Port Facilities Research Articles

Occurrence and dynamics of microplastics and emerging concern microparticles in coastal sediments: Impact of stormwater upgrade and port-associated facilities

Urban runoff is a significant source of microplastic pollution in aquatic environments, especially in coastal areas. Despite urban stormwater runoff being considered a major pathway of anthropogenic particles there's no studies about the impact of stormwater upgrades on microparticle transport. Moreover, due to the influence of anthropogenic activities, including maritime traffic and maintenance, on coastal environments, it is crucial to identify plastic debris from both inland and in-shore sources. This study evaluates characteristics, abundance, and distribution of microplastics in subtidal sediments from the southwestern Atlantic region, influenced by a recently upgraded stormwater outfall and port facilities. Herein, we have analyzed temporal trends, including seasonal dynamics and their relation with the pre- and post-upgrade of the stormwater outfall. Three main types of anthropogenic microparticles were observed: common plastic (MPs), paints (Pps), and tire wear particles (TWPs). Microparticle groups varied in morphology, color, and size distribution, including uncommon microparticle debris. Analysis by FTIR and Raman spectroscopies allows the identification of polyethylene, polypropylene, polyethylene terephthalate, polyvinyl chloride, polystyrene, polyamide, and polyacrylonitrile polymers for MPs mainly. Pigments such as Naphthol AS, phthalocyanine, and quinacridone have been identified in Pps. SEM-EDS and FTIR analysis of collected TWPs revealed similar trace metals constituents and infrared signals to those observed in tire road samples. Spatial and temporal abundances of microparticle groups were significantly different (p < 0.05), mainly related to the distance from the stormwater outfall and seasons. TWPs showed the most significant seasonal increment rate among pre and post-upgrade periods. Furthermore, the upgrades made to the stormwater system have been observed to intensify the transport and increase the presence of specific anthropogenic microparticles in subtidal sediments. Based on these findings, the occurrence of TWPs emerges as a reliable urban runoff indicator to differentiate ex and in-situ sources in multipolluted coastal environments.

A seafloor sensitivity index to oil spills in tropical marine protected areas

Oil spills are a global environmental challenge with ecological impacts at local and regional scales. In 2019, a major oil spill from an unknown source reached the Brazilian margin and strongly affected tropical marine habitats with high biodiversity. It is therefore important to establish a quick and accessible approach to assist decision-makers for oil spill responses. Based on current Brazilian legislation, only very specific companies (such as organized ports, port facilities, platforms and their auxiliary facilities) are obliged to maintain marine oil spill response structures. This paper aims to develop an approach for mapping seafloor sensitivity to oil spills for continental shelf areas with limited resources and materials. The study was conducted using a pre-existing bathymetric dataset, at mega- and meso-habitat scales. The assessed area extends over 933 km2, between the 10 and 90 m isobaths, comprising tropical marine areas of intense maritime traffic due to the strategic location for important international routes and also due to the presence of ports, terminals and shipyards. From the megahabitat-scale analyses (30 m resolution grid), the areas with greatest topographic complexity were selected for subsequent detailed analysis and the development of a seafloor sensitivity index at a mesohabitat-scale (10 m resolution grid). The results revealed that 12.7% of the area was classified at a high seafloor sensitivity index (SIseafloor), 28.7% was classified at relatively moderate sensitivity, and 58% was classified at low sensitivity. The seafloor sensitivity methodology presented here can be easily applied to other locations to prepare recovery operations, monitoring plans, and for other forms of environmental planning.

The fleet system and the troubled shipping institutions in the Portuguese Atlantic (seventeenth and eighteenth centuries)

ABSTRACT Improvements in shipping productivity, resulting from increased maritime safety, are considered essential factors to explain commercial growth in long-distance trade between the seventeenth and nineteenth centuries. However, this article points out that for more than a century, the routes between Portugal and the ports of Brazil were unsafe. The fleet system was the solution found to overcome pirates and privateers. This transport system created a series of problems, though. This article shows how weather conditions, infrastructure problems regarding port facilities, the distances from the port of Recife to sugar mills, and disagreements between shippers, merchants, and sugar mill owners hampered shipping and how they had some negative implications for traders. The fleets generated stocks of sugar in the colony and lengthened the payback period on investments made by merchants in Portugal. These problems disappeared with the end of the fleet system in 1762/1766. Still, others emerged, such as the regulation of freight rates in 1751 and 1766, the decline in shipping productivity throughout the second half of the eighteenth century, and the wars from the 1790s onwards. I argue that shipping in the Portuguese Atlantic was constantly hampered but that this did not prevent commercial growth from occurring.

