Commercial Port Research Articles

Potential sources and toxicity risks of polycyclic aromatic hydrocarbons in surface sediments of commercial ports in Taiwan

The accumulation of pollutants in the semi-enclosed waters of ports has long been a concern. This study assessed the pollution status, sources, and toxicity risks of 16 polycyclic aromatic hydrocarbons (PAHs) in surface sediments of 7 major ports in Taiwan. Total PAHs concentrations in sediments ranged between 8.4 and 572.5 ng/g dw, with an average of 112.4 ± 136.5 ng/g dw. The 3- and 4-ring PAHs (63 %) were the major constituents of PAHs in the sediments. Diagnostic ratios and positive matrix factorization analyses indicated that PAHs in sediments were mainly contributed by biomass combustion (45.0 %), coal combustion (31.5 %), and vehicle emissions and related fossil fuels (23.5 %). The results of ecological risk assessment showed a low–medium risk of PAHs in the sediments outside the port, whereas most of the sediments within the port presented a medium–high risk. An assessment of the possible human health risks indicated that PAHs were present at acceptable levels.

PEOPLE’S COMMISSARIAT OF NATIONALITIES OF THE RSFSR AND THE CREATION OF THE CRIMEAN ASSR

Just recently, Russia celebrated the 8th anniversary of the return of Crimea “to its native harbor.” This important event, both for the whole country and the region, makes us once again turn to the historical fate of the Crimean Peninsula. At almost all important stages of historical development, from the time of colonization of the Northern Black Sea region by the Greeks and to the present, this region attracted the attention of all neighbors, both close and the most remote ones, which is due to the special geopolitical position of the Crimea. We can say that whoever owns the peninsula controls the entire Northern Black Sea region, and is an intermediary between Europe and the Middle East. The geographical location enables the Crimean Peninsula to play an important role as a commercial and military-political port, which also indicates the strategic importance of the region.
 
 The years 1991 to 2008 are one of the most difficult periods in the history of Crimea. And most of the problems of the Crimean people at the turn of the XX–XXI centuries were associated with the consequences of the not fully thought-out policy of the Soviet leadership. In this regard, we consider it necessary to analyze more carefully most of the events of the Soviet Union era, since in one way or another they continue to influence modern processes. So far, a complete compromise has not yet been reached among individual active figures of the Crimean Tatar social movement and the leadership of the Republic of Crimea. History already has the experience of successfully resolving such a confrontation between representatives of the Soviet government in Crimea, on the one hand, and the Crimean Tatars in 1920-1921, on the other. As a result, the Crimean ASSR was created as part of the RSFSR. This problem has not yet received proper coverage in historiography. A certain obstacle for those wishing to be engaged in this research topic was the fact that documentary materials have long been part of the archival repositories of two states: the State Archive of the Republic of Crimea (until 2014 in Ukraine) and the State Archive of the Russian Federation. Current international events also do not contribute to an objective and impartial assessment of the problem of the formation of the Crimean Autonomy, which in October 2021 marked the 100th anniversary of the Crimean ASSR. Despite the anniversary date, this historical event, in our opinion, has received insufficient attention and coverage in society.
 
 In modern conditions, further study and generalization of the experience of the creation and existence of the Crimean ASSR is required. It can be useful at the current stage of the national-state development of the peninsula. The purpose of the study is to analyze the historical conditions in which the formation of national-territorial autonomy on the Crimean Peninsula took place with the active and leading role of the People’s Commissariat. The study does not pretend to be exhaustive, but makes a certain contribution to the coverage of the issue.

Implementation of an onboard COVID-19 vaccination programme: a university partnership to vaccinate seafarers.

