Environment and shipping drive environmental DNA beta-diversity among commercial ports

The spread of nonindigenous species by shipping is a large and growing global problem that harms coastal ecosystems and economies and may blur coastal biogeographical patterns. This study coupled eukaryotic environmental DNA (eDNA) metabarcoding with dissimilarity regression to test the hypothesis that ship-borne species spread homogenizes port communities. We first collected and metabarcoded water samples from ports in Europe, Asia, Australia and the Americas. We then calculated community dissimilarities between port pairs and tested for effects of environmental dissimilarity, biogeographical region and four alternative measures of ship-borne species transport risk. We predicted that higher shipping between ports would decrease community dissimilarity, that the effect of shipping would be small compared to that of environment dissimilarity and shared biogeography, and that more complex shipping risk metrics (which account for ballast water and stepping-stone spread) would perform better. Consistent with our hypotheses, community dissimilarities increased significantly with environmental dissimilarity and, to a lesser extent, decreased with ship-borne species transport risks, particularly if the ports had similar environments and stepping-stone risks were considered. Unexpectedly, we found no clear effect of shared biogeography, and that risk metrics incorporating estimates of ballast discharge did not offer more explanatory power than simpler traffic-based risks. Overall, we found that shipping homogenizes eukaryotic communities between ports in predictable ways, which could inform improvements in invasive species policy and management. We demonstrated the usefulness of eDNA metabarcoding and dissimilarity regression for disentangling the drivers of large-scale biodiversity patterns. We conclude by outlining logistical considerations and recommendations for future studies using this approach.

How Does a Port Build Influence? Diffusion Patterns in Global Oil Transportation

Ports play a critical role in the global oil trade market, and those with significant influence have an implicit advantage in global oil transportation. In order to offer a thorough understanding of port influences, the research presented in this paper analyzes the evolution of the dominance mechanisms underlying port influence diffusion. Our study introduces a port influence diffusion model to outline global oil transport patterns. It examines the direct and indirect influence of ports using worldwide vessel trajectory data from 2009 to 2016. Port influences are modelled via diffusion patterns and the resulting ports influenced. The results of the case study applied to specific ports show different patterns and influence evolutions. Four main port influence trends are identified. The first one is that ports that have a strong direct influence over their neighboring ports materialize a directly influenced area. Second, geographical distance still plays an important role in the whole port influence patterns. Third, it clearly appears that, the higher the number of directly influenced ports, the higher the probability of having an influence pattern, as revealed by the diffusion process. The peculiarity of this approach is that, in contrast to previous studies, global maritime trade is analyzed in terms of direct and indirect influences and according to oil trade flows.

Risk-benefit perceptions, preferences for solutions, and gaining trust: Listening to New Jersey's Atlantic Ocean port communities

We designed a survey to measure public preferences for management actions at ports that would reduce negative risk perceptions, increase competence-based trust, and overall provide port managers with opportunities to build communication channels with surrounding populations. A total of 511 people who lived in a 45-square mile area of New Jersey containing over 300,000 people and a dozen large and small ports responded to solutions that offered independent science support, provided ongoing public health surveillance, and economic assistance for local communities. Environmental health concerns about air, noise, fires, port security, and protection against climate-related impacts were major correlates of these preferences. Yet many residents recognized economic benefits associated with nearby ports and many either trusted port management or were neutral and felt not well informed. Those who had a personal or family connection to the port were stronger port supporters. The most important finding and challenge for port managers is building ongoing relationships with the majority of nearby residents who are not aware of port activities, which presents an opportunity for increasing trust through proactive outreach and listening to nearby community representatives.

Water eDNA metabarcoding is effective in detecting non-native species in marinas, but detection errors still hinder its use for passive monitoring

Marinas are high-priority targets for marine non-indigenous species (NIS), where they compose a large portion of the biofouling communities. The practicality of water samples collection makes environmental DNA (eDNA) metabarcoding an interesting tool for routine NIS surveys. Here the effectiveness of water-eDNA-metabarcoding to identify biofouling NIS, in 10 marinas from western France, was examined. Morphological identification of specimens collected in quadrats brought out 18 sessile benthic NIS beneath floating pontoons. Water-eDNA-metabarcoding detected two thirds of them, failing to detect important NIS. However, sampling and bioinformatics filtering steps can be optimized to identify more species. In addition, this method allowed the detection of additional NIS from neighboring micro-habitats. Caution should, however, be taken when reporting putative novel NIS, because of errors in species assignment. This work highlights that water-eDNA-metabarcoding is effective for active (targeted) NIS surveys and could be significantly improved for its further use in marine NIS passive surveys.

Portacath Implantation in Ghana: Initial Experience at the Komfo Anokye Teaching Hospital in Kumasi

Current practice for chemotherapy in most oncology departments is the use of dedicated venous access for the continuous and frequent delivery of drugs, fluids and blood products, and the monitoring of the effects of treatment. The frequent venipuncture of peripheral veins is associated with various complications and discomfort to the patients. Permanent central venous access is therefore very important. Totally Implantable Vascular Access Device (TIVAD) is a type of central venous access that utilizes the central veins; the internal jugular vein, the subclavian or the femoral veins. It is a kind of permanent central venous access where a central venous catheter is connected to a subcutaneously buried port or septum which can be accessed at any time and has the ability to stay for almost 5 years. They are therefore the preferred form of long-term central venous access in patients treated by oncology departments. We share our initial experience of 5 patients in our institution. There were 4 females and one young boy who had been diagnosed with Hemophilia. Three of the patients had new implantation, one had removal of her 5-year-old TIVAD that had been implanted in another country and one had the TIVAD accessed when she had been referred to our hospital for breast surgery after neoadjuvant chemotherapy.

Ports and Environmental Justice in the United States: An Exploratory Statistical Analysis

A screening environmental justice analysis was conducted of 50 United States ports that manage more than 10 million tons of products. Using the U.S. EPA's EJSCREEN tool, the author examined seven demographic and 11 environmental metrics at distances of 2, 5, and 10 miles from the port centroids. The 2-mile zones were found to have higher values for 13 of the 18 environmental inequity indicators, including all three measures of air toxics, fine particles, proximity to hazardous waste sites, and facilities with risk management plans, as well as indicators of low socioeconomic status and minority populations. With ports expanding, the author discusses the need for maintaining and upgrading EPA's screening tool and considers that alternative futures for port neighborhoods depend upon the strength of their civic groups and elected officials, the role of their government port authorities, and civic values of their commercial users.

Use of Bariatric Ports in 4-Arm Robotic Partial Nephrectomy: A Comparative Study With the Standard 3-Arm Technique

Objectives

We aim to compare the outcomes of a 3-arm versus a 4-arm robotic assisted partial nephrectomy (RAPN) using the da Vinci Si model; as well as, illustrate the deployment of long ports to decrease arm collision during the 4-arm approach.

Patients and Methods

Results of RAPN in a Middle Eastern tertiary referral center from August 2013 to December 2017 are reported. Comparison between 3 versus 4-arm robotic approaches was done in regards to patient and tumor characteristics, operative parameters, and postoperative outcomes. Statistical analysis was performed with the Student’s t-test and chi-squared test.

Results

Forty consecutive 3-arm RAPNs and 40 consecutive 4-arm RAPNs were retrospectively evaluated. Differences in tumor complexity between the two groups were statistically insignificant. Similarly, surgical margin positivity, mean ischemia time, estimated blood loss, length of hospital stay, and mean change in serum creatinine were statistically insignificant between the two groups. Mean operative time was significantly shorter by 42 minutes in the 4-arm vs 3-arm group (p=0.01).

Conclusions

The addition of a 4^th arm in RAPN can be of benefit in centers that still rely on the da Vinci Si model. The ease of hilar dissection, retraction, and surgeon independence instigated a statistically significant decrease in operative time with 4-arm use.

Benthic communities in three Mediterranean touristic ports: MAPMED project

Background

Mediterranean ports are sources of significant economic activity and at the same time they act as recipients of considerable anthropogenic disturbance and pollution. Polluted and low-in-oxygen sediments can negatively impact benthic biodiversity and favour recruitment of opportunistic or invasive species. Macrobenthic communities are an important component of the port biota and can be used as environmental quality indicators. However, a baseline database for benthic biodiversity in Mediterranean ports has not yet been widely established.

New information

Macrobenthic assemblages were recorded in three Mediterranean touristic ports under the framework of the ENPI CBC MED project MAPMED (MAnagement of Port Areas in the MEDiterranean Sea Basin). Samples were collected from Cagliari (Sardinia, Italy), Heraklion (Crete, Greece) and El Kantaoui (Tunisia) ports during February, May and September 2012. The sampling stations were selected according to the different sectors within each port (i.e. leisure, fishing, passenger/cargo vessels and shipyard). A total of 277 taxa belonging to 12 phyla were found, of which the 96 taxa were present in all three ports. El Kantaoui port hosted the highest number of macrobenthic taxa. Mollusca were the most abundant group (34%) in all ports. The highest percentage of opportunistic taxa per station was found before the touristic period in the shipyard of Heraklion port (89.3%).

Disruptions and resilience in global container shipping and ports: the COVID-19 pandemic versus the 2008–2009 financial crisis

Economic shocks test the resilience and adaptability of the shipping industry and container ports. Each crisis triggers different ramifications in the container market. This paper investigates the temporal and spatial sequences of the supply and demand shocks of COVID-19 on container ports and the container shipping industry by comparing these events to the 2008–2009 financial crisis. Using operational and financial data from primary and secondary sources, we analyze short-term impacts and their differences, the reasons for these variations, and the evolution in the adaptive capacity and resilience of ports, terminal operators, and carriers. The analysis revolves around several inter-related domains: impacts on global supply chains; impacts on operational aspects, market structure, and strategic behavior of shipping lines and terminal operators; impacts on port activity levels in terms of vessel calls and container volumes handled; and network impacts in terms of changes in aspects of container port connectivity. The changes observed and the strategic behavior of the market players involved reveal that further adaptation mechanisms, such as slow steaming, economies of scale, and capacity management, have been applied differently between the financial crisis and COVID-19, resulting in different outcomes. For an external shock such as COVID-19, impacts are the outcome of how ports and the shipping industry fit within complex supply chains and the cargo composition handled by ports.

Revisiting port sustainability as a foundation for the implementation of the United Nations Sustainable Development Goals (UN SDGs)

Port sustainability studies are increasing rapidly and are skewed toward environmental aspects, while at the same time their results are fragmented, making it difficult to collectively assess conclusions. This study, therefore, aims at building a framework which categorises port actions, measures, and implementation schemes (policy tools to improve the uptake), utilising the critical literature review method. Additionally, linkage of port sustainability to the United Nations’ Sustainable Development Goals (UN SDGs) is highlighted. Port sustainability includes internal (port side) and external (ships and land transport) actions and measures. The study results form 16 homogeneous and interconnected sustainability categories, including a non-exhaustive list of operationalising measures, encompassing the three dimensions of sustainability (environment, economy and society) while implementation schemes are divided into four groups. Considering that ports are under scrutiny and perceiving growing pressure to improve their sustainable pathways, for example by addressing climate change and energy consumption, the identified ports’ sustainability actions and measures, including the linkage with the UN SDGs, are overarching and multidimensional and seen as a step in achieving far-reaching sustainable implementation. The study’s practical implications guide port policymakers and industry practitioners to go beyond the low hanging fruit (customary practices), and enable them to take reliable decisions for broader sustainability implementation. Additionally, the identified research implications stimulate further academic discussions.

Marine Diesel Engine Exhaust Emissions Measured in Ship's Dynamic Operating Conditions

The paper presents the results of research on measuring the emissions from marine diesel engines in dynamic states. The problem is as follows: How to measure emissions of the composition of exhaust gases on board a ship, without direct measurement of fuel consumption and an air flow to marine diesel engine, during maneuvering the ship in the port area. The authors proposed a measurement methodology using an exhaust gas analyzer with simultaneous recording of the load indicator, engine speed, inclinometer, and Global Positioning System (GPS) data. Fuel consumption was calculated based on mean indicated pressure (MIP) tests. Recorded data were processed in the LabView systems engineering software. A simple neural network algorithm was used to model the concentrations of ingredients contained in engine exhaust gases during dynamic states. Using the recorded data, it is possible to calculate the emissions of the composition of exhaust gases from the marine diesel engine and calculate the route emissions of the tested vessel.

Review of Initiatives and Methodologies to Reduce CO2 Emissions and Climate Change Effects in Ports

Ports are important infrastructures for economic growth and development. Among the most significant environmental aspects of ports that contribute to the issue of climate change are those due to carbon dioxide emissions generated by port activities. Given the importance of this topic, this paper gathers initiatives and methodologies that have been undertaken to calculate and reduce CO₂ emissions and climate change effects in ports. After studying these methodologies, their strengths and opportunities for further enhancement have been analyzed. The results show that, in recent years, several ports have started to calculate their carbon footprint and report it. However, in some of the cases, not all the sources of GHG gases that are occurring actually in ports are taken into account, such as emissions from waste treatment operations and employees' commuting. On other occasions, scopes are not defined following standard guidelines. Furthermore, each authority or operator uses its own method to calculate CO₂ emissions, which makes the comparison of results difficult. For these reasons, this paper suggests the need for creating a standardized tool to calculate carbon footprint in ports, which will make it possible to establish a benchmark and a potential comparison of results among ports.

Replicated anthropogenic hybridisations reveal parallel patterns of admixture in marine mussels

Human-mediated transport creates secondary contacts between genetically differentiated lineages, bringing new opportunities for gene exchange. When similar introductions occur in different places, they provide informally replicated experiments for studying hybridisation. We here examined 4,279 Mytilus mussels, sampled in Europe and genotyped with 77 ancestry-informative markers. We identified a type of introduced mussels, called "dock mussels," associated with port habitats and displaying a particular genetic signal of admixture between M. edulis and the Mediterranean lineage of M. galloprovincialis. These mussels exhibit similarities in their ancestry compositions, regardless of the local native genetic backgrounds and the distance separating colonised ports. We observed fine-scale genetic shifts at the port entrance, at scales below natural dispersal distance. Such sharp clines do not fit with migration-selection tension zone models, and instead suggest habitat choice and early-stage adaptation to the port environment, possibly coupled with connectivity barriers. Variations in the spread and admixture patterns of dock mussels seem to be influenced by the local native genetic backgrounds encountered. We next examined departures from the average admixture rate at different loci, and compared human-mediated admixture events, to naturally admixed populations and experimental crosses. When the same M. galloprovincialis background was involved, positive correlations in the departures of loci across locations were found; but when different backgrounds were involved, no or negative correlations were observed. While some observed positive correlations might be best explained by a shared history and saltatory colonisation, others are likely produced by parallel selective events. Altogether, genome-wide effect of admixture seems repeatable and more dependent on genetic background than environmental context. Our results pave the way towards further genomic analyses of admixture, and monitoring of the spread of dock mussels both at large and at fine spacial scales.

Shipping and COVID-19: protecting seafarers as frontline workers

The article provides an overview of the impact on and the response to the COVID-19 pandemic on the maritime industry—merchant shipping, the cruise industry and ports as at the end of July 2020. With shipping being responsible for 80% of global trade, the article addresses issues relating to the response of the maritime industry, governments and international organizations to the pandemic. It also addresses the impact of the pandemic on the world’s almost 2 million seafarers who as key workers enable global trade. The article examines the serious challenges seafarers have faced relating to quarantine requirements, restrictions on border crossings with border closures, repatriation and crew changeovers, abandonment, renewals of certificates and licencing of seafarers, resupply and ship surveys. The article includes the response of governments and that of United Nations agencies and in particular the World Health Organization, the International Maritime Organization, the International Labour Organization and the International Civil Aviation Organization. The significant role played by the maritime industry in providing substantive guidance is commