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This qualitative study has evaluated the economic development progression in the Russian Arctic over the 2008-2020 time-period. Departing from the qualitatively formulated official objectives in the Russian Federation’s Policy for the Arctic to 2020 (signed in 2008), this investigation sought to trace the implementation process and analyse the extent in which they have been met. A geoeconomic theoretical framework was used to guide this study through a dual case-centric process tracing and policy evaluation methodology. The data in this investigation mainly originated from news sources, think tanks, Arctic-specific foundations, and official reports from the Arctic Council and the Nordic Council of Ministers. The investigation was not hypothesis driven but rather attempted to assess the extent to which Russia’s stated objectives corresponded with the economic reality in the Russian Arctic region. The investigation has focused on three separate but interrelated elements of the regional economic development, namely maritime activity, hydrocarbon resource development and demographic trajectory. The analysis found that economic activity in the Russian Arctic regions has increased over the time-period and the stated policy objectives are to be considered fulfilled.

This qualitative study has evaluated the economic development progression in the Russian Arctic over the 2008-2020 time-period. Departing from the qualitatively formulated official objectives in the Russian Federation’s Policy for the Arctic to 2020 (signed in 2008), this investigation sought to trace the implementation process and analyse the extent in which they have been met. A geoeconomic theoretical framework was used to guide this study through a dual case-centric process tracing and policy evaluation methodology. The data in this investigation mainly originated from news sources, think tanks, Arctic-specific foundations, and official reports from the Arctic Council and the Nordic Council of Ministers. The investigation was not hypothesis driven but rather attempted to assess the extent to which Russia’s stated objectives corresponded with the economic reality in the Russian Arctic region. The investigation has focused on three separate but interrelated elements of the regional economic development, namely maritime activity, hydrocarbon resource development and demographic trajectory. The analysis found that economic activity in the Russian Arctic regions has increased over the time-period and the stated policy objectives are to be considered fulfilled.

Non-indigenous seaweed species have been introduced to the coasts of Brittany, France for decades, with an increasing arrival rate since the 1970s due to both the introduction of the Pacific oyster and increased maritime traffic. In this study, seven species of red macroalgae originating from the Pacific Ocean were found in new locations around the coasts of Brittany between 2018 and 2022. The seaweed species belong to four different orders: Ceramiales (Antithamnion hubbsii, Polysiphonia morrowii, and Symphyocladiella dendroidea), Halymeniales (including Pachymeniopsis lanceolata and Polyopes lancifolius), Rhodymeniales (Botryocladia wrightii), and Gigartinales (Solieria sp.). The dispersal mode and putative invasive potential of each species were examined, and the species were described in terms of their macroscopic and microscopic appearance and habitat. These finds result from a combination of citizen science and long-term monitoring. Used together, these two approaches can aid in the detection of these species on other European coasts and in understanding their dispersion.

La invasión de especies exóticas es considerada en la actualidad como la segunda causa de pérdida de biodiversidad a nivel mundial, siendo los ecosistemas acuáticos especialmente vulnerables. En este medio, el transporte marítimo es el principal vector de dispersión de estas especies, las cuales viajan en las aguas de lastre o formando parte del biofouling. Por ello, las aguas portuarias y sus zonas aledañas de fondeo tienen su implicación directa en el proceso. Se realiza una mini-revisión del tema, así como de los mecanismos de control y de tratamiento de aguas de lastre como medidas de mitigación., The invasion of alien species is currently considered to be the second cause of biodiversity loss worldwide, with aquatic ecosystems being particularly vulnerable. In this environment, maritime transport is the main vector for the dispersal of these species, which travel in ballast water or as part of biofouling. Port waters and their surrounding anchorage areas are therefore directly involved in the process. A mini-review of the issue is carried out, as well as of control mechanisms and ballast water treatment as mitigation measures.

Machine learning methods are increasingly being used in the maritime domain to predict traffic anomalies and to mitigate risk, for example avoiding collision and groundingaccidents. However, most machine learning systems used for detecting such issues hasbeen trained predominately on single data sources such as vessel positioning data. Hence,it is desirable to support the means to combine different sources of data - in the trainingphase - to allow more complex models to be built. In this thesis, we propose a multi-data pipeline for accumulating, decoding, preprocessing, and merging Automatic Identification System (AIS) data with weather datato train time series based deep learning models. The pipeline comprises several REST APIsto connect and listen to the data sources, and storing and merging them using StructuredQuery Language (SQL). Specifically, the training pipeline consists of an AIS NMEA message decoder, weather data receiver, and a Postgres database for merging and storing thedata sources. Moreover, the pipeline was assessed by training a TensorFlow vRNN model.The proposed pipeline approach allows flexibility in the inclusion of new data sources toeffectively build models for the maritime domain as well as other traffic domains that usespositioning data.

La invasión de especies exóticas es considerada en la actualidad como la segunda causa de pérdida de biodiversidad a nivel mundial, siendo los ecosistemas acuáticos especialmente vulnerables. En este medio, el transporte marítimo es el principal vector de dispersión de estas especies, las cuales viajan en las aguas de lastre o formando parte del biofouling. Por ello, las aguas portuarias y sus zonas aledañas de fondeo tienen su implicación directa en el proceso. Se realiza una mini-revisión del tema, así como de los mecanismos de control y de tratamiento de aguas de lastre como medidas de mitigación., The invasion of alien species is currently considered to be the second cause of biodiversity loss worldwide, with aquatic ecosystems being particularly vulnerable. In this environment, maritime transport is the main vector for the dispersal of these species, which travel in ballast water or as part of biofouling. Port waters and their surrounding anchorage areas are therefore directly involved in the process. A mini-review of the issue is carried out, as well as of control mechanisms and ballast water treatment as mitigation measures.

La invasión de especies exóticas es considerada en la actualidad como la segunda causa de pérdida de biodiversidad a nivel mundial, siendo los ecosistemas acuáticos especialmente vulnerables. En este medio, el transporte marítimo es el principal vector de dispersión de estas especies, las cuales viajan en las aguas de lastre o formando parte del biofouling. Por ello, las aguas portuarias y sus zonas aledañas de fondeo tienen su implicación directa en el proceso. Se realiza una mini-revisión del tema, así como de los mecanismos de control y de tratamiento de aguas de lastre como medidas de mitigación., The invasion of alien species is currently considered to be the second cause of biodiversity loss worldwide, with aquatic ecosystems being particularly vulnerable. In this environment, maritime transport is the main vector for the dispersal of these species, which travel in ballast water or as part of biofouling. Port waters and their surrounding anchorage areas are therefore directly involved in the process. A mini-review of the issue is carried out, as well as of control mechanisms and ballast water treatment as mitigation measures.

With the continual development of modern transportation technology and artificial intelligence technology, how to recognize the complex phenomenon of ship behavior existing in maritime traffic has become a hot topic. Maritime traffic is a complex system, the emergence of ship behavior is a leading cause of traffic complexity, and make up the core ideas of this research. This research studies ship behavior from three aspects: ship individual behavior, ship-ship interaction and multi-ship behavior. According to the movement state attribute, the improved Social Force Model has been developed by considering of the interactive effects between ships. On that foundation, the complex network model has been built to analyze the emergence of multi-ship behavior in a macroscopic view. Through experimental analysis of ship behavior in different scenarios, the results show that the repulsive force between ships changes in the ship behavior dynamic model can express the dynamic characteristics of the ship. And structural entropy in marine traffic situation complex network has been proved to describe the maritime traffic system. As such, the framework proposed in this paper can provide a new perspective for further understanding and research of ship behavior., Green Open Access added to TU Delft Institutional Repository 'You share, we take care!' - Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public., Transport Engineering and Logistics, Safety and Security Science

Machine learning methods are increasingly being used in the maritime domain to predict traffic anomalies and to mitigate risk, for example avoiding collision and groundingaccidents. However, most machine learning systems used for detecting such issues hasbeen trained predominately on single data sources such as vessel positioning data. Hence,it is desirable to support the means to combine different sources of data - in the trainingphase - to allow more complex models to be built. In this thesis, we propose a multi-data pipeline for accumulating, decoding, preprocessing, and merging Automatic Identification System (AIS) data with weather datato train time series based deep learning models. The pipeline comprises several REST APIsto connect and listen to the data sources, and storing and merging them using StructuredQuery Language (SQL). Specifically, the training pipeline consists of an AIS NMEA message decoder, weather data receiver, and a Postgres database for merging and storing thedata sources. Moreover, the pipeline was assessed by training a TensorFlow vRNN model.The proposed pipeline approach allows flexibility in the inclusion of new data sources toeffectively build models for the maritime domain as well as other traffic domains that usespositioning data.