Using a Proposed Risk Computation Procedure and Bow-Tie Diagram as a Method for Maritime Security Assessment

Terrorism, piracy, robbery, and cyber-threats on ships and at port facilities, as well as smuggling and drug trafficking through cargo and containers, are some of the international security problems for which national maritime security services must provide solutions. Cyber-attack is considered particularly important as it can be combined with all the other security vulnerabilities in the shipping industry. There is no extensive and in-depth literature for the risk acceptance criteria concerning maritime security. Basic information is drawn from other areas, such as civil aviation. It is necessary to standardize these criteria, as is the case with formal safety assessment, where practitioners know how to gather information, to make comparisons with previous experience, and to make decisions that are often based on experience from the past. The aim of the present study is to address the issue of maritime security through the development of a method applicable to the maritime industry that evaluates and manages maritime security-related risks. Security cost-benefit analysis and decision-making procedures will be required in the future. The proposed method uses the bow-tie diagram tool for the estimation of risk. A risk computation procedure is described after the application of a set of prevention barriers, which is based mainly on the accuracy of the definition of the probability and the contribution of each threat, as well as the accuracy of estimation of the effectiveness value of each prevention barrier for the same threat as defined by the user. Similarly, the risk computation for each consequence, after the application of a set of mitigation barriers, is based mainly on the accuracy of the definition of the risk value of each consequence as well as on the accuracy of the estimation of the effectiveness value of each mitigation barrier for the same consequence as defined by the user. The results of the risk computation appear in the bow-tie diagram providing a colored scheme of the risk values obtained for the top event and consequences after the introduction of the necessary prevention and mitigation barriers.Terrorism, piracy, robbery, cyber-threats, smuggling and drug trafficking etc., are some of the international security problems due to which the national maritime security services must provide solutions. There is no extensive literature for the risk acceptance criteria concerning maritime security and basic information is drawn from other areas. The aim of the proposed study is to develop a method applicable to the maritime industry that evaluates and manages maritime security related risks in a case of cyber-security. Security Cost-Benefit Analysis and Decision Making procedure will be required in the future. The proposed method uses the Bow-Tie diagram tool for the estimation of the risk. A risk computation procedure is described after the application of prevention barriers, which is based mainly on the accuracy of the definition of the Probability Pi and the Contribution Ci of each Threat ( i) as well as on the accuracy of the estimation of the Effectiveness value Eij, of each Prevention Barrier ( j) for the same defined Threat ( i), by the user. Similarly, the risk computation for each consequence, after the application of mitigation barriers, is based mainly on the accuracy of the definition of the Risk Value RVi of each Consequence ( i) as well as on the accuracy of the estimation of the Effectiveness value Eij, of each Mitigation Barrier ( j) for the same defined Consequence ( i), by the user. The results of the risk computation appear in the Bow-Tie diagram providing a coloured scheme of the obtained risk values for top event and consequences.

Analisis Pengendalian Kebisingan Melalui Pemetaan Untuk Mengurangi Paparan Populasi di Area Pelabuhan Batu Ampar Kota Batam