The coronavirus disease 2019 (COVID-19) pandemic caused many seafarers to be stranded on their ships due to lack of access to a vaccine and fear of contracting the COVID-19 virus limiting their ability to work on the ship. Once COVID-19 vaccinations were available, a lack of access to the vaccine continued to exist in the underserved seafarer population. This lack of access to the COVID-19 vaccine meant that seafarers were sometimes unable to leave their ships for months beyond their original contracts. The University of South Florida (USF) College of Nursing collaborated with the USF Morsani Colleges of Medicine and Pharmacy in the development and implementation of an onboard COVID-19 vaccination programme at the request of the Port of Tampa Ministries. In 6 months, 1237 seafarers from 30 countries and 5 continents received the COVID-19 vaccination as a result of this programme. Partnership between a commercial port and a College of Nursing at a local university enabled hundreds of seafarers to be vaccinated against COVID-19. This programme serves as a model for industry and academic partnerships that can have a global impact on health and wellness.

A safety compliance model for container terminal operations: the roles of the safety climate, non-compliance cost and safety self-efficacy

ABSTRACT The safety of terminal operations is the foundation of international commercial port operations. One of the main safety issues in the ports is that operators often fail to comply with safety codes. The existing literature has shown that the safety climate, safety self-efficacy, and safety compliance each play an important role in a company’s safety management, and this paper seeks to establish a safety compliance model in the maritime context. In particular, the research introduces the concept of non-compliance cost and explores the relationships between safety compliance and the non-compliance cost, the safety climate and safety self-efficacy. The researchers conducted an empirical study at container terminals in Taiwan, and applied the Hierarchical Linear Model to analyze the empirical data. The results of this study reveal that an organization’s safety climate, non-compliance cost and the employees’ safety self-efficacy positively affect worker safety compliance. Among these factors, the non-compliance cost has a mediating effect that mediates the relationship between the safety climate and safety compliance, although the non-compliance cost does not mediate the relationship between the employees’ safety self-efficacy and safety compliance. Based on these findings, this article discusses the theoretical and practical implications for safety management.

Underwater vessel noise in a commercial and tourist bay complex in the Mexican Central Pacific

Noise generated by ship traffic is increasing around the world. Hence, there is need to effectively evaluate anthropogenic noise levels in marine habitats. In this study, the noise contribution of ships in the Santiago–Manzanillo bay complex, on the Pacific coast of central Mexico, was assessed. The semienclosed bay complex is one of the most important commercial ports in Mexico, and it is an area with high biological richness and tourism demand, including demand by the informal humpback whale watching industry. Bottom-fixed recording systems were deployed at the entrance to the bay, near the commercial port (Manzanillo Bay), and within the tourist area (Santiago Bay). Monthly acoustic records were obtained from September 2015 to August 2016. Boat categories confirmed by visual sightings were associated with their acoustic signals. According to the diagnostic frequency range, vessel noise was classified into noise coming from large ships (50–220 Hz) or from small vessels (290–500 Hz). Large ships were always detected at both stations, while, as expected, small vessels were more common in tourist areas. Vessel noise in the entire area ranged from 130 to 170 dB (RMS re 1 μPa) and was present up to a median of 81.8% of the time throughout the year, with higher prevalence from 1200 to 1600 hours. Marine traffic activities were constant in the area, but frequency content and sound pressure levels were not equally distributed across the bay. Therefore, it is important to consider the possible differential impacts on marine fauna inhabiting the area.

Detection and monitoring of invertebrate non-indigenous species through DNA metabarcoding in a recreational marina of the Northwest of Portugal

In marine and coastal ecosystems, the proliferation of non-indigenous species (NIS) is among the top causes of biodiversity loss. Thus, it is essential to prevent the entrance and proliferation of NIS by detecting their presence as early as possible at the most susceptible locations, such as ports and marinas. Molecular techniques, like DNA metabarcoding, may be faster and more effective in the early detection of NIS. Its high sensitivity allows the detection of species at any stage of their life cycle and when present at very low densities. However, the detection power can be affected by the methodologies employed through the DNA metabarcoding analytical chain. This study aimed to assess the seasonal effects, sampling method (hard and artificial substrates, zooplankton and eDNA) and genetic marker (COI and 18S) in the recovery of NIS through DNA metabarcoding. Sampling was conducted in 3 seasons (spring, autumn, and winter of 2020/2021) in the “Porto Atlântico” marina, which is located near a major commercial port of the North of Portugal (Leixões). Overall, 626 species were identified through DNA metabarcoding, with the dominance of Crustacea, Ascidiacea and Mollusca. The sampling method and season significantly affected the marine invertebrate species recorded, for both molecular markers, with a high proportion of species detected exclusively using one method (7 to 20%). Overall, 31 NIS were detected, 7 of which are considered invasive and 6 are presumed new records in mainland Portugal. Zooplankton sampling and winter were, respectively, the method and the season where the highest number of NIS was detected, but the maximum number was only attained when pooling the results from all sampling methods and seasons. Our study highlights that different sampling methods and genetic markers, over different seasons, are needed to detect NIS in marine habitats, since the number of species shared by these factors is low.