Aim: The Western Antarctic Peninsula is challenged by climate change and increasing maritime traffic that together facilitate the introduction of marine non-native species from warmer regions neighbouring the Southern Ocean. Ballast water exchange has been frequently reported as an introduction vector. This study uses a Lagrangian approach to model the passive drift of virtual propagules departing from Ballast water hypothetic exchange zones, at contrasting distances from the coasts. Location: Western Antarctic Peninsula. Methods: Virtual propagules were released over the 2008–2016 period and at three distances from the nearest coasts: 200 (convention for the management of Ballast Water, 2004), 50 or 11 nautical miles (NM). Results: Results show that exchanging Ballast water at 200 NM considerably reduces the arrival of propagules in proposed marine protected areas of the western side of the Antarctic Peninsula. On the eastern side, propagules can reach north-eastern marine protected areas within a few days due to strong currents for all tested scenarios. Seasonal and yearly variations indicate that exceptional climate events could influence the trajectory of particles in the region. Ballast water should be exchanged at least 200 NM offshore on the western side of the Antarctic Peninsula and avoided on the eastern side to limit particle arrival in proposed marine protected areas. Focusing on Deception Island, our results suggested that the Patagonian crab (Halicarcinus planatus) observed in 2010 could have been introduced in case of Ballast water exchange at 50 NM or less from the coast. Main conclusions: This study highlights the importance of respecting Ballast water exchange convention to limit the risk of non-native species introduction. Ballast water exchange should be operated at least at 200 NM from the coasts, which further limits particle arrival in shallow water areas. This is especially important in the context of a more visited and warmer Southern Ocean., SCOPUS: ar.j, info:eu-repo/semantics/published

The impact of the SARS-CoV pandemic has gone well beyond health concerns, reaching the maritime industry. The study on the environmental impact of shipping industry during COVID-19 pandemic can provide useful insights to propose new management policies regarding shipping operations, both in-port and on the route. We present a case study centred in the Port of Barcelona covering a 30 nautical miles range in the period March to July 2020, during which different levels of restrictions and stringent lockdown measures were enforced. In this paper, we assess the impact of COVID-19 on maritime traffic and its related emissions in port cities using real-time Automatic Identification System (AIS) data. Interestingly, results show that the decline in maritime traffic is not correlated with a decrease in maritime emissions due to changes in vessel operation. During lockdown (March to June 2020), we observed a 27.9% reduction in the number of port calls compared to the pre-lockdown scenario, whereas pollutant emissions show a moderate decrease (1.8% for CO2), no significant reduction (SO2 and PM) or a slight increase (1.3% for NOx). This can be directly assigned to changes in vessel operation mode, i.e. vessels switched from Underway to At Anchor or Moored status, during which auxiliary engines are used at higher loads., Postprint (author's final draft)

[ES] La actividad de los puertos es clave para el desarrollo del comercio mundial. En España, la actividad de los puertos aporta casi el 20% del PIB del sector del transporte, lo que supone el 1,1% del PIB español. La ubicación que posee nuestro país lo convierte en un lugar estratégico para el transporte marítimo internacional y como plataforma logística del sur de Europa, se trata del 11º país con mayor conectividad marítima. De los 46 puertos marítimos de titularidad estatal que posee España, el Puerto de Valencia es el 21º puerto con mayor conectividad marítima del mundo. Gestionado por la Autoridad Portuaria de Valencia (¿APV¿) y localizado en la fachada Mediterránea al este de la ciudad de Valencia está, se trata del primer y último puerto de escala de los principales servicios marítimos interoceánicos de línea regular del Mediterráneo Occidental, por la que transitan las principales líneas interoceánicas. A lo largo de los últimos años el Puerto de Valencia ha experimentado un fuerte crecimiento en el tráfico de contenedores que lo ha llevado a alcanzar el 88% de su capacidad máxima en la actualidad. Para hacer frente a esta situación, la Autoridad Portuaria de Valencia en su Plan Director y Estratégico previó la construcción de la ¿Ampliación Norte del Puerto de Valencia¿ con el fin de dotar de mayor capacidad para el tráfico de contenedores al Puerto de Valencia y así permitir el crecimiento del tráfico de contenedores. Fue en 2018 cuando la APV licitó la construcción y explotación, en régimen de concesión administrativa, de la nueva terminal de contenedores de la ampliación Norte del Puerto de Valencia. Un año después, el 27 de septiembre de 2019 el Consejo de Administración de la Autoridad Portuaria de Valencia aprobó la selección de la oferta presentada por Terminal Investment Limited (¿TiL¿) para llevar a cabo dicho proyecto de inversión. El objetivo del presente Trabajo Final de Máster es la aplicación de la metodología MEIPOR para la evaluación de la, [EN] Port activity is key to the development of world trade. In Spain, the activity of the ports contributes almost 20% of the GDP of the transport sector, which represents 1.1% of the Spanish GDP. The location of our country makes it a strategic place for international maritime transport and as a logistics platform in southern Europe, it is the 11th country with the greatest maritime connectivity. Of the 46 state-owned maritime ports owned by Spain, the Port of Valencia is the 21st port with the greatest maritime connectivity in the world. Managed by the Valencia Port Authority (¿APV¿) and located on the Mediterranean façade to the east of the city of Valencia, it is the first and last port of call for the main interoceanic liner shipping services in the Western Mediterranean, for the one that transits the main interoceanic lines. Over the last few years, the Port of Valencia has experienced strong growth in container traffic, which has led it to reach 88% of its current maximum capacity. To face this situation, the Valencia Port Authority in its Strategic and Master Plan envisaged the construction of the "North Expansion of the Port of Valencia" in order to provide greater capacity for container traffic to the Port of Valencia and thus allow container traffic growth. It was in 2018 when the PAV put out to tender the construction and operation, under an administrative concession, of the new container terminal of the North expansion of the Port of Valencia. One year later, on September 27, 2019, the Board of Directors of the Port Authority of Valencia approved the selection of the offer presented by Terminal Investment Limited (¿TiL¿) to carry out said investment project. The objective of this Master's Final Project is the application of the MEIPOR methodology for the evaluation of the offer presented by TiL to carry out the port investment project ¿construction and operation, under an administrative concession, of the new container terminal of the North extension o

[ES] En este trabajo final de grado se va a elaborar un Plan de Empresa para la puesta en marcha de una empresa intermediaria en el tráfico marítimo especializada en el transporte a temperaturas controladas localizada en Valencia. Las empresas transitarias son las encargadas de gestionar los tránsitos de productos internacionales, tanto de importación como de exportación, haciéndose cargo de todos los trámites administrativos y logísticos necesarios para la carga y descarga de la mercancía de un cliente. El puerto de Valencia es uno de los referentes en volumen de carga de España junto a Algeciras y Barcelona y se sitúa en el top 4 de puertos con mayor conectividad en el Ranking Europeo y en el top 20 del Ranking Internacional. Entre los múltiplesservicios que ofrecen las transitarias, este Plan de Empresa se especializará en el transporte de mercancías a temperaturas controladas tanto refrigerada, congelada o ambiente como puede ser la carne, marisco, frutas o verduras. En este trabajo se expondrán los motivos por los cuales se considera la creación de esta empresa puede ser una oportunidad de mercado y su posible viabilidad., [EN] In this final degree project, a Business Plan will be drawn up for the start-up of an intermediary company in maritime traffic specialized in transport at controlled temperatures, located in Valencia. Freight forwarders are responsible of managing the transits of international products, both import and export, managing all the administrative and logistical procedures necessary for loading and unloading the merchandise of a client. The port of Valencia is one of the benchmarks in cargo volume in Spain next to Algeciras and Barcelona and is in the top 4 ports with the greatest connectivity in the European Ranking and in the top 20 International Ranking. Among the many services offered by freight forwarders, this Business Plan will specialize in the transport of goods at controlled temperatures, both refrigerated, frozen or ambient, such as meat, seafood, fruits or vegetables. In this plan, the reasons why the creation of this company may be a market opportunity and its possible viability will be exposed.

[ES] En este trabajo final de grado se va a elaborar un Plan de Empresa para la puesta en marcha de una empresa intermediaria en el tráfico marítimo especializada en el transporte a temperaturas controladas localizada en Valencia. Las empresas transitarias son las encargadas de gestionar los tránsitos de productos internacionales, tanto de importación como de exportación, haciéndose cargo de todos los trámites administrativos y logísticos necesarios para la carga y descarga de la mercancía de un cliente. El puerto de Valencia es uno de los referentes en volumen de carga de España junto a Algeciras y Barcelona y se sitúa en el top 4 de puertos con mayor conectividad en el Ranking Europeo y en el top 20 del Ranking Internacional. Entre los múltiplesservicios que ofrecen las transitarias, este Plan de Empresa se especializará en el transporte de mercancías a temperaturas controladas tanto refrigerada, congelada o ambiente como puede ser la carne, marisco, frutas o verduras. En este trabajo se expondrán los motivos por los cuales se considera la creación de esta empresa puede ser una oportunidad de mercado y su posible viabilidad., [EN] In this final degree project, a Business Plan will be drawn up for the start-up of an intermediary company in maritime traffic specialized in transport at controlled temperatures, located in Valencia. Freight forwarders are responsible of managing the transits of international products, both import and export, managing all the administrative and logistical procedures necessary for loading and unloading the merchandise of a client. The port of Valencia is one of the benchmarks in cargo volume in Spain next to Algeciras and Barcelona and is in the top 4 ports with the greatest connectivity in the European Ranking and in the top 20 International Ranking. Among the many services offered by freight forwarders, this Business Plan will specialize in the transport of goods at controlled temperatures, both refrigerated, frozen or ambient, such as meat, seafood, fruits or vegetables. In this plan, the reasons why the creation of this company may be a market opportunity and its possible viability will be exposed.

