI: 0.56-0.89) and was associated with a lower regional recurrence rate (RR 0.35, 95% CI: 0.15-0.83). However, in pN1 patients without ENE, positive margins, perineural invasion, and lymphovascular invasion, there were no significant differences observed between the PORT and observation groups in either 5-year OS (RR 0.48, 95% CI: 0.07-3.41) or 5-year disease-free survival (RR 0.37, 95% CI: 0.07-2.06). Conclusions: The current study demonstrated that PORT has the potential to improve OS in pN1 disease. However, the decision of whether to administer PORT still hinges on diverse clinical scenarios, and additional research is necessary to furnish a more conclusive resolution. [ABSTRACT FROM AUTHOR]

Background: To improve port productivity, safety, and sustainability, the use of information and communication technology is being promoted as a smart port. The utilization of a terminal operation system (TOS) is important for advanced port operations, and it is necessary to organize the issues and characteristics of the TOS. Methods: The characteristics of TOSs introduced in Japan and those widely introduced in Europe and Southeast Asia will be investigated and discussed according to the port management system in Japan. Results: Japanese TOSs are characterized by a lack of automated functions, such as ship loading plans, and by the fact that they are designed to allow the crane driver to select the order of operations, which may be attributed to a system wherein stakeholders are segmented and on-site decisions are emphasized. The promotion of smart ports in Japanese-style ports requires a system for information linkage between stakeholders. Conclusions: TOS capabilities for smart ports should be implemented according to the characteristics of port management in each region, and the studies conducted in this paper are useful in examining port system implementation strategies. [ABSTRACT FROM AUTHOR]

The port of Tanger Med stands as the first port in Africa and the Mediterranean, with a throughput capacity of up to 9 million TEUs annually, accommodating the globe's largest vessels, such as ULCVs and MGX-24 classes, which boast capacities nearing 24,000 TEUs. To advance the safety and efficiency of handling deep-drafted vessels, the Tanger Med Port Authority, in cooperation with other terminals partners, try to deploy a sophisticated IoT-based system. This system integrates a high-precision non-linear 3D sea-keeping engine with detailed metocean forecasts, encompassing data on waves, winds, and other hydrodynamic factors. This IoT solution has been instrumental as a decision-support tool, facilitating the Harbormaster and Pilot teams in safely managing vessel transits. It has enabled an increase in the maximum allowable draft to 17.4 meters without requiring dredging. This paper delves into a model validation study assessing the effectiveness of the IoT solution in enhancing dynamic under-keel clearance management at Port Tanger Med, underlining its crucial role in improving operational efficiencies and ensuring navigational safety. [ABSTRACT FROM AUTHOR]

The Archaeological Site of Panama Viejo (Panama) comprises a protected area of 28 km2 within present‐day Panama City, on America's Pacific coast. In 1519, the Spaniards founded the city of Panama Viejo to secure a natural port in an area inhabited by indigenous peoples since at least the eighth century CE. The site, along the coastline and between two rivers, became a principal gateway for goods and people travelling between Europe and Pacific settlements to the east (Realejo) and the west (Trujillo, Lima, Arica). Within one century, however, Panama Viejo's natural port and freshwater infrastructure collapsed, leading to the city's relocation after corsairs attacked it in 1671. This study combines archaeological, geographical and historical analyses to explain how and why human interactions with the local environment made the settlement increasingly untenable. [ABSTRACT FROM AUTHOR]

The development of ports for the sake of tourism is one of the key strategies in developing and strengthening a solid foundation in the tourism industry. The integration of a supply chain into port management for the purposes of tourism that is sustainable balanced can be used as a model for planning sustainable port development for tourism purposes. However, there are scarcely any studies on this topic, while plenty focus on the general concepts involved. To fill this gap, this article presents a model of a Sustainability Balanced Scorecard for ports. The author proposes a new approach to planning port development and supply chain management for tourism, particularity to provide recommendations and further our understandings of the relationships involved in the Sustainable Balanced Scorecard from the stakeholder perspective, the learning and growth perspective, the internal process perspective, the financial perspective and the environmental perspective. Using these five perspectives, the literature review identifies 56 indicators of 15 factors that can be used in the model. Therefore, this research helps to enhance and develop sustainable and efficient conditions in tourism while reducing future risks. Moreover, the research enables stakeholders to gain an understanding of and knowledge about the sustainable development and management of ports and for tourism. The insights can be applied in policy and strategy development according to the sustainable development goals (SDGs) to accommodate social movement, environmental risk and economic inequality. [ABSTRACT FROM AUTHOR]