Free-living nematodes of Mediterranean ports: A mandatory contribution for their use in ecological quality assessment

Free-living nematodes were investigated in three Mediterranean commercial ports (Ancona and Trieste, Italy; Koper, Slovenia) in terms of abundance, diversity and functionality. Results indicated that r-strategist genera were dominant in all ports and that a more diverse assemblage characterized Trieste, despite the high contamination levels, suggesting a potential adaptation to long-standing contamination. The main environmental factor that shaped the assemblage in all ports were Total Polycyclic Aromatic Hydrocarbons, while Total Organic Carbon and the grain-size were less relevant. A co-occurrence analysis was applied for identifying which genera cohesively respond to site-specific environmental conditions in order to recalibrate and implement the sets of bioindicator genera in relation to their different opportunistic behaviour. Finally, we provided some suggestions for a proper application of the nematode indices (Maturity Index, Index of Trophic Diversity, Shannon diversity) in order to encourage the use of free-living nematodes for the environmental quality assessment of commercial ports.

Coastal palaeoenvironmental record of Late Bronze to Iron Age harbour development at Liman Tepe-Clazomenae, western Anatolia, Turkey

Liman Tepe-Clazomenae, located in the southern Bay of Izmir, Turkey, was an important Early Bronze Age to Classical Period trading port and cultural centre in the eastern Aegean. The mainland harbour, now submerged ~1.5–2 m below present sea level, is one of the best-preserved examples of an Iron Age (Archaic Period; ca. 7th–6th c. BCE) semi-enclosed harbour (>5 ha) with engineered breakwater structures. A multi-proxy study (micropalaeontology, micro-XRF core scanning) was conducted on seven harbour sediment cores and integrated with geophysical data to map the harbour structures and document coastal palaeoenvironmental changes. Bathymetry and side-scan mapping revealed two broad (>35 m) rubble-constructed breakwater structures and a submerged headland that divided the harbour into two separate sub-basins. Linear magnetic anomalies within the eastern breakwater indicate a buried pier structure, recording possible augmentation of a Late Bronze Age (LBA) or Early Iron Age (EIA) proto-harbour embayment. The harbour basin stratigraphy comprises foreshore and upper shoreface deposits overlying terrigenous clays across a marine transgressive surface. A distinctive silt-rich chemofacies with increased Ti/Ca and decreased Si marks a transition from a sandy marine shoreface to a low energy, sheltered LBA proto-harbour embayment. The Iron Age harbour construction (ca. 7th–6th c. BCE) is recorded by a rise in Rosalina, decreased Ti/Ca and the appearance of Archaic pottery. The harbour was in use from the Archaic to early Classical periods and served as Clazomenae's mainland commercial port.

Container Ports Post-Privatisation – Analysis of the roles of the public and private sectors at Port Botany, Sydney

The evidence base evaluating post-privatised commercial ports is virtually non-existent, especially with respect to sustainability and environmental performance. Despite acknowledged methodological limitations, a case study approach is adopted using Port Botany, Australia, as an example of a “privatised” port. In the post-privatisation period from 2013, we examine the respective roles of the public and private sectors in terms of legislation, policies and practice. How has NSW Ports responded to challenges of sustainability and environmental regulation within the port’s jurisdiction? to what extent have governments continued to be involved in planning and investment in the logistics chain to support the import and export of containers? and what are the relative costs to the private sector and the government to achieve more efficiency? The methodology involves material retrieved from websites, government and company reports, and discussions with key informants to verify the factual robustness of our findings. The findings show that the pre-privatisation environmental and regulatory framework has been effective, and that NSW Ports have been part of an Australian-wide ports initiative to implement best practice on climate change, and on economic, social and environmental sustainability countering claims in the literature that privatised ports put shareholder’s profits before the “greening” of ports. Despite Port Botany being privatised, Governments continue to enhance the efficiency of the logistical supply chain through policies and investment in transport access to the port via inland intermodal terminals.

The Study on the Ballast Water Management of Mailiao Exclusive Industrial Harbor in Taiwan

In 2004, the International Maritime Organization (IMO) adopted the International Convention for the Control and Management of Ships Ballast Water and Sediments (BWM Convention). Taiwan’s government has been in line with the BWM Convention’s obligations by passing several administrative orders and adopted the 3 + 1 Port State Control (PSC) procedure. International trade ports in Taiwan include commercial ports and exclusive industrial harbors. The industrial harbor in Taiwan is unique in the world, so the 3 + 1 PSC procedure cannot be directly applied to the industrial harbor. Based on document analysis, this study discusses the similarities and differences between commercial ports and industrial harbors. The regulations and systems for ballast water management in Taiwan and how they can be applied to industrial harbors are also discussed. Judging from the results of this study of regulations, commercial ports and industrial harbors differ in applicable laws, competent authorities, and construction and management units. However, in operational practice, industrial harbors should be regarded as a commercial port whose use is restricted. Therefore, this study posits that industrial harbors should be classified as commercial ports in Taiwan’s ballast water management system. Classifying industrial harbors as falling outside commercial ports may cause management difficulties and may even cause trouble for international shipping. It is suggested that the Ministry of Economic Affairs (MOEA) first discusses with the Ministry of Transportation and Communications (MOTC) and the Ocean Affairs Council (OAC) to confirm whether industrial harbors are inside or outside the category of commercial ports, and then decide on a management system and suitable laws and regulations for integrating industrial harbors with commercial ports and international affairs.

Mosquito surveillance in maritime entry ports in Miami-Dade County, Florida to increase preparedness and allow the early detection of invasive mosquito species.

Invasive mosquito vector species have been inadvertently transported to new areas by humans for decades. Strong evidence supports that monitoring maritime, terrestrial, and aerial points of entry is an essential part of the effort to curb the invasion and establishment of invasive vector mosquito species. Miami-Dade County, Florida is an important operational hub for the cruise ship industry and leisure boats that routinely visit nearby areas in the Caribbean, and freight cargo ships transporting goods from Miami-Dade to Caribbean countries and vice versa. To deal with the increasing public health concern, we hypothesized that mosquito surveillance in small- and medium-sized maritime ports of entry in Miami-Dade is crucial to allow the early detection of invasive mosquito species. Therefore, we have selected 12 small- and medium-sized maritime ports of entry in Miami-Dade County with an increased flow of people and commodities that were not covered by the current mosquito surveillance system. Collection sites were comprised of two distinct environments, four marinas with international traffic of leisure boats, and eight maintenance and commercial freight cargo ship ports. Mosquitoes were collected weekly at each of the 12 collection sites for 24 hours for 6 weeks in the Spring and then for 6 additional weeks in the Summer using BG-Sentinel traps. A total of 32,590 mosquitoes were collected, with Culex quinquefasciatus and Aedes aegypti being the most abundant species totaling 19,987 and 11,247 specimens collected, respectively. Our results show that important mosquito vector species were present in great numbers in all of the 12 maritime ports of entry surveyed during this study. The relative abundance of Cx. quinquefasciatus and Ae. aegypti was substantially higher in the commercial freight cargo ship ports than in the marinas. These results indicate that even though both areas are conducive for the proliferation of vector mosquitoes, the port area in the Miami River is especially suitable for the proliferation of vector mosquitoes. Therefore, this potentially allows the establishment of invasive mosquito species inadvertently brought in by cargo freights.