[ES] La actividad de los puertos es clave para el desarrollo del comercio mundial. En España, la actividad de los puertos aporta casi el 20% del PIB del sector del transporte, lo que supone el 1,1% del PIB español. La ubicación que posee nuestro país lo convierte en un lugar estratégico para el transporte marítimo internacional y como plataforma logística del sur de Europa, se trata del 11º país con mayor conectividad marítima. De los 46 puertos marítimos de titularidad estatal que posee España, el Puerto de Valencia es el 21º puerto con mayor conectividad marítima del mundo. Gestionado por la Autoridad Portuaria de Valencia (¿APV¿) y localizado en la fachada Mediterránea al este de la ciudad de Valencia está, se trata del primer y último puerto de escala de los principales servicios marítimos interoceánicos de línea regular del Mediterráneo Occidental, por la que transitan las principales líneas interoceánicas. A lo largo de los últimos años el Puerto de Valencia ha experimentado un fuerte crecimiento en el tráfico de contenedores que lo ha llevado a alcanzar el 88% de su capacidad máxima en la actualidad. Para hacer frente a esta situación, la Autoridad Portuaria de Valencia en su Plan Director y Estratégico previó la construcción de la ¿Ampliación Norte del Puerto de Valencia¿ con el fin de dotar de mayor capacidad para el tráfico de contenedores al Puerto de Valencia y así permitir el crecimiento del tráfico de contenedores. Fue en 2018 cuando la APV licitó la construcción y explotación, en régimen de concesión administrativa, de la nueva terminal de contenedores de la ampliación Norte del Puerto de Valencia. Un año después, el 27 de septiembre de 2019 el Consejo de Administración de la Autoridad Portuaria de Valencia aprobó la selección de la oferta presentada por Terminal Investment Limited (¿TiL¿) para llevar a cabo dicho proyecto de inversión. El objetivo del presente Trabajo Final de Máster es la aplicación de la metodología MEIPOR para la evaluación de la, [EN] Port activity is key to the development of world trade. In Spain, the activity of the ports contributes almost 20% of the GDP of the transport sector, which represents 1.1% of the Spanish GDP. The location of our country makes it a strategic place for international maritime transport and as a logistics platform in southern Europe, it is the 11th country with the greatest maritime connectivity. Of the 46 state-owned maritime ports owned by Spain, the Port of Valencia is the 21st port with the greatest maritime connectivity in the world. Managed by the Valencia Port Authority (¿APV¿) and located on the Mediterranean façade to the east of the city of Valencia, it is the first and last port of call for the main interoceanic liner shipping services in the Western Mediterranean, for the one that transits the main interoceanic lines. Over the last few years, the Port of Valencia has experienced strong growth in container traffic, which has led it to reach 88% of its current maximum capacity. To face this situation, the Valencia Port Authority in its Strategic and Master Plan envisaged the construction of the "North Expansion of the Port of Valencia" in order to provide greater capacity for container traffic to the Port of Valencia and thus allow container traffic growth. It was in 2018 when the PAV put out to tender the construction and operation, under an administrative concession, of the new container terminal of the North expansion of the Port of Valencia. One year later, on September 27, 2019, the Board of Directors of the Port Authority of Valencia approved the selection of the offer presented by Terminal Investment Limited (¿TiL¿) to carry out said investment project. The objective of this Master's Final Project is the application of the MEIPOR methodology for the evaluation of the offer presented by TiL to carry out the port investment project ¿construction and operation, under an administrative concession, of the new container terminal of the North extension o

[ES] En este trabajo final de grado se va a elaborar un Plan de Empresa para la puesta en marcha de una empresa intermediaria en el tráfico marítimo especializada en el transporte a temperaturas controladas localizada en Valencia. Las empresas transitarias son las encargadas de gestionar los tránsitos de productos internacionales, tanto de importación como de exportación, haciéndose cargo de todos los trámites administrativos y logísticos necesarios para la carga y descarga de la mercancía de un cliente. El puerto de Valencia es uno de los referentes en volumen de carga de España junto a Algeciras y Barcelona y se sitúa en el top 4 de puertos con mayor conectividad en el Ranking Europeo y en el top 20 del Ranking Internacional. Entre los múltiplesservicios que ofrecen las transitarias, este Plan de Empresa se especializará en el transporte de mercancías a temperaturas controladas tanto refrigerada, congelada o ambiente como puede ser la carne, marisco, frutas o verduras. En este trabajo se expondrán los motivos por los cuales se considera la creación de esta empresa puede ser una oportunidad de mercado y su posible viabilidad., [EN] In this final degree project, a Business Plan will be drawn up for the start-up of an intermediary company in maritime traffic specialized in transport at controlled temperatures, located in Valencia. Freight forwarders are responsible of managing the transits of international products, both import and export, managing all the administrative and logistical procedures necessary for loading and unloading the merchandise of a client. The port of Valencia is one of the benchmarks in cargo volume in Spain next to Algeciras and Barcelona and is in the top 4 ports with the greatest connectivity in the European Ranking and in the top 20 International Ranking. Among the many services offered by freight forwarders, this Business Plan will specialize in the transport of goods at controlled temperatures, both refrigerated, frozen or ambient, such as meat, seafood, fruits or vegetables. In this plan, the reasons why the creation of this company may be a market opportunity and its possible viability will be exposed.

[ES] La actividad de los puertos es clave para el desarrollo del comercio mundial. En España, la actividad de los puertos aporta casi el 20% del PIB del sector del transporte, lo que supone el 1,1% del PIB español. La ubicación que posee nuestro país lo convierte en un lugar estratégico para el transporte marítimo internacional y como plataforma logística del sur de Europa, se trata del 11º país con mayor conectividad marítima. De los 46 puertos marítimos de titularidad estatal que posee España, el Puerto de Valencia es el 21º puerto con mayor conectividad marítima del mundo. Gestionado por la Autoridad Portuaria de Valencia (¿APV¿) y localizado en la fachada Mediterránea al este de la ciudad de Valencia está, se trata del primer y último puerto de escala de los principales servicios marítimos interoceánicos de línea regular del Mediterráneo Occidental, por la que transitan las principales líneas interoceánicas. A lo largo de los últimos años el Puerto de Valencia ha experimentado un fuerte crecimiento en el tráfico de contenedores que lo ha llevado a alcanzar el 88% de su capacidad máxima en la actualidad. Para hacer frente a esta situación, la Autoridad Portuaria de Valencia en su Plan Director y Estratégico previó la construcción de la ¿Ampliación Norte del Puerto de Valencia¿ con el fin de dotar de mayor capacidad para el tráfico de contenedores al Puerto de Valencia y así permitir el crecimiento del tráfico de contenedores. Fue en 2018 cuando la APV licitó la construcción y explotación, en régimen de concesión administrativa, de la nueva terminal de contenedores de la ampliación Norte del Puerto de Valencia. Un año después, el 27 de septiembre de 2019 el Consejo de Administración de la Autoridad Portuaria de Valencia aprobó la selección de la oferta presentada por Terminal Investment Limited (¿TiL¿) para llevar a cabo dicho proyecto de inversión. El objetivo del presente Trabajo Final de Máster es la aplicación de la metodología MEIPOR para la evaluación de la, [EN] Port activity is key to the development of world trade. In Spain, the activity of the ports contributes almost 20% of the GDP of the transport sector, which represents 1.1% of the Spanish GDP. The location of our country makes it a strategic place for international maritime transport and as a logistics platform in southern Europe, it is the 11th country with the greatest maritime connectivity. Of the 46 state-owned maritime ports owned by Spain, the Port of Valencia is the 21st port with the greatest maritime connectivity in the world. Managed by the Valencia Port Authority (¿APV¿) and located on the Mediterranean façade to the east of the city of Valencia, it is the first and last port of call for the main interoceanic liner shipping services in the Western Mediterranean, for the one that transits the main interoceanic lines. Over the last few years, the Port of Valencia has experienced strong growth in container traffic, which has led it to reach 88% of its current maximum capacity. To face this situation, the Valencia Port Authority in its Strategic and Master Plan envisaged the construction of the "North Expansion of the Port of Valencia" in order to provide greater capacity for container traffic to the Port of Valencia and thus allow container traffic growth. It was in 2018 when the PAV put out to tender the construction and operation, under an administrative concession, of the new container terminal of the North expansion of the Port of Valencia. One year later, on September 27, 2019, the Board of Directors of the Port Authority of Valencia approved the selection of the offer presented by Terminal Investment Limited (¿TiL¿) to carry out said investment project. The objective of this Master's Final Project is the application of the MEIPOR methodology for the evaluation of the offer presented by TiL to carry out the port investment project ¿construction and operation, under an administrative concession, of the new container terminal of the North extension o

Trois grands controverses, bien différentes, opposent les pays de l'Arctique. Tout d'abord, se pose la question du statut des routes maritimes potentielles des Passages du Nord-ouest et du Nord-est, alors que des scénarios y prévoient un accroissement de la navigation. Ensuite, se pose la question de l'extension de la souveraineté économique sur les plateaux continentaux, au-delà de la ligne des 200 miles marins, et des litiges frontaliers que les chevauchements pourraient susciter. Enfin, alimentées par le souci des États arctiques d’asseoir leur contrôle sur les espaces maritimes qui se libèrent des glaces, les politiques de sécurisation que plusieurs d’entre eux mènent apparaissent parfois comme une militarisation de l’Arctique, en particulier pour la Russie et, un temps, pour le Canada. Ces trois controverses diffèrent tant de par les enjeux que du fait de jeux d’alliances changeants. Mais ces phénomènes traduisent-ils réellement un emballement des enjeux géopolitiques pour l’Arctique ?, Three major and very different controversies oppose the countries of the Arctic. First, there is the question of the status of the potential maritime routes of the Northwest and Northeast Passages, while scenarios predict an increase in navigation. Next, there is the question of the extension of economic sovereignty over the continental shelves, beyond the 200 nautical mile line, and the border disputes that overlap could give rise to. Finally, fueled by the concern of the Arctic States to assert their control over the maritime areas that are freeing from the ice, security policies sometimes appear as a militarization of the Arctic, in particular for Russia and, for a time, for Canada. These three controversies differ as much in stakes as in the fact of changing alliance games. But do these phenomena really reflect a surge in geopolitical issues for the Arctic?