Batu Ampar Port is the largest loading and unloading port of the three existing loading and unloading port facilities in Batam and the largest port for manufactured goods used by companies to supply the industrial sector in Batam. In addition to having a positive impact, the Batu Ampar port also has a negative impact in the form of a decrease in environmental quality, especially the noise level generated by activities in the Batu Ampar Port area. In this study the noise sampling process used the Svantek tool, sampling was carried out for 24 hours with a time limit of 24 intervals, then sampling was carried out for 10 minutes at each time interval. The research results obtained were that from all sampling points the highest noise was in the East Pier area of 70 – 78.5 dB(A) at 08:00 – 23:00 WIB. While the area with the lowest noise level is in the BPJS flat area of 54.7 – 73.5 dB(A) at 06:00 – 05:00 WIB. It can be concluded that many of the noise values obtained exceed the quality standards in accordance with Kepmen LH No. 48 of 1996. This was due to several factors, namely loading and uploading of very dense containers which resulted in more and more work activities. Noise elimination measures in the Batu Ampar port area are important to do considering the results of noise measurements still exceed the quality standards, Barriers are one of the technologies that can be applied to reduce noise in the Batu Ampar port, Batam, both natural and artificial barriers, so the Batu Ampar port noise problem can be solved.

ACEH EAST COAST COMMUNITY ECONOMIC DEVELOPMENT (HISTORICAL STUDY AND EXISTENCE OF KUALA LANGSA PORT AND ITS CONTRIBUTION TO THE GOVERNMENT OF 1900-2018)

The Port of Kuala Langsa in 1920 had a great opportunity for economic development during the Social Pacificization period, in addition to the interests of the Netherlands and the people of the east coast. trade routes: Asia and Europe. This port is supported by land transportation. Atjeh Tram Langsa supplies goods from the north coast straight to the port of Kuala. Atjeh Tram Tamiang took part in supplying rubber and palm oil commodities to the port of Kuala during the Dutch era for export-import trade abroad. Between 1916 and 1930, the export of traditional crops such as betel nut, 942,591 tons of pepper, and 8,300 tons of rice were to Penang. Modern (1925–1935) rubber plants (183,550 tons) and palm (9,819,047 tons) were exported to Europe. During the Japanese occupation (1942–1945), Kuala Port's exports and imports decreased drastically. After Indonesia's independence, in 1987, the port of Kuala resumed operations in the non-oil and gas sector, with exports of Ply wood of 4,216,402 tons and grumb rubber of 1,839,600 tons from PT. Gruti Bayeun Aceh Timur. Charcoal wood exports 5,534,000 tons to Hong Kong, Japan, Singapore, and Taiwan from Bayeun, Sei Pauh, and Sei Yu. Import types of goods: Phenol (7159 tons) and methanol (7159 tons). Between 1987 and 2002, at the port of Kuala, other goods were imported: cars, motorcycles, and drugs. In 2003–2007, they were again imported from Singapore and Malaysia: 9,206 tons of methanol, 6,384 tons of minerals, and 9,396 tons of basic necessities. In 2008–2018, Kuala Port still existed as a trade center in the economic sector of the Langsa City government with Asia based on the interests and economic growth of the community. The aims of this study were (1) to examine the pioneering of Kuala Langsa port as a maritime port on the east coast of Aceh; (2) the educational passification policy and Kuala Langsa port; (3) to find out the study of Kuala Langsa port facilities and infrastructure and its development in the east coast area; (4) to examine the role of the Kuala Langsa port in the export-import trade sector; and (5) to examine the impact of the Kuala Langsa port as the center of the government's economic area based on the people's economic interests. This study uses a critical historical method, the substance of which excludes inauthentic material and concludes that testimony that can be trusted from original material The critical historical method consists of four steps in the research process: collecting sources (heuristics); primary, secondary, and tertiary; criticizing sources, both internal and external; interpreting facts obtained from these sources; historiography; reconstructing existing facts and interpreting them in the form of historical writings; and critically synthesizing facts. The results of research on the Kuala Langsa port since the days of the Dutch, Japanese, and Indonesian governments were made as an international and transit port until it received international status in 2019. The conclusion is that the Kuala Langsa port has succeeded in contributing to the community and the government in the export sector of community and private government-owned plantation products.

Smart Terminal System of Systems’ Cyber Threat Impact Evaluation

Systems of system-level thinking is required when the purpose is to develop a coherent understanding of the ecosystem where every user and system requirements are divided into specific parts. The smarter project, as a part of the Sea4value program of DIMECC, aims to develop harbor operations, including passenger and cargo transportation, in a way that port processes will improve, emissions will decrease, and overall security will enhance in smart ports. This paper describes cyber-attack impacts against the Smart terminal system of systems in the cyber realm by utilizing the MITRE ATTACK® framework to map the objectives of threat actors. The Smart Terminal system environment includes ICT, ICS networks and components, communication systems, and port service systems. Internal and external threat sources or actors are hard to divide exactly because of the diversity of the threats. Hybrid threats challenge maritime domain awareness globally. The cyber threat impacts on IT and OT environments are connected to each other because of the use of internal and external networks that impact each other by combining vulnerabilities and threats. Well-working port and terminal operations require not only protected operational systems or sensor systems, but human errors must also be minimized. Objectives of threat actors are presented, categorized, and listed. Threat scenarios illustrate that cyber threats and risks are mainly similar in the maritime global-linked port community and basic hinterland trade. The networked supply chain of the business causes evolving and combined threat scenarios. European and international standards, regulations, policies, recommendations, and, e.g., guidelines by the IMO, set new cyber-threat requirements for port and terminal services and facilities. Therefore, overall security must be considered when cyber-security is the development area. Information exchange in an understandable form is essential for maintaining business continuity. Threat information has to be transferred among stakeholders as well as cyber security codes have to be followed in the port operations of partners that are involved, for example, in operational and system-level actions. Digitalization in smart ports and terminals enhances the capacity to handle cargo and passengers more efficiently, but cyber threats evolve.

Management Strategy for Seaports Aspiring to Green Logistical Goals of IMO: Technology and Policy Solutions

Abstract Recently, because of serious global challenges including the consumption of energy and climate change, there has been an increase in interest in the environmental effect of port operations and expansion. More interestingly, a strategic tendency in seaport advancement has been to manage the seaport system using a model which balances environmental volatility and economic development demands. An energy efficient management system is regarded as being vital for meeting the strict rules aimed at reducing the environmental pollution caused by port facility activities. Moreover, the enhanced supervision of port system operating methods and technical resolutions for energy utilisation also raise significant issues. In addition, low-carbon ports, as well as green port models, are becoming increasingly popular in seafaring nations. This study comprises a comprehensive assessment of operational methods, cutting-edge technologies for sustainable generation, storage, and transformation of energy, as well as systems of smart grid management, to develop a green seaport system, obtaining optimum operational efficiency and environmental protection. It is thought that using a holistic method and adaptive management, based on a framework of sustainable and green energy, could stimulate creative thinking, consensus building, and cooperation, as well as streamline the regulatory demands associated with port energy management. Although several aspects of sustainability and green energy could increase initial expenditure, they might result in significant life cycle savings due to decreased consumption of energy and output of emissions, as well as reduced operational and maintenance expenses.

Pengaruh Fasilitas dan Kualitas Layanan Pelabuhan Terhadap Kepuasan Pelanggan

This literature study aims to review the literature relating to the effect of port facilities and service quality on customer satisfaction. The literature review was carried out by searching for articles published in leading and accredited journals. The results of the literature study show that port facilities and service quality have a significant influence on customer satisfaction. Complete and adequate facilities, such as parking areas, toilets and waiting areas, can increase customer satisfaction because they provide comfort and convenience for customers. In addition, good port service quality, such as service speed, staff friendliness, and punctuality, also contribute positively to customer satisfaction. Previous research has also shown that investment in port facilities and service quality can increase customer satisfaction. Customers who are satisfied with the services provided tend to return to using port services and recommend the port to others. However, there are several other factors that also affect customer satisfaction, such as the price of port services, port security, and ease of access. Therefore, it is important for ports to pay attention to these various factors in increasing customer satisfaction. In conclusion, this literature study shows that port facilities and service quality have a positive effect on customer satisfaction. Ports must pay attention to these factors to increase customer satisfaction and obtain long-term benefits for their business.&#x0D; &#x0D;