Holistic environmental monitoring in ports as an opportunity to advance sustainable development, marine science, and social inclusiveness

Ports play a central role in our society, but they entail potential environmental risks and stressors that may cause detrimental impacts to both neighboring natural ecosystems and human health. Port managers face multiple challenges to mitigate risks and avoid ecosystem impacts and should recognize that ports are embedded in the wider regional coastal ecosystem. Cumulative impacts of anthropogenic stressors have the potential to further burden the existing suite of natural stressors, particularly where ports are located in embayments and estuaries. Environmental monitoring in ports should thus develop a comprehensive, holistic, multilayered approach integrated in the wider ecosystem that will help managers better achieve sustainable development, a major goal of the United Nations’ 2030 agenda and Decade of Ocean Science for Sustainable Development (2021–2030). This practice bridge showcases the experience of the second Canadian Healthy Ocean Network (CHONe2) in Baie des Sept Îles (BSI, Quebec; the fourth largest industrial port in Canada) laying the foundations of holistic environmental monitoring in ports. We describe the partnership model (i.e., engaging scientists, local authorities, an independent organization, and local industries), synthesize the multidisciplinary studies that turned environmental monitoring into a systemic investigation of the biological and physical components of BSI, integrate the developed scientific knowledge into a social–ecological–environmental system, present an innovative near real-time monitoring approach, and discuss implications for management and policy. The CHONe2 experience in BSI aligns with the decade’s road map for sustainable development and provides elements that could be adapted to other commercial ports. By suggesting a set of best practices (e.g., multidisciplinarity, transparency, inclusivity, participatory modeling), we hope to spark new interest in environmental monitoring as a path to conciliate development and sustainability of ports and other high-use marine areas.

Pier Competitor: China's Power Position in Global Ports

Abstract China is a leader in the global transportation industry, with an especially significant position in ocean ports. A mapping of every ocean port outside of China reveals that Chinese firms own or operate terminal assets in ninety-six ports in fifty-three countries. An original dataset of Chinese firms' overseas port holdings documents the geographic distribution, ownership, and operational characteristics of these ports. What are the international security implications of China's global port expansion? An investigation of Chinese firms' ties to the Party-state reveals multiple mechanisms by which the Chinese leadership may direct the use of commercial port assets for strategic purposes. International port terminals that Chinese firms own and operate already provide dual-use capabilities to the People's Liberation Army during peacetime, establishing logistics and intelligence networks that materially enable China to project power into critical regions worldwide. But this form of networked state power is limited in wartime because it depends on commercial facilities in non-allied states. By providing evidence that overseas bases are not the sole index of global power projection capabilities, findings advance research on the identification and measurement of sources of national power. China's leveraging of PRC firms' transnational commercial port network constitutes an underappreciated but consequential form of state power projection.

Snow cover dust pollution in Murmansk and its suburbs

The main goal of the research is to identify the degree of dust pollution in the city of Murmansk in the winter period in connection with the activities of industrial enterprises and transport systems. The study was conducted in the winter of 2018 and 2019 during the expedition of the Department of Environmental Management of the Faculty of Geography of Moscow State University. Snow sampling was carried out at different distances from pollution sources in various functional areas of the city, taking into account the number of storeys of the building, the features of the relief, wind direction and the distribution of green spaces. Based on a comparative analysis of the organic matter content in snow water and the composition of solid particles, it is concluded that there is a significant presence of coal dust and hydrocarbons in the composition of solid particles in snow. The main pollutant of snow cover is the Murmansk Commercial Port, which is a source of coal dust resulting from unloading and loading operations. The distribution of dust pollution in the city of Murmansk is significantly affected by the prevailing air masses and the relief.

Environmental risk of trace metals and metalloids in estuarine sediments: An example from Southampton Water, U.K.

Industrial and commercial port activities are widely recognized worldwide as an important source of pollution to proximal estuaries. In this study, we analysed geochemical and sedimentological parameters including major and trace elements, organic matter and sediment texture in surface sediments from the estuarine environment of Southampton Water, U.K. Using these data, and multivariate statistical tools [correlation, factor and cluster analysis and pollution indices such as Enrichment Factor (EF), Pollution Load Index (PLI) and the Adverse Effect Index (AEI)], we examine sedimentary trace metal and metalloid contamination, contamination sources, and potential biological impacts of the contamination present. The geochemical data, multivariate statistical analysis and pollution indices indicate that the spatial distribution of trace metals and metalloids is influenced by both sediment composition (and mixing) and anthropogenic activities. Most trace metal and metalloid concentrations are close to local geological background levels, except for Cu, Zn and Pb. The spatial distribution of these elements indicates that the Exxon oil refinery, Southampton port, local marinas and runoff from domestic and industrial activities act effectively as point sources of these elements. Pollution indices calculations highlight a degraded environment as a result of these pollutants, and further work is needed to assess the current impact of trace metals and metalloids on local ecology.

Mugilidae fish as bioindicator for monitoring plastic pollution: Comparison between a commercial port and a fishpond (north-western Mediterranean Sea)

In the last decade, interest in monitoring and managing plastic pollution has greatly increased. This study compared levels of microplastic contamination in stomachs of Mugilidae fish, suggesting this family as a target for plastic pollution monitoring in areas with different degrees of anthropisation. Two sites characterised by low and high anthropic impact, a fishpond (S'Ena Arrubia, Italy) and a port (Genoa, Italy), respectively, were compared. This study highlighted a stronger microplastic contamination in the port, with a higher percentage of fish showing the presence of microplastics and a larger polymeric variability compared to the fishpond. The microplastic number in fish from the port was higher than in the literature, but it was not significantly different from S'Ena Arrubia in terms of the microplastic percentage found in single individuals. Biomonitoring of microplastic contamination in Mugilidae fish resulted in a valid tool for the investigation of areas differently affected by human activity.

Invasive Dreissena Mussel Coastal Transport From an Already Invaded Estuary to a Nearby Archipelago Detected in DNA and Zooplankton Surveys.

Coastal waters of Lake Superior are generally inhospitable to the establishment of invasive Dreissena spp. mussels (both Dreissena polymorpha and Dreissena bugensis). Dreissena have inhabited the Saint Louis River estuary (SLRE; largest commercial port in the Laurentian Great Lakes) for over three decades, but only in the last few years have small colonies been found in the Apostle Islands National Lakeshore (APIS, an archipelago situated 85 km to the east of SLRE) A 2017 survey determined a low abundance Dreissena spatial distribution in APIS, with the largest colonies on the north and west islands which suggested potential veliger transport from the SLRE via longshore currents. Our objective in this study was to determine if Dreissena veligers are transported by currents at low densities along the south shore of Lake Superior from the SLRE to APIS. To do so, we used both eDNA (water and passive substrate samples) and zooplankton collection methods at eight sites evenly spaced between the SLRE and APIS with three sampling times over five weeks. Dreissena veligers were consistently detected along the south shore, although at low abundances (veligers per m3 range = 0-690, median = 8), and for every 1 km increase in distance from the SLRE, both veliger counts and water eDNA copy numbers decreased on average by 5 and 7%, respectively. D. polymorpha (suited to estuary habitats) was detected two times more than D. bugensis (better suited to deep-lake habitats). There was not a trend in the veliger size distribution along the south shore, and temperature and calcium concentrations fluctuated around the threshold for Dreissena veliger and adult development, averaging 11.0°C and 14.8 ppm, respectively. Three zooplankton taxa representative of the estuary community-Daphnia retrocurva, Diaphanosoma birgei, and Mesocyclops copepodites-decreased as the distance from the SLRE increased mirroring Dreissena veliger abundance patterns. Findings represent multiple sources of evidence of a propagule "conveyor belt" for Dreissena along the south shore of Lake Superior. We conclude that veligers are functioning as a propagule, using coastal currents to spread from the point of invasion, thereby traversing coastal habitat previously reported as inhospitable to distant habitats suitable for colonization.

Reducing pollutant emissions from vessel maneuvering in port areas

We propose an activity-based model to calculate ships’ exhaust emissions while maneuvering in port. The exhaust emissions from the seven international commercial ports in Taiwan (namely Kaohsiung, Keelung, Taichung, Taipei, Hualien, Anping, and Suao) were calculated using actual data. Then, the regional ship exhaust emissions were estimated based on the number and size of ships and the type of fuel they used. Our method of predicting and evaluating the effectiveness of green port policies is shown to be intuitive and precise. Small vessels, which are the most common vessel type to enter and leave Taiwan ports, were shown to generate most of the emissions, but unit emissions from large vessels were the highest among three types of vessels (i.e., small, medium, and large). Moreover, greenhouse gas (GHG) emissions corresponded to sailing speed. Taiwan International Ports Co., Ltd (TIPC) has slightly reduced carbon dioxide equivalent and sulfur oxide emissions by implementing a green port policy, consisting of multiple ways of building a sustainable port environment (such as vessel speed reduction and use of low-sulfur oil). However, nitrogen oxide emissions have not decreased significantly. Our findings indicate that lower speeds and onshore power supply can reduce local air pollution, and assist transportation authorities, who should consistently monitor GHG emissions in port, to proactively respond to the International Maritime Organization’s regulations for ensuring a sustainable future.

Alien corals in a Brazilian seaport and perspectives for improving marine bioinvasion detection and management in commercial ports

Two invasive coral species, Tubastraea coccinea and T. tagusensis, were identified on underwater artificial structures during a routine inspection at the Port of São Sebastião in southwestern Brazil in 2019. Both species were previously recorded in natural and artificial substrata in the region since 2008, including marine protected areas, but never found in the Port area. Tubastraea spp. are highly invasive species that outcompete native and endemic species, trigger seascapes changes, and modify ecosystem functions. Although it is uncertain if the São Sebastião Port was the primary source of these bioinvasion, ports' activity might enhance secondary dispersion, collaborating to spread the invasive species. This finding triggered a request by the Brazilian Institute of Environment (IBAMA) to the implementation of a specific plan to control the Tubastraea invasion attached to the invasive species monitoring program, which was one of the conditions to renew the operation license of the São Sebastião Port in 2020. Here, we recommend that commercial seaports consider including biota monitoring programs focusing on detecting marine non-indigenous species. Furthermore, we provided some subjects that should be incorporated in monitoring programs and highlight the need for evaluation of underwater artificial structures additionally to adjacent rocky shores. If a potentially invasive species is detected, a specific plan to control the invaders should be developed, as well as strategies to control invasive species dispersion. The monitoring program should be planned under the guidance of environmental agencies and incorporate the scientific community and general society, stimulating partnerships and discussions focusing on better understanding biological invasions in seaports and improving their management.

Економічне становище Буджака татарсько-османської доби (XV–початок XIX ст.)

The article examines the main stages of the formation of the economic system of Budjak during the of its intensive settlement by Tatars and Ottomans. The main prerequisites for the formation of the economic system in the 15th–early 19th centuries are the arrival of the Tatar tribes in the region and the appearance here of Italian, Moldavian, Bulgarian trading posts, which already in the 15th century created competition for the Ottoman Empire, which led to the capture of Budjak by the Turks, who established their model of the economic system. Populating the region with Nogays and at the same time reforming trade, land, tax law, the Turks turned Budjak into a supplier of household products, wine, salt, and slaves. The main ports were Akkerman, Kiliya, Timarovo, Izmail. Economic changes also affected the Tatars, who gradually abandoned their nomadic lifestyle and became the main suppliers of food, livestock, salt to Moldova, Crimea, Turkey later, in the province of the Russian Empire. The trade and tax policies of the Crimea and the Ottoman Empire were of great importance. Despite the large number of taxes, they were not heavy and, in general, did not exceed 10% of the income of local residents. The right to trade was given to all comers, Christians and Muslims. In the 18th century, Kyrym Giray Khan developed a project for the creation of 2 commercial ports, which were supposed to supply grain to Istanbul and create competition for the ports of Turkey on the Danube. The publication reveals the role of the main ethnic groups in the economic specialization of the region. Moldovans were engaged in agriculture and wine production, Tatars – in animal husbandry, agriculture, salt mining, Turks, Ukrainians – in trade. Economic growth has strengthened the role of the Budjak ports in international trade, which has led to the interest of European states in expanding economic contacts with the region