[ES] La actividad de los puertos es clave para el desarrollo del comercio mundial. En España, la actividad de los puertos aporta casi el 20% del PIB del sector del transporte, lo que supone el 1,1% del PIB español. La ubicación que posee nuestro país lo convierte en un lugar estratégico para el transporte marítimo internacional y como plataforma logística del sur de Europa, se trata del 11º país con mayor conectividad marítima. De los 46 puertos marítimos de titularidad estatal que posee España, el Puerto de Valencia es el 21º puerto con mayor conectividad marítima del mundo. Gestionado por la Autoridad Portuaria de Valencia (¿APV¿) y localizado en la fachada Mediterránea al este de la ciudad de Valencia está, se trata del primer y último puerto de escala de los principales servicios marítimos interoceánicos de línea regular del Mediterráneo Occidental, por la que transitan las principales líneas interoceánicas. A lo largo de los últimos años el Puerto de Valencia ha experimentado un fuerte crecimiento en el tráfico de contenedores que lo ha llevado a alcanzar el 88% de su capacidad máxima en la actualidad. Para hacer frente a esta situación, la Autoridad Portuaria de Valencia en su Plan Director y Estratégico previó la construcción de la ¿Ampliación Norte del Puerto de Valencia¿ con el fin de dotar de mayor capacidad para el tráfico de contenedores al Puerto de Valencia y así permitir el crecimiento del tráfico de contenedores. Fue en 2018 cuando la APV licitó la construcción y explotación, en régimen de concesión administrativa, de la nueva terminal de contenedores de la ampliación Norte del Puerto de Valencia. Un año después, el 27 de septiembre de 2019 el Consejo de Administración de la Autoridad Portuaria de Valencia aprobó la selección de la oferta presentada por Terminal Investment Limited (¿TiL¿) para llevar a cabo dicho proyecto de inversión. El objetivo del presente Trabajo Final de Máster es la aplicación de la metodología MEIPOR para la evaluación de la, [EN] Port activity is key to the development of world trade. In Spain, the activity of the ports contributes almost 20% of the GDP of the transport sector, which represents 1.1% of the Spanish GDP. The location of our country makes it a strategic place for international maritime transport and as a logistics platform in southern Europe, it is the 11th country with the greatest maritime connectivity. Of the 46 state-owned maritime ports owned by Spain, the Port of Valencia is the 21st port with the greatest maritime connectivity in the world. Managed by the Valencia Port Authority (¿APV¿) and located on the Mediterranean façade to the east of the city of Valencia, it is the first and last port of call for the main interoceanic liner shipping services in the Western Mediterranean, for the one that transits the main interoceanic lines. Over the last few years, the Port of Valencia has experienced strong growth in container traffic, which has led it to reach 88% of its current maximum capacity. To face this situation, the Valencia Port Authority in its Strategic and Master Plan envisaged the construction of the "North Expansion of the Port of Valencia" in order to provide greater capacity for container traffic to the Port of Valencia and thus allow container traffic growth. It was in 2018 when the PAV put out to tender the construction and operation, under an administrative concession, of the new container terminal of the North expansion of the Port of Valencia. One year later, on September 27, 2019, the Board of Directors of the Port Authority of Valencia approved the selection of the offer presented by Terminal Investment Limited (¿TiL¿) to carry out said investment project. The objective of this Master's Final Project is the application of the MEIPOR methodology for the evaluation of the offer presented by TiL to carry out the port investment project ¿construction and operation, under an administrative concession, of the new container terminal of the North extension o

Premi UAB de la Fundació Autònoma Solidària (FAS) als millors Treballs de Fi de Grau sobre desenvolupament sostenible i justícia global. 5a Edició, curs 2020/2021, The climate crisis is a global problem. The rising temperatures are caused by the emission of greenhouse gas (GHG) emissions, mainly carbon dioxide, to the atmosphere (United States Environmental Protection Agency, 2020). This climate change causes human crises and conflicts, because of water and food scarcity; natural disasters, like the large increase in fires and the coral reefs death; weather extremes; economic impacts; and more negative consequences (United Nations, n.d.). The Paris Agreement has the objective of limiting the global average temperature below 2ºC with the final goal to limit the temperature increase more than 1.5ºC, as compared with the pre-industrial temperature levels (United Nations, 2015). This Agreement does not include international shipping. Focusing on maritime traffic, the United Nations agency's International Maritime Organization (IMO) is the regulatory body of this industry (IMO, 2018a) and has an initial strategy for the reduction of GHG emissions (IMO, 2018b). Related to the Arctic, the International Code for Ships Operating in Polar Waters (Polar Code) entered into force in 2017 (IMO, 2017). Climate change has been causing the Arctic's meltdown faster. This reality is opening economic opportunities that directly affect the environment and the life of local people. Easier access to natural resources, such as fisheries, minerals, and the major reserves of oil and natural gas (National Ocean Economics Program, 2017). The increase of tourist cruises and their passengers flooding the small Inuit villages (Connolly, 2019). And the Northern Sea Route (NSR) increased in 2019 cargo volumes by 56.7% compared with the previous year (Digges, 2020), and would be able to compete with the Suez Canal Route in the future if it can be used more during the year and increase cargo ships traffic. The European Union (EU) does not have a precise position on international trade through the Arctic. In contrast, the Russian Federation has a clear strategy

Trois grands controverses, bien différentes, opposent les pays de l'Arctique. Tout d'abord, se pose la question du statut des routes maritimes potentielles des Passages du Nord-ouest et du Nord-est, alors que des scénarios y prévoient un accroissement de la navigation. Ensuite, se pose la question de l'extension de la souveraineté économique sur les plateaux continentaux, au-delà de la ligne des 200 miles marins, et des litiges frontaliers que les chevauchements pourraient susciter. Enfin, alimentées par le souci des États arctiques d’asseoir leur contrôle sur les espaces maritimes qui se libèrent des glaces, les politiques de sécurisation que plusieurs d’entre eux mènent apparaissent parfois comme une militarisation de l’Arctique, en particulier pour la Russie et, un temps, pour le Canada. Ces trois controverses diffèrent tant de par les enjeux que du fait de jeux d’alliances changeants. Mais ces phénomènes traduisent-ils réellement un emballement des enjeux géopolitiques pour l’Arctique ?, Three major and very different controversies oppose the countries of the Arctic. First, there is the question of the status of the potential maritime routes of the Northwest and Northeast Passages, while scenarios predict an increase in navigation. Next, there is the question of the extension of economic sovereignty over the continental shelves, beyond the 200 nautical mile line, and the border disputes that overlap could give rise to. Finally, fueled by the concern of the Arctic States to assert their control over the maritime areas that are freeing from the ice, security policies sometimes appear as a militarization of the Arctic, in particular for Russia and, for a time, for Canada. These three controversies differ as much in stakes as in the fact of changing alliance games. But do these phenomena really reflect a surge in geopolitical issues for the Arctic?

[ES] El objetivo de este estudio previo es realizar un establecimiento de una terminal interior de carga, junto al Parque Logístico de Riba-roja, para las previsiones del tráfico de contenedores en 2052, ya que el puerto de Valencia en dicho año no podrá almacenar tal cantidad de contenedores previstos ni tampoco los depósitos próximos al puerto de Valencia. Para calcular la superficie necesaria de almacenaje de dichos contenedores, se analizarán las necesidades de almacenamiento de los contenedores vacíos y las necesidades de almacenamiento de los contenedores llenos que tengan como origen o destino la zona oeste y la periferia de Valencia. Además, también se tiene como objetivo solucionar los problemas de congestión que tiene el puerto de Valencia en su único acceso viario, V-30, provocando el llamado efecto cuello de botella. Estas malas conexiones afectan gravemente a la reputación de un puerto y a su competitividad con otros grandes puertos del mundo, ya que se producen retrasos e ineficiencias en carga y descarga de la mercancía, aumentando los costes. Por este motivo y para asegurar el éxito del puerto de Valencia, se tendrán que buscar varias alternativas. Una de las alternativas propuestas para este estudio es realizar una conexión ferroviaria. Dicha conexión constará de realizar un ramal ferroviario de la línea 310 de mercancías de ADIF que conectará el puerto de Valencia con la terminal interior de carga. De esta forma se reducirá notablemente el tráfico de la V-30. La terminal interior de carga también contará con un acceso viario para el tráfico de vehículos, pero este estudio no analizará este acceso ya que no es objeto de estudio. Por tanto, no se tendrá en cuenta el diseño ni el coste de construcción. Para finalizar el trabajo final de grado, en primer lugar se realizará un estudio económico sobre el establecimiento de la terminal interior de carga, en el cual, se tendrá en cuenta la construcción de dicha terminal, el ramal de la línea 310 y la estac, [EN] The aim of this preliminary study is to establish an inland cargo terminal, next to the Riba-roja Logistics Park, for the forecasts of container traffic in 2052, as the port of Valencia in that year will not be able to store such a quantity of containers as planned, nor will the depots near the port of Valencia. In order to calculate the surface area required for the storage of these containers, the storage needs of empty containers and the storage needs of full containers coming from or going to the western area will be analysed. Furthermore, the aim is also to solve the congestion problems that the port of Valencia has in its only road access, V-30, causing the so-called bottleneck effect. These bad connections seriously affect the reputation of a port and its competitiveness with other large ports in the world, as delays and inefficiencies in the loading and unloading of goods are produced, increasing costs. For this reason and to ensure the success of the port of Valencia, several alternatives will have to be sought. One of the alternatives proposed in this study is to create a rail connection. This connection would consist of a rail branch of ADIF line 310 connected the port of Valencia and the inland freight terminal. This will significantly reduce traffic on the V-30. The inland cargo terminal will also have a road access for vehicle traffic, but this study will not analyze this access as it is not the subject of study. Therefore, design and construction cost will not be taken into account. To complete the final grade work, an economic study will first be conducted on the establishment of the internal freight terminal, taking into account the construction of the terminal, the branch of line 310 and the railway station, the latter will be located inside the internal freight terminal, as well as the annual maintenance costs of the terminal. In addition, an economic study will be carried out on the costs of road transport and the costs of intermodality betw

[ES] El objetivo de este estudio previo es realizar un establecimiento de una terminal interior de carga, junto al Parque Logístico de Riba-roja, para las previsiones del tráfico de contenedores en 2052, ya que el puerto de Valencia en dicho año no podrá almacenar tal cantidad de contenedores previstos ni tampoco los depósitos próximos al puerto de Valencia. Para calcular la superficie necesaria de almacenaje de dichos contenedores, se analizarán las necesidades de almacenamiento de los contenedores vacíos y las necesidades de almacenamiento de los contenedores llenos que tengan como origen o destino la zona oeste y la periferia de Valencia. Además, también se tiene como objetivo solucionar los problemas de congestión que tiene el puerto de Valencia en su único acceso viario, V-30, provocando el llamado efecto cuello de botella. Estas malas conexiones afectan gravemente a la reputación de un puerto y a su competitividad con otros grandes puertos del mundo, ya que se producen retrasos e ineficiencias en carga y descarga de la mercancía, aumentando los costes. Por este motivo y para asegurar el éxito del puerto de Valencia, se tendrán que buscar varias alternativas. Una de las alternativas propuestas para este estudio es realizar una conexión ferroviaria. Dicha conexión constará de realizar un ramal ferroviario de la línea 310 de mercancías de ADIF que conectará el puerto de Valencia con la terminal interior de carga. De esta forma se reducirá notablemente el tráfico de la V-30. La terminal interior de carga también contará con un acceso viario para el tráfico de vehículos, pero este estudio no analizará este acceso ya que no es objeto de estudio. Por tanto, no se tendrá en cuenta el diseño ni el coste de construcción. Para finalizar el trabajo final de grado, en primer lugar se realizará un estudio económico sobre el establecimiento de la terminal interior de carga, en el cual, se tendrá en cuenta la construcción de dicha terminal, el ramal de la línea 310 y la estac, [EN] The aim of this preliminary study is to establish an inland cargo terminal, next to the Riba-roja Logistics Park, for the forecasts of container traffic in 2052, as the port of Valencia in that year will not be able to store such a quantity of containers as planned, nor will the depots near the port of Valencia. In order to calculate the surface area required for the storage of these containers, the storage needs of empty containers and the storage needs of full containers coming from or going to the western area will be analysed. Furthermore, the aim is also to solve the congestion problems that the port of Valencia has in its only road access, V-30, causing the so-called bottleneck effect. These bad connections seriously affect the reputation of a port and its competitiveness with other large ports in the world, as delays and inefficiencies in the loading and unloading of goods are produced, increasing costs. For this reason and to ensure the success of the port of Valencia, several alternatives will have to be sought. One of the alternatives proposed in this study is to create a rail connection. This connection would consist of a rail branch of ADIF line 310 connected the port of Valencia and the inland freight terminal. This will significantly reduce traffic on the V-30. The inland cargo terminal will also have a road access for vehicle traffic, but this study will not analyze this access as it is not the subject of study. Therefore, design and construction cost will not be taken into account. To complete the final grade work, an economic study will first be conducted on the establishment of the internal freight terminal, taking into account the construction of the terminal, the branch of line 310 and the railway station, the latter will be located inside the internal freight terminal, as well as the annual maintenance costs of the terminal. In addition, an economic study will be carried out on the costs of road transport and the costs of intermodality betw

[ES] El objetivo de este estudio previo es realizar un establecimiento de una terminal interior de carga, junto al Parque Logístico de Riba-roja, para las previsiones del tráfico de contenedores en 2052, ya que el puerto de Valencia en dicho año no podrá almacenar tal cantidad de contenedores previstos ni tampoco los depósitos próximos al puerto de Valencia. Para calcular la superficie necesaria de almacenaje de dichos contenedores, se analizarán las necesidades de almacenamiento de los contenedores vacíos y las necesidades de almacenamiento de los contenedores llenos que tengan como origen o destino la zona oeste y la periferia de Valencia. Además, también se tiene como objetivo solucionar los problemas de congestión que tiene el puerto de Valencia en su único acceso viario, V-30, provocando el llamado efecto cuello de botella. Estas malas conexiones afectan gravemente a la reputación de un puerto y a su competitividad con otros grandes puertos del mundo, ya que se producen retrasos e ineficiencias en carga y descarga de la mercancía, aumentando los costes. Por este motivo y para asegurar el éxito del puerto de Valencia, se tendrán que buscar varias alternativas. Una de las alternativas propuestas para este estudio es realizar una conexión ferroviaria. Dicha conexión constará de realizar un ramal ferroviario de la línea 310 de mercancías de ADIF que conectará el puerto de Valencia con la terminal interior de carga. De esta forma se reducirá notablemente el tráfico de la V-30. La terminal interior de carga también contará con un acceso viario para el tráfico de vehículos, pero este estudio no analizará este acceso ya que no es objeto de estudio. Por tanto, no se tendrá en cuenta el diseño ni el coste de construcción. Para finalizar el trabajo final de grado, en primer lugar se realizará un estudio económico sobre el establecimiento de la terminal interior de carga, en el cual, se tendrá en cuenta la construcción de dicha terminal, el ramal de la línea 310 y la estac, [EN] The aim of this preliminary study is to establish an inland cargo terminal, next to the Riba-roja Logistics Park, for the forecasts of container traffic in 2052, as the port of Valencia in that year will not be able to store such a quantity of containers as planned, nor will the depots near the port of Valencia. In order to calculate the surface area required for the storage of these containers, the storage needs of empty containers and the storage needs of full containers coming from or going to the western area will be analysed. Furthermore, the aim is also to solve the congestion problems that the port of Valencia has in its only road access, V-30, causing the so-called bottleneck effect. These bad connections seriously affect the reputation of a port and its competitiveness with other large ports in the world, as delays and inefficiencies in the loading and unloading of goods are produced, increasing costs. For this reason and to ensure the success of the port of Valencia, several alternatives will have to be sought. One of the alternatives proposed in this study is to create a rail connection. This connection would consist of a rail branch of ADIF line 310 connected the port of Valencia and the inland freight terminal. This will significantly reduce traffic on the V-30. The inland cargo terminal will also have a road access for vehicle traffic, but this study will not analyze this access as it is not the subject of study. Therefore, design and construction cost will not be taken into account. To complete the final grade work, an economic study will first be conducted on the establishment of the internal freight terminal, taking into account the construction of the terminal, the branch of line 310 and the railway station, the latter will be located inside the internal freight terminal, as well as the annual maintenance costs of the terminal. In addition, an economic study will be carried out on the costs of road transport and the costs of intermodality betw