Evaluation of Facilities Improvement and Utilization Strategy Tegal Port

According to the national port master plan, Tegal Port is a hub port. In practice, a number of fishing boats crowd the port pool area thereby disturbing the area that should be used for the port loading and unloading process. Full port facilities are not supported by this circumstance. Commercial ships wishing to enter the port must wait for the tide to enter the waters of the port pool because shipping lanes enter the port wisely around 3 LWS. This study aims to examine the relationship between the port facility utilization index and the port facility performance index in several categories of capacity accessibility and satisfactory performance levels, in the categories of safety, order, smoothness and speed, and pollution experienced unsatisfactory performance. This research uses a descriptive method. Data obtained from surveys and analyzed using the SWOT method. The SWOT analysis shows strength-opportunity (SO) conditions where managers must maximize the potential of ports that have facilities. The results of the SWOT analysis show that the right strategy to use for port development is strength-opportunity, namely improving existing facilities as well as possible, such as making repairs to facilities that are not suitable for use and adding facilities at the port and increasing cooperation with stakeholders by making more work agreements, promising and facilitating service users as well as cutting bureaucracy that does not complicate service users.

Decision-making model for the selection of floating wind logistic support ports

This paper addresses the selection of an optimal port for components storing and assembly of offshore wind components so as to reduce the total transportation cost, as the hub port is an important supply-chain issue that affects the installation of floating wind parks. An integrated multi-Criteria Decision method is presented for the port selection problem based on the Ranking Method and the Weighted Product Method. Twenty-one criteria have been identified based on available data and expert analysis. Floating wind experts evaluate installation port selection criteria and establish a ranking to determine the best solution. The methodology developed is applied to the Atlantic ports of the Iberian Peninsula, as a case study. The findings could interest port managers and marine transportation associations to improve the port facilities and regulations.

Enhancing Fishing Port Services Quality to Support Fish Supply Chains of the Island Fisheries at the Belitung Island

Fishing ports are crucial to the sustainable management of fisheries resources and enterprises that depend on the fishery. The objective of this study was to analyze the levels of facilities availability and service quality of fishing ports in the islands through a case study of Tanjungpandan Islands Fishing Port in Belitung Island. This study was conducted by combining survey methods, observation, as well as in-depth interviews with the port users and managers. Due to Covid-19 pandemic, field research was conducted in two periods: from September to October 2020 and from January to February 2022. Respondents were selected by applying the snowball sampling method and resulted in 70 selected respondents, consisting of fishermen, skippers, traders, factory managers or fish processing units, and port managers. Structured questionnaires were used for data collection. It proceeded into descriptive-qualitative analysis and combined with SERVQUAL and IPA (Importance Performance Analysis) methods. The study demonstrated that six port facilities failed to meet the Nusantara (inter-island) fishing port standards as outlined in the Minister of Marine Affairs and Fisheries' Regulation No. 8, year 2012. Eight port services that were considered important indicated low performance to support the island’s fish supply chain. The total score of basic, functional, and supporting facilities was 60.46% (within 0 – 100% scale) and considered as relative “good”. Therefore, given that the port is the main hub of marine fisheries activities on Belitung island, it is crucial to increase the accessibility, quality, and services of fishing port facilities in order to support the fish supply chain in the islands.

Evaluation of the Performance Improvement of the Muara Angke Nusantara Fishing Port (NFP), Jakarta

Fishing ports play an important role in facilitating fishing business activities and supporting fish resource management. The completion of facilities at fishing ports will aid in the continuation of fishing business operations. As a Fishing Port, the Muara Angke Nusantara Fishing Port must provide good services and respond to the needs of the Muara Angke fishery community, particularly for supporting industry in Jakarta. Therefore, the facilities of Muara Angke Nusantara Fishing Port must be evaluated (NFP). The study aimed to analyze the facilities at Muara Angke Nusantara Fishing Port to improve their performance by analyzing the conditions of the fishing port facilities, the level of utilization of the facilities, and the strategy for developing fishing ports with SWOT analysis so that they can contribute to supporting activities and the fishing industry in Jakarta. This research was carried out at the Muara Angke Fishing Port in July 2022. The study used a descriptive method. A purposive sampling method was used to collect data from 50 fishery business actors at the Muara Angke Fishing Port. The facility score was 2.5, indicating that the facilities at the Nusantara Fishery Port were good, but the level of utilization was low due to the length of the pier, the area of the pond, the depth of the harbor pool, and the utilization rate of the fish auction. The SWOT analysis indicated that the X; Y results were 0.12 and 0.54 which were located in quadrant I or the S-O (Strength-Opportunity) strategy. As a result, to increase the facility utilization rate score, the Muara Angke Archipelago Fishery Port (PPN) must improve services and attract investors.

Blockchain Technology in Supply Chains of Transport Hubs in the People’s Republic of China

Efficient cargo transportation at major transport hubs its management is critical to global trade. Existing systems for organising cargo transportation do not provide traceability, transparency, information security and immutability of data stored and exchanged during various operational processes. Consequently, this negatively affects the performance of transport hubs. The use of digital applications of information and communication technology (ICT) in the transport industry can lead to highly automated processes and more cost-effective solutions. Cargo transportation requires the use of real-time data exchange between the various stakeholders involved in the process. Traditional ICTbased logistics systems use a centralised architecture to allocate and process data and services. However, centralised logistics systems cannot provide secure real-time data access, operational visibility, and trust between participating organisations. Automating various functions of transport hubs with the help of the Internet of Things (IoT) and cloud computing can adequately improve the performance of transport hub operations. These operations include automation of the vehicle interface, container yards, intra-port logistics, and the terminal reception area. The objective of the research is to increase the efficiency of organisational and functional activities of transport hubs through digitalisation. Significant are the methods of applying an integrated approach that combines confirmation of feasibility of participation of a port facility in servicing the cargo traffic in terms of delivery «just in time» and of economic feasibility of participation of the facility in the channel of cargo flows to save operating costs. Possibilities for improving the process are considered from the point of view of integration of information exchange between different participants using end-to-end technologies in transport hubs, namely, the blockchain concept, to optimise operations by integrating and exchanging information between participants in the transportation process.

Safety risk assessment of port facilities

The protection of critical infrastructures has become a concern for the achievement of the strategic purposes of countries and organizations. Brazilian government began to demand from port facilities the compulsory structuring of protective measures to meet demands agreed with international entities, such as the development of security risk analysis plans. This study provides a constructivist approach to the analysis of security risks in port facilities, enhancing the understanding of its managers from a multi-criteria perspective. Thus, the assumptions of the MCDA-C methodology were employed in a study case conducted at the Santa Catarina Port Terminal. However, as a result, it was possible to include in the same model technical aspects associated with the structuring of planning and risk analysis and subjective aspects of how a manager attributes greater relevance to elements that influence his performance regarding the safety of the port facility.

Technologies Taking into Account Natural Factors in the Construction of Port Facilities

Technologies Taking into Account Natural Factors in the Construction of Port Facilities

Reporting Climate Change Impacts on Coastal Ports (NW Iberian Peninsula): A Review of Flooding Extent

Ports significantly impact the economic activity in coastal areas. Future climate change projections indicate that the frequency and intensity of extreme sea levels (ESL) will increase, putting several port facilities at risk of flooding with impacts on the port’s reliability and operability. The northwest Iberian Peninsula (NWIP) coast is crossed by one of the most important and busiest shipping lanes in the Atlantic Ocean and features several ports that provide an essential gateway to Europe. In this context, the main aim of this study is to present a review of the extent of flooding under future climatic scenarios in selected NWIP ports, considered representative of the diversity of the coastal areas in this region. The ports of Aveiro (lagoon), Lisbon (estuary), Vigo (Ria) and A Coruña Outer Port (marine) are considered in this study due to their location in different coastal environments, which brings distinct challenges related to climate change local impact. For each port area, the risk of flooding was assessed under climate change scenarios using CMIP5 RCP8.5 for the climate periods between 1979–2005, 2026–2045 and 2081–2099, considering the return periods of 10, 25 and 100 years for storm surges, riverine input and wave regime. The flood pattern varies significantly according to the location of the ports. The ports in lagoons and estuaries are more prone to floods by ESL due to their location in low and flat topography regions. Rias, with a funnel-shaped valley and irregular topography, make the ports in this environment resilient to a sea level rise. Marine environments are exposed to harsh oceanic drivers, however, the ports in these areas are usually built to withstand significant wave conditions with return periods of a hundred years, making them resilient to climate change impacts.

Case studies of multihazard damage: Investigation of the interaction of Hurricane Maria and the January 2020 earthquake sequence in Puerto Rico

This paper is motivated by the unique findings and observations from reconnaissance visits after the earthquake series in Puerto Rico in January 2020. It aims to discuss the potential interactions of Hurricane Maria and 2020 earthquake series and the considerations they underscore for future field reconnaissance missions. Traditionally, post-disaster damage assessment activities focus on one hazard and overlook the potentially cascading effects of multiple hazards on structures and infrastructure. This paper provides case studies showing the possible interaction of multiple hazards and their cascading effects observed in Puerto Rico. Infrastructure surveyed includes port facilities, buildings (particularly historical structures), and bridge structures. The data collected during the reconnaissance missions reveal how the impacts of Hurricane Maria, along with infrastructure aging and delayed repair and recovery activities, may have influenced the damage level and failure modes observed during the earthquake sequence a few years after. These case studies illustrate the nature of multihazard interactions and how these effects should be documented during post-disaster assessments. Beyond the insights gained from the case studies illustrated in this paper, the field survey instrument is provided as a basis for future reconnaissance studies, and the full set of reconnaissance data collected are published on the NSF funded NHERI DesignSafe cyberinfrastructure. As a result, this work not only provides data from Puerto Rico that can inform future damage and recovery modeling efforts, but also offers survey instruments and a field data collection process that is particularly tailored to cases where multihazard effects are at play.

A Study on Grid-Cell-Type Maritime Traffic Distribution Analysis Based on AIS Data for Establishing a Coastal Maritime Transportation Network

Recently, marine development plans such as offshore wind farms and marina port facilities have been established to use Korean coastal waters, and research on the development of operational ships such as autonomous ships and water-surface flying ships is being rapidly promoted. Since the marine traffic in Korean coastal waters is expected to increase, the government intends to construct a coastal maritime transportation network that connects Korean coastal waters to guarantee safe ship navigation. Therefore, this study used automatic-identification-system data analysis to obtain quantitative evaluation results on maritime traffic distribution characteristics and utilization levels for the entire Korean coastal waters in grid cell for greater consistency and compatibility. The characteristics of marine traffic distribution at a certain site in coastal Korean waters can be quantitatively examined using the findings of this study, and they may be used as grid-cell-type data-based information. Moreover, the vessel traffic index allows for extensive research while quickly understanding the present level of use of the passing ships by the sea area. In this regard, the findings of this study are expected to be useful for the future development of maritime transportation networks in Korean coastal waters.

Identification of economic incentives for the electrification of river and maritime modes: proposal for the Colombian Case

The transportation sector's significant contribution to greenhouse gas (GHG) emissions, primarily through fossil fuel consumption by motorized vehicles, remains a critical concern. In this industry, maritime transportation independently contributes to 2.89% of total global greenhouse gas emissions, displaying a persistent upward trend even in the face of enhanced efficiency measures implemented in port facilities and vessel operations. In response to this urgent concern, nations and international organizations have been formulating approaches aimed at mitigating greenhouse gas emissions in this transportation sector, encompassing the implementation of economic incentives. This article presents the findings of an exploratory-descriptive research endeavor, which aims to identify incentive policies implemented across various countries to expedite the adoption of electromobility in maritime and river transportation, thereby reducing GHG emissions from vessels. Data was gathered from authorized government websites, various organizations, maritime and river transport companies, and port authorities in each respective nation. Furthermore, this study classifies the incentives according to their methodologies and conducts a comparative analysis with the existing landscape in Colombia regarding the adoption of economic incentives for electrifying river transportation within the country. Through this analysis, some insights and recommendations can be derived to promote sustainable and environmentally-friendly practices in Colombia's river and maritime transportation sectors.