Massive modern port projects across the Atlantic, Pacific, and Indian Ocean in the twenty-first century are where anxieties about the global economy, state sovereignty, and climate change converge. Many of these port projects are agents of a country's geopolitical aspirations. Port constructions engineer rigid boundaries between land and sea, rendering coastlines vulnerable to sea-level rise. Port operations generate effluents from imports like coal and oil that contaminate coastal environments, with devastating consequences for ecologies. They generate debates about the future of the world, where futures of economic growth through technological revolutions in shipping and logistics clash with ecological collapse caused by such mega-infrastructures on already vulnerable coastlines. This interdisciplinary special section, "Port Environments in South Asia," enters such debates by focusing on ports in South Asia. The South Asian coastline, after all, is today a site of aggressive port development even as scientists project it to be an early victim of the rising sea. "Port environments" allows contributors to move from intimate interactions with local ecologies to the underlying political and legal debates shaping the making and remaking of ports and coasts. As this introduction details, "Port Environments in South Asia" probes the cultural and political desires and discontents entangled in port building and seeks to nurture alternative ways of inhabiting the coastline. [ABSTRACT FROM AUTHOR]

Contemporary infrastructure projects in the sea reterritorialize port environments, continuously discarding historic occupants and coastal occupations in their wake. In this article the authors dwell on the ongoing histories through which fish and fishers are eviscerated in Mumbai's seas via the proliferation of massive infrastructural operations currently being staged by the Indian state. In so doing, they make two arguments. First, they show how infrastructures at sea are accretive forms that are simultaneously articulated at different time scales. New infrastructures currently being built in the sea in postcolonial India only intensify the expropriations of colonial projects that were staged in the sea. Second, urban fishers work not only at sea but also on the dry land of the city. As chances for making livelihoods at sea are steadily foreclosed, fishers are increasingly turning to their small parcels of land in the city, exploring how and if these might be made real estate to secure their futures. [ABSTRACT FROM AUTHOR]

The utilisation of hydrogen is being explored as a viable solution for reducing carbon emissions in port operations, with potential applications in cargo handling, transportation, and shipping vessel operations. To comprehensively list the decarbonisation options in ports, this study conducted a Systematic Literature Review to identify and then survey twelve highly cited review papers. Initially, a typology approach was used to categorise the decarbonisation options by activities and technologies. Subsequently, the study introduced a novel Port Energy Map to reveal the energy system pathways and their interconnections. Each pathway was then converted into a simpler linear sequence of activities, shown as a Port Energy System Taxonomy, which outlines the energy supply and energy-using activities. By utilising this taxonomy and map, the study identified opportunities and research gaps for integrating hydrogen technologies into port energy systems, which serves as a valuable tool for assessing port decarbonisation options. [ABSTRACT FROM AUTHOR]

Ports are important and central hubs for logistical activities in transportation chains that contribute to economic growth. Nevertheless, port activities are associated with undesirable impacts such as energy consumption and air pollutant emissions. Various policy instruments and measures have been developed and adopted to reduce energy consumption and emissions from ports. In an effort to manage all undesirable impacts of port operations, the search for best practices has proven to be an effective approach. This study examines one- and two-stage Data Envelopment Analysis (DEA) models for measuring port environmental efficiency. The adequacy of the models was analyzed using two case studies, i.e., the port of Koper and port of Dublin. The results of the study provided the best practices and the main differences between one-stage and two-stage models. Distance metrics were used to identify the necessary improvements of inefficient decision-making units (DMUs) to achieve the best practices. [ABSTRACT FROM AUTHOR]

This study proposes alternative solutions to the container pick-up reservation problem involving container terminals and drayage operators by introducing two variations of a modified auction mechanism—cost-based and service-oriented—into the terminal’s truck appointment system, with the First Come First Served (FCFS) scheme as a baseline. Each scheme is evaluated using key performance indicators relevant to terminals, drayage operators, and the environment, such as yard crane utilization, container retrieval/service time, storage cost/dwelling time, reservation costs, appointment tardiness, truck turnaround time, congestion, and CO2 emissions. Results indicate that retrieval-cost-based schemes achieve the lowest container retrieval costs, while storage-cost-based schemes maintain consistent container dwelling times; service-based schemes excel in minimizing appointment tardiness but require more reservation communication cycles. All proposed mechanisms significantly enhance environmental outcomes, improving truck turnaround time, queue length, and CO2 emissions by at least 85% compared to FCFS. This study highlights the critical need for decentralized coordination to effectively integrate the interests of business actors, emphasizing the importance of aligning stakeholder objectives for overall system enhancement.

Copyright of Journal of Ottoman Legacy Studies (OMAD) / Osmanlı Mirası Araştırmaları Dergisi is the property of Journal of Ottoman Legacy Studies 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 protein profiles of bacteria are useful markers in their identification. In this study, we examined the influence of environmental settings on the protein profiles of culturable bacteria using matrix‐assisted laser desorption ionization‐time of flight mass spectrometry (MALDI–TOF MS). We compared the protein profiles of bacteria collected from geographically distinct port environments (Kolkata, a freshwater port, and Kandla, a marine port) from India. The results indicated that bacterial species were distinctly different between the two ports, except for a few bacteria, that were common, such as Bacillus cereus, Enterobacter cloacae, Micrococcus luteus, Pseudomonas aeruginosa, P. putida, P. stutzeri, P. mosselii and Vibrio parahaemolyticus. Mass spectra of these common bacterial species, a few pathogenic among them, differed in their protein profiles and relative intensity of peaks. These variations point out that environmental settings/factors have a significant role in the protein expression and can result in differentiated virulence of pathogens. Identifying these risk factors is crucial in developing appropriate environmental port management practices. [ABSTRACT FROM AUTHOR]

The aim of this research is to explore the convergence of the tourism sector with the cultural industries and to orient the heritage field towards concerted planning at two levels. The first focuses on public administration and multilevel governance, fostering dialogues to overcome conflicts. The second focuses on approaching a sustainable economic transition by bringing together different actors. The methodology uses a geo-historical model that takes into account modes of production, society and space; issues that became more evident in times of pandemic. In addition, 38 semi-structured interviews were carried out with specialist territorial agents in which qualitative information on this subject was obtained, allowing the study of subjective meanings, attitudes and opinions, between people and their environment, as a result of their experience in everyday life. Together with a systematisation of documentation and information. By means of a territorial diagnosis, the current conditions of the port-city relationship and the case study of Albaola together with the museums of the region are shown. The conclusions demonstrate the need for concertation between the various actors and a common institutional and social proposal agreed by consensus, based on a strategic action plan. [ABSTRACT FROM AUTHOR]

Copyright of Journal of Marine & Coastal Science is the property of Universitas Airlangga 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.)

We are currently seeing how new marine fuels are being introduced, such as Liquefied Natural Gas (LNG), Liquefied Petroleum Gas (LPG), hydrogen, ammonia, methanol, batteries, etc., for the propulsion of the world fleet with the aim of complying with the increasing IMO emissions regulations. The frenetic effort made by shipping companies to decarbonize maritime transport must be followed by an unstoppable adaptation of ports from the historical supply of only fuel and diesel to covering the demands of new fuels, ensuring their renewable origin; onshore power supply (OPS); or even the storage of captured CO2. This article compiles the current environmental regulations applied to maritime transport to provide an analysis of the current situation and a link between vessels' requirements to comply with such regulations and port environmental infrastructure. This work demonstrates that technological development is growing faster onboard vessels than at ports. It is demonstrated that except for the case of LNG, the theoretical shipping fuel world demand of each type of alternative fuel cannot be absorbed by current world production, where we found big gaps between supply and demand of up to 96.9%. This work concludes that to speed up this process, ports will need European aid as well as private investment. It is proposed that for the next steps, the port system needs to provide the required infrastructure to vessels on time, which inevitably means improvements in competitiveness and governance to promote the blue economy and the concept of smart ports, attracting main international shipping lines with a complete decarbonization hub on their routes by taking advantage of the geostrategic role of the Iberian ports. At the same time, the port governance model must be more flexible in the decision-making process, anticipating changes in maritime regulations with the challenge of coordinating public and private interests, serving as a link, once again, between ship and society. [ABSTRACT FROM AUTHOR]

The central objective of this article is to recognize and limit some generalities regarding port operations along the brazilian coast during the 19th century. Keeping the local, regional and natural/ historical specificities of each port, we weave some points of contact between the big national ports beyond the commercial and cultural exchange networks. In this work, we seek to trace common characteristics of brazilian ports in the tension between permanence and change, reproduction and improvement. [ABSTRACT FROM AUTHOR]

The paper searches the work process of a ship agent - providing a set of representation services and ensuring compliance with the interests of a vessel located in a sea port for the purpose of loading/discharging of cargo and/or for other purposes. Agents organize and coordinate the arrival, staying and departure of vessels from the seaport. In the paper, the agency service of ships in sea ports is presented as one consisting of three stages of the work of a ship agent - operations that are carried out before the arrival of the vessel in the port, during the stay of the vessel in the port and after her departure. The events that fixed the beginning and end of each stage are defined. The agency service process is rather complex due to the large number of third parties to be involved in the procedures and formalities that allow a vessel to arrive in the port and depart. Such a process is accompanied by the issuing of a number of documents that the agent must fill in in order to inform all interested parties. The main time of the vessels' stay in the port are cargo handling - loading and discharging operations. During this period, agency service includes non-stop control of cargo handling, considering the interests of the shipowner. The three stages of the process under consideration are formalized in their mutual dependence and mutual conditioning using the apparatus of temporal logic. Their clear coordination in time ensures the coordination of the process in general, because only the timeliness and correctness of each stage of the agency service process and its completion allow the next stage to begin. The presented process was formalized with the help of temporal logic operators, which can establish cause-and-effect relationships between the stages and ensure the continuity of the process and the interconnection of the stages themselves. A set of documents necessary for the start, execution and completion of each of the stages has been defined. Some of the documents are external to the ship agent, some are issued directly by him, but each of them is key in the implementation of certain operations in the process of agency service. [ABSTRACT FROM AUTHOR]

A local history and historiographical analysis of the scientific works of modern Ukrainian historians on the problems of the development of coastal cities in the South of Ukraine in the 19th - early 20th centuries has been conducted. The priorities of their interests have been determined. The considered material is arranged into several large subgroups based on the specifics of the development of port cities in the mentioned region. These include: research on the economic situation of cities, including export-import operations of the Odessa port; studying the history of charity, educational processes, and the city council; analysis of the foundations of municipal law and others. [ABSTRACT FROM AUTHOR]

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East London was established as a port less than 30 years after the creation of Port Elizabeth. The geographic and climatic advantages which East London had over Algoa Bay could have allowed it to develop into the major port for the Eastern Cape. Peculiar political circumstances, however, strangled East London's growth during its initial three decades so that by 1870, when prosperity at last came its way, it was already too late to make up the leeway. This article examines the obstructions to the growth of East London's trade during this important foundation period and attempts to explain why it was doomed from the start to be a port of only secondary importance.

Diatoms are reliable environmental bioindicators, but their application in coastal environments remains limited. Substrate has been put forward in the literature as an important variable in determining diatom habitat preferences. This study focuses on benthic diatom assemblages and their relationship with substrate specificity in a subarctic tidal environment, which could be relevant for environmental monitoring and management. A variety of substrates were sampled and physicochemical variables measured in various areas of the Bay of Sept-Îles region (northern Gulf of Saint-Lawrence, Canada). We recorded 606 species at 14 sites from 11 substrate types to determine the associations between diatoms and their habitats. Our results suggest that the variability of assemblages in the bay is the result of a combination of the identified variables (temperature, salinity, and total dissolved solids), explaining 26.5% of the variation, and other unmeasured variables (e.g., nutrients, wave action, and currents). Substrate was not identified as a significant variable in the statistical analyses. However, some common species in the surveyed assemblages appeared to show preferences for the substrates they colonized.