[ES] El objetivo de este estudio previo es realizar un establecimiento de una terminal interior de carga, junto al Parque Logístico de Riba-roja, para las previsiones del tráfico de contenedores en 2052, ya que el puerto de Valencia en dicho año no podrá almacenar tal cantidad de contenedores previstos ni tampoco los depósitos próximos al puerto de Valencia. Para calcular la superficie necesaria de almacenaje de dichos contenedores, se analizarán las necesidades de almacenamiento de los contenedores vacíos y las necesidades de almacenamiento de los contenedores llenos que tengan como origen o destino la zona oeste y la periferia de Valencia. Además, también se tiene como objetivo solucionar los problemas de congestión que tiene el puerto de Valencia en su único acceso viario, V-30, provocando el llamado efecto cuello de botella. Estas malas conexiones afectan gravemente a la reputación de un puerto y a su competitividad con otros grandes puertos del mundo, ya que se producen retrasos e ineficiencias en carga y descarga de la mercancía, aumentando los costes. Por este motivo y para asegurar el éxito del puerto de Valencia, se tendrán que buscar varias alternativas. Una de las alternativas propuestas para este estudio es realizar una conexión ferroviaria. Dicha conexión constará de realizar un ramal ferroviario de la línea 310 de mercancías de ADIF que conectará el puerto de Valencia con la terminal interior de carga. De esta forma se reducirá notablemente el tráfico de la V-30. La terminal interior de carga también contará con un acceso viario para el tráfico de vehículos, pero este estudio no analizará este acceso ya que no es objeto de estudio. Por tanto, no se tendrá en cuenta el diseño ni el coste de construcción. Para finalizar el trabajo final de grado, en primer lugar se realizará un estudio económico sobre el establecimiento de la terminal interior de carga, en el cual, se tendrá en cuenta la construcción de dicha terminal, el ramal de la línea 310 y la estac, [EN] The aim of this preliminary study is to establish an inland cargo terminal, next to the Riba-roja Logistics Park, for the forecasts of container traffic in 2052, as the port of Valencia in that year will not be able to store such a quantity of containers as planned, nor will the depots near the port of Valencia. In order to calculate the surface area required for the storage of these containers, the storage needs of empty containers and the storage needs of full containers coming from or going to the western area will be analysed. Furthermore, the aim is also to solve the congestion problems that the port of Valencia has in its only road access, V-30, causing the so-called bottleneck effect. These bad connections seriously affect the reputation of a port and its competitiveness with other large ports in the world, as delays and inefficiencies in the loading and unloading of goods are produced, increasing costs. For this reason and to ensure the success of the port of Valencia, several alternatives will have to be sought. One of the alternatives proposed in this study is to create a rail connection. This connection would consist of a rail branch of ADIF line 310 connected the port of Valencia and the inland freight terminal. This will significantly reduce traffic on the V-30. The inland cargo terminal will also have a road access for vehicle traffic, but this study will not analyze this access as it is not the subject of study. Therefore, design and construction cost will not be taken into account. To complete the final grade work, an economic study will first be conducted on the establishment of the internal freight terminal, taking into account the construction of the terminal, the branch of line 310 and the railway station, the latter will be located inside the internal freight terminal, as well as the annual maintenance costs of the terminal. In addition, an economic study will be carried out on the costs of road transport and the costs of intermodality betw

Non-indigenous species (NIS) represent a serious problem worldwide, where ascidians are one of the most important taxa. However, little has been done to document the non-indigenous ascidians in Iceland, and over the past decade only two species had been recorded prior to the present study, Ciona intestinalis in 2007 and Botryllus schlosseri in 2011. To increase the knowledge of this taxon, extensive sampling was carried out in shallow waters around Iceland, during the summer 2018, in ports and on ropes of a long-line mussel aquaculture. In total, eleven species were identified, four native and seven NIS, of which Diplosoma listerianum, Ascidiella aspersa, Botrylloides violaceus, Molgula manhattensis and Ciona cf. robusta, are now reported for the first time in Iceland. The highest abundance of non-indigenous ascidians appeared among the ports in southwestern Iceland (Sandgerði, Hafnarfjörður). As pointed out for other regions, the most likely vector is maritime traffic (hull fouling and ballast water), although other vectors cannot be ruled out. The future expansion of these non-indigenous ascidians around Iceland must be monitored, where local maritime traffic could play an important role. Furthermore, global warming may facilitate the access and establishment of these species in colder areas with arctic influence (north and east of Iceland), which are likely still free of these species.

Symplegma is a genus of compound ascidians (Fam. Styelidae) with warm water affinities and distribution in tropical and subtropical waters of the Pacific, Indian and Atlantic Oceans. The first record of this genus (as S. viride) in the Mediterranean was from 1951 in the Levantine Sea, presumably entering the basin from the Red Sea through the Suez Canal. Subsequently, it has been expanding its distributional range northward along the Levantine Sea coast, probably following the prevailing surface current direction. Recently, Symplegma has colonized the Aegean, Ionian and Tyrrhenian Seas, where it is spreading quickly, most likely mediated by shipping (i.e., hull fouling). Some specimens from the Ionian Sea (specifically from Tunisia, Malta) present opaque tunics resembling the Indo-Pacific Symplegma bahraini; however, morphological studies suggest that the genus in the Mediterranean Sea is represented by a single species, Symplegma brakenhielmi. The taxonomy of S. brakenhielmi, as well as its spreading routes and possible introduction vectors are analysed.

Non-indigenous species (NIS) represent a serious problem worldwide, where ascidians are one of the most important taxa. However, little has been done to document the non-indigenous ascidians in Iceland, and over the past decade only two species had been recorded prior to the present study, Ciona intestinalis in 2007 and Botryllus schlosseri in 2011. To increase the knowledge of this taxon, extensive sampling was carried out in shallow waters around Iceland, during the summer 2018, in ports and on ropes of a long-line mussel aquaculture. In total, eleven species were identified, four native and seven NIS, of which Diplosoma listerianum, Ascidiella aspersa, Botrylloides violaceus, Molgula manhattensis and Ciona cf. robusta, are now reported for the first time in Iceland. The highest abundance of non-indigenous ascidians appeared among the ports in southwestern Iceland (Sandgerði, Hafnarfjörður). As pointed out for other regions, the most likely vector is maritime traffic (hull fouling and ballast water), although other vectors cannot be ruled out. The future expansion of these non-indigenous ascidians around Iceland must be monitored, where local maritime traffic could play an important role. Furthermore, global warming may facilitate the access and establishment of these species in colder areas with arctic influence (north and east of Iceland), which are likely still free of these species.

Symplegma is a genus of compound ascidians (Fam. Styelidae) with warm water affinities and distribution in tropical and subtropical waters of the Pacific, Indian and Atlantic Oceans. The first record of this genus (as S. viride) in the Mediterranean was from 1951 in the Levantine Sea, presumably entering the basin from the Red Sea through the Suez Canal. Subsequently, it has been expanding its distributional range northward along the Levantine Sea coast, probably following the prevailing surface current direction. Recently, Symplegma has colonized the Aegean, Ionian and Tyrrhenian Seas, where it is spreading quickly, most likely mediated by shipping (i.e., hull fouling). Some specimens from the Ionian Sea (specifically from Tunisia, Malta) present opaque tunics resembling the Indo-Pacific Symplegma bahraini; however, morphological studies suggest that the genus in the Mediterranean Sea is represented by a single species, Symplegma brakenhielmi. The taxonomy of S. brakenhielmi, as well as its spreading routes and possible introduction vectors are analysed.

1. The Strait of Gibraltar is an important habitat for cetaceans due to its high marine productivity. However, it is also the second most navigated channel in the world, subjecting cetaceans to a high level of vessel traffic, including an established whale-watching fleet. Both maritime traffic and whale-watching activities have been shown to impact the behaviour of cetaceans, but little is known about their impact on the demography and dynamics of cetacean populations. 2. The aim of this study was to evaluate the impacts of both ferry traffic and whalewatching vessels on the apparent survival probability of a bottlenose dolphin (Tursiops truncatus) population that occurs in the Strait. 3. A Bayesian hierarchical mark–recapture modelling approach was applied to 8 years of photo-identification data (2002–2009). Apparent annual survival probability was negatively correlated with ferry traffic, which explained >70% of temporal variation in survival, in contrast to whale-watching, the effect of which was almost negligible. Despite these results, other natural and human-related factors are likely to drive apparent survival in the study area. 4. Abundance increased between 2002 and 2005, and then decreased between 2006 and 2009, while local per-capita recruitment decreased from 2004 until the end of the study period. These shifts correlated temporally with the construction of a large harbour on the Moroccan coast, which increased maritime traffic significantly, including a 40% increase in ferry traffic that regularly transited the Strait. 5. These results highlight the need to better understand the impact of maritime traffic on the demography of the dolphin population in the Strait, in order to implement evidence-based conservation regulations in a region of high cetacean occurrence.

[ES] Como bien indica unas de las características más importantes y nos concierne a la mayoría de nosotros dentro de la aplicación de la propagación acústica en el marco de la estrategia marina (MSFD), es que el medio marino es un patrimonio precioso que debe protegerse, preservarse y, cuando sea posible, restaurarse con el objetivo final de mantener la biodiversidad y proporcionar océanos y mares diversos y dinámicos que sean limpios, saludables y productivos. Este trabajo de final de grado trata sobre como afectan las diferentes características como la velocidad, la profundidad y el rango marino, a la hora de la propagación del sonido en el mar. Se analizan dos técnicas como la teoría de rayos y la ecuación de onda parabólica, las cuales se simularán mediante los programas Matlab y Bellhop, con datos reales para la posterior comparación, y así establecer las diferencias y similitudes de ambos métodos de cara a estudios o investigaciones posteriores., [EN] As it indicates some of the most important characteristics and concerns most of us within the application of acoustic propagation in the framework of the marine strategy (MSFD), it is that the marine environment is a precious heritage that must be protected, preserved and, when possible, be restored with the ultimate goal of maintaining biodiversity and providing diverse and dynamic oceans and seas that are clean, healthy and productive. This final degree project is about how different characteristics such as speed, depth and marine range affect the sound propagation at sea. Two techniques are analyzed such as the theory of rays and the parabolic wave equation, which will be simulated by Matlab and Bellhop programs, with real data for later comparison, and thus establish the differences and similarities of both methods for studies or subsequent investigations.

[ES] Como bien indica unas de las características más importantes y nos concierne a la mayoría de nosotros dentro de la aplicación de la propagación acústica en el marco de la estrategia marina (MSFD), es que el medio marino es un patrimonio precioso que debe protegerse, preservarse y, cuando sea posible, restaurarse con el objetivo final de mantener la biodiversidad y proporcionar océanos y mares diversos y dinámicos que sean limpios, saludables y productivos. Este trabajo de final de grado trata sobre como afectan las diferentes características como la velocidad, la profundidad y el rango marino, a la hora de la propagación del sonido en el mar. Se analizan dos técnicas como la teoría de rayos y la ecuación de onda parabólica, las cuales se simularán mediante los programas Matlab y Bellhop, con datos reales para la posterior comparación, y así establecer las diferencias y similitudes de ambos métodos de cara a estudios o investigaciones posteriores., [EN] As it indicates some of the most important characteristics and concerns most of us within the application of acoustic propagation in the framework of the marine strategy (MSFD), it is that the marine environment is a precious heritage that must be protected, preserved and, when possible, be restored with the ultimate goal of maintaining biodiversity and providing diverse and dynamic oceans and seas that are clean, healthy and productive. This final degree project is about how different characteristics such as speed, depth and marine range affect the sound propagation at sea. Two techniques are analyzed such as the theory of rays and the parabolic wave equation, which will be simulated by Matlab and Bellhop programs, with real data for later comparison, and thus establish the differences and similarities of both methods for studies or subsequent investigations.

[ES] Como bien indica unas de las características más importantes y nos concierne a la mayoría de nosotros dentro de la aplicación de la propagación acústica en el marco de la estrategia marina (MSFD), es que el medio marino es un patrimonio precioso que debe protegerse, preservarse y, cuando sea posible, restaurarse con el objetivo final de mantener la biodiversidad y proporcionar océanos y mares diversos y dinámicos que sean limpios, saludables y productivos. Este trabajo de final de grado trata sobre como afectan las diferentes características como la velocidad, la profundidad y el rango marino, a la hora de la propagación del sonido en el mar. Se analizan dos técnicas como la teoría de rayos y la ecuación de onda parabólica, las cuales se simularán mediante los programas Matlab y Bellhop, con datos reales para la posterior comparación, y así establecer las diferencias y similitudes de ambos métodos de cara a estudios o investigaciones posteriores., [EN] As it indicates some of the most important characteristics and concerns most of us within the application of acoustic propagation in the framework of the marine strategy (MSFD), it is that the marine environment is a precious heritage that must be protected, preserved and, when possible, be restored with the ultimate goal of maintaining biodiversity and providing diverse and dynamic oceans and seas that are clean, healthy and productive. This final degree project is about how different characteristics such as speed, depth and marine range affect the sound propagation at sea. Two techniques are analyzed such as the theory of rays and the parabolic wave equation, which will be simulated by Matlab and Bellhop programs, with real data for later comparison, and thus establish the differences and similarities of both methods for studies or subsequent investigations.

The maritime transportation growth leads to more intensively used waterways, especially in ports. Since the capacity of an intersection of waterways becomes more important, this research presents a new method to estimate this capacity. Based on an analogy between roads and waterways, the conflict technique is applied to an intersection of waterways. The vessel flows in each direction and their conflicting movements are input for the capacity calculation. The generic method can be applied to any intersection, considering the conflicts between the different streams in the intersection and the flows inferred from empirical data or from predictions. The applicability of the method is shown with two case studies, based on data from the Port of Rotterdam. After using the proposed method, we compare the real flows with the estimated ones to assess the capacity estimates. This method can improve traffic management strategies, traffic rules in waterway intersections or port designs., Transport and Planning, Rivers, Ports, Waterways and Dredging Engineering, Transport and Planning

The importance of maritime transport keeps increasing with the trade globalization. With the growing demand for waterborne transport, vessel traffic flows are also expected to increase. This paper reviews maritime traffic models from the vessel behavior modeling perspective. The maritime traffic models include the models for vessel traffic both at sea and in confined water area. The aim of this paper is to analyze the underlying modeling paradigms and to assess the extent in which maritime traffic models can represent vessel behavior. Focusing on vessel behavior modeling, this paper provides a broad overview of the current literature on maritime traffic models of the last decades. The commercial models are not included due to the limit of information. To compare the capabilities of models in capturing the vessel behavior characteristics, the considered models are assessed from different aspects of vessel behavior representation, external impact modeling, and model applicability. The assessment shows that none of the existing models describe all dynamic kinetic information in detail for different vessels and consider the impacts from a full range of external factors, which is possibly due to the specific purpose when the models were developed. The models developed for specific vessels in specific situations ignore the irrespective behavioral details in other possible scenarios. Models without proper calibration and validation limit the applicability in other cases. It also indicates that few models can accurately simulate the different vessel behavior at a microscopic level. To investigate the possible potential and limitations, the models have been assessed and discussed to indicate the underlying modeling paradigms based on the modeling characteristics. Future developments can focus on the behavior of different vessels in different types of water areas and the corresponding impacts from external conditions (e.g. visibility, wind, current), vessel encounters and tra, Accepted Author Manuscript, Rivers, Ports, Waterways and Dredging Engineering, Transport and Planning, Transport and Planning

Maritime traffic has increased in the Baltic Sea as well in the Arctic Sea in recent years. As the climate becomes warmer this trend is expected to continue. It is expected that more ships designed for open-water operations will enter ice-infested waters and propeller damages due to ice-propeller interactions become inevitable. Upgrading the propeller ice class should however be avoided because it is at the cost of the propulsion efficiency. In this pre-study project, we aimed to improve a propeller’s ice performance while keeping its open-water profile through implementing laser surface treatment on the propeller blades. Numerical simulations and experiments were carried out. It was found that laser cladding treatment has great potential to improve the propeller performance., PROFFS- Förbättrad propellerprestanda för isgående fartyg

The maritime transportation growth leads to more intensively used waterways, especially in ports. Since the capacity of an intersection of waterways becomes more important, this research presents a new method to estimate this capacity. Based on an analogy between roads and waterways, the conflict technique is applied to an intersection of waterways. The vessel flows in each direction and their conflicting movements are input for the capacity calculation. The generic method can be applied to any intersection, considering the conflicts between the different streams in the intersection and the flows inferred from empirical data or from predictions. The applicability of the method is shown with two case studies, based on data from the Port of Rotterdam. After using the proposed method, we compare the real flows with the estimated ones to assess the capacity estimates. This method can improve traffic management strategies, traffic rules in waterway intersections or port designs., Transport and Planning, Rivers, Ports, Waterways and Dredging Engineering, Transport and Planning

The importance of maritime transport keeps increasing with the trade globalization. With the growing demand for waterborne transport, vessel traffic flows are also expected to increase. This paper reviews maritime traffic models from the vessel behavior modeling perspective. The maritime traffic models include the models for vessel traffic both at sea and in confined water area. The aim of this paper is to analyze the underlying modeling paradigms and to assess the extent in which maritime traffic models can represent vessel behavior. Focusing on vessel behavior modeling, this paper provides a broad overview of the current literature on maritime traffic models of the last decades. The commercial models are not included due to the limit of information. To compare the capabilities of models in capturing the vessel behavior characteristics, the considered models are assessed from different aspects of vessel behavior representation, external impact modeling, and model applicability. The assessment shows that none of the existing models describe all dynamic kinetic information in detail for different vessels and consider the impacts from a full range of external factors, which is possibly due to the specific purpose when the models were developed. The models developed for specific vessels in specific situations ignore the irrespective behavioral details in other possible scenarios. Models without proper calibration and validation limit the applicability in other cases. It also indicates that few models can accurately simulate the different vessel behavior at a microscopic level. To investigate the possible potential and limitations, the models have been assessed and discussed to indicate the underlying modeling paradigms based on the modeling characteristics. Future developments can focus on the behavior of different vessels in different types of water areas and the corresponding impacts from external conditions (e.g. visibility, wind, current), vessel encounters and tra, Accepted Author Manuscript, Rivers, Ports, Waterways and Dredging Engineering, Transport and Planning, Transport and Planning

The surveillance of large sea areas normally requires the analysis of large volumes of heterogeneous, multidimensional and dynamic sensor data, in order to improve vessel traffic safety, maritime security and to protect the environment. Early detection of conflict situations at sea provides critical time to take appropriate action with, possibly before potential problems occur. In order to provide an overview of the state‐of‐the‐art of research carried out for the analysis of maritime data for situational awareness, this study presents a review of maritime anomaly detection. The found articles are categorized into four groups (a) data, (b) methods, (c) systems, and (d) user aspects. We present a comprehensive summary of the works found in each category, and finally, outline possible paths of investigation and challenges for maritime anomaly detection.

The surveillance of large sea areas normally requires the analysis of large volumes of heterogeneous, multidimensional and dynamic sensor data, in order to improve vessel traffic safety, maritime security and to protect the environment. Early detection of conflict situations at sea provides critical time to take appropriate action with, possibly before potential problems occur. In order to provide an overview of the state‐of‐the‐art of research carried out for the analysis of maritime data for situational awareness, this study presents a review of maritime anomaly detection. The found articles are categorized into four groups (a) data, (b) methods, (c) systems, and (d) user aspects. We present a comprehensive summary of the works found in each category, and finally, outline possible paths of investigation and challenges for maritime anomaly detection.

The surveillance of large sea areas normally requires the analysis of large volumes of heterogeneous, multidimensional and dynamic sensor data, in order to improve vessel traffic safety, maritime security and to protect the environment. Early detection of conflict situations at sea provides critical time to take appropriate action with, possibly before potential problems occur. In order to provide an overview of the state‐of‐the‐art of research carried out for the analysis of maritime data for situational awareness, this study presents a review of maritime anomaly detection. The found articles are categorized into four groups (a) data, (b) methods, (c) systems, and (d) user aspects. We present a comprehensive summary of the works found in each category, and finally, outline possible paths of investigation and challenges for maritime anomaly detection.

At Independence, one of the first goals of the US government was to maintain its presence in Europe trade while also expanding in the Mediterranean markets. The consular network was an effective instrument to achieve this. Later on, wars and the opening of the Spaniards colonial markets to neutral and especially US traders, provided a further incentive to the expansion of US foreign trade. This favored the installation of American merchants in the main Spanish ports. In Cadiz, the number of US residents was very low. But their businesses acquired significant dimensions due to the war situation in which Spain was plunged in the early nineteenth century. One of these traders was Richard W. Meade. In this article we have tried to rebuild his business career, family and business background in his native Philadelphia, his political ambitions and its commercial and financial activities in Cadiz., Conseguida la independencia, uno de los primeros objetivos del gobierno estadounidense era mantener su presencia en los mercados europeos, al tiempo que conquistar el comercio Mediterráneo. Para conseguirlo la red consular resultó ser un instrumento eficaz. Después, las guerras napoleónicas y la apertura de los mercados coloniales españoles a los neutrales y especialmente a los comerciantes estadounidenses, aportaron un incentivo más a la expansión del comercio exterior estadounidense, favoreciendo su instalación en los principales puertos españoles. En Cádiz, el número de estadounidenses residentes fue muy reducido. Pero sus negocios adquirieron importantes dimensiones debido a la coyuntura bélica en que se vio inmersa España en los primeros años del siglo XIX. Uno de estos comerciantes fue Richard W. Meade. En el presente artículo se ha intentado reconstruir su carrera comercial, sus antecedentes familiares y comerciales en su Filadelfia natal, sus ambiciones políticas y sus actividades mercantiles y financieras en Cádiz.

At Independence, one of the first goals of the US government was to maintain its presence in Europe trade while also expanding in the Mediterranean markets. The consular network was an effective instrument to achieve this. Later on, wars and the opening of the Spaniards colonial markets to neutral and especially US traders, provided a further incentive to the expansion of US foreign trade. This favored the installation of American merchants in the main Spanish ports. In Cadiz, the number of US residents was very low. But their businesses acquired significant dimensions due to the war situation in which Spain was plunged in the early nineteenth century. One of these traders was Richard W. Meade. In this article we have tried to rebuild his business career, family and business background in his native Philadelphia, his political ambitions and its commercial and financial activities in Cadiz., Conseguida la independencia, uno de los primeros objetivos del gobierno estadounidense era mantener su presencia en los mercados europeos, al tiempo que conquistar el comercio Mediterráneo. Para conseguirlo la red consular resultó ser un instrumento eficaz. Después, las guerras napoleónicas y la apertura de los mercados coloniales españoles a los neutrales y especialmente a los comerciantes estadounidenses, aportaron un incentivo más a la expansión del comercio exterior estadounidense, favoreciendo su instalación en los principales puertos españoles. En Cádiz, el número de estadounidenses residentes fue muy reducido. Pero sus negocios adquirieron importantes dimensiones debido a la coyuntura bélica en que se vio inmersa España en los primeros años del siglo XIX. Uno de estos comerciantes fue Richard W. Meade. En el presente artículo se ha intentado reconstruir su carrera comercial, sus antecedentes familiares y comerciales en su Filadelfia natal, sus ambiciones políticas y sus actividades mercantiles y financieras en Cádiz.

The surveillance of large sea areas normally requires the analysis of large volumes of heterogeneous, multidimensional and dynamic sensor data, in order to improve vessel traffic safety, maritime security and to protect the environment. Early detection of conflict situations at sea provides critical time to take appropriate action with, possibly before potential problems occur. In order to provide an overview of the state‐of‐the‐art of research carried out for the analysis of maritime data for situational awareness, this study presents a review of maritime anomaly detection. The found articles are categorized into four groups (a) data, (b) methods, (c) systems, and (d) user aspects. We present a comprehensive summary of the works found in each category, and finally, outline possible paths of investigation and challenges for maritime anomaly detection.

The surveillance of large sea areas normally requires the analysis of large volumes of heterogeneous, multidimensional and dynamic sensor data, in order to improve vessel traffic safety, maritime security and to protect the environment. Early detection of conflict situations at sea provides critical time to take appropriate action with, possibly before potential problems occur. In order to provide an overview of the state‐of‐the‐art of research carried out for the analysis of maritime data for situational awareness, this study presents a review of maritime anomaly detection. The found articles are categorized into four groups (a) data, (b) methods, (c) systems, and (d) user aspects. We present a comprehensive summary of the works found in each category, and finally, outline possible paths of investigation and challenges for maritime anomaly detection.

The surveillance of large sea areas normally requires the analysis of large volumes of heterogeneous, multidimensional and dynamic sensor data, in order to improve vessel traffic safety, maritime security and to protect the environment. Early detection of conflict situations at sea provides critical time to take appropriate action with, possibly before potential problems occur. In order to provide an overview of the state‐of‐the‐art of research carried out for the analysis of maritime data for situational awareness, this study presents a review of maritime anomaly detection. The found articles are categorized into four groups (a) data, (b) methods, (c) systems, and (d) user aspects. We present a comprehensive summary of the works found in each category, and finally, outline possible paths of investigation and challenges for maritime anomaly detection.

The surveillance of large sea areas normally requires the analysis of large volumes of heterogeneous, multidimensional and dynamic sensor data, in order to improve vessel traffic safety, maritime security and to protect the environment. Early detection of conflict situations at sea provides critical time to take appropriate action with, possibly before potential problems occur. In order to provide an overview of the state‐of‐the‐art of research carried out for the analysis of maritime data for situational awareness, this study presents a review of maritime anomaly detection. The found articles are categorized into four groups (a) data, (b) methods, (c) systems, and (d) user aspects. We present a comprehensive summary of the works found in each category, and finally, outline possible paths of investigation and challenges for maritime anomaly detection.

The surveillance of large sea areas normally requires the analysis of large volumes of heterogeneous, multidimensional and dynamic sensor data, in order to improve vessel traffic safety, maritime security and to protect the environment. Early detection of conflict situations at sea provides critical time to take appropriate action with, possibly before potential problems occur. In order to provide an overview of the state‐of‐the‐art of research carried out for the analysis of maritime data for situational awareness, this study presents a review of maritime anomaly detection. The found articles are categorized into four groups (a) data, (b) methods, (c) systems, and (d) user aspects. We present a comprehensive summary of the works found in each category, and finally, outline possible paths of investigation and challenges for maritime anomaly detection.

The surveillance of large sea areas normally requires the analysis of large volumes of heterogeneous, multidimensional and dynamic sensor data, in order to improve vessel traffic safety, maritime security and to protect the environment. Early detection of conflict situations at sea provides critical time to take appropriate action with, possibly before potential problems occur. In order to provide an overview of the state‐of‐the‐art of research carried out for the analysis of maritime data for situational awareness, this study presents a review of maritime anomaly detection. The found articles are categorized into four groups (a) data, (b) methods, (c) systems, and (d) user aspects. We present a comprehensive summary of the works found in each category, and finally, outline possible paths of investigation and challenges for maritime anomaly detection.

The surveillance of large sea areas normally requires the analysis of large volumes of heterogeneous, multidimensional and dynamic sensor data, in order to improve vessel traffic safety, maritime security and to protect the environment. Early detection of conflict situations at sea provides critical time to take appropriate action with, possibly before potential problems occur. In order to provide an overview of the state‐of‐the‐art of research carried out for the analysis of maritime data for situational awareness, this study presents a review of maritime anomaly detection. The found articles are categorized into four groups (a) data, (b) methods, (c) systems, and (d) user aspects. We present a comprehensive summary of the works found in each category, and finally, outline possible paths of investigation and challenges for maritime anomaly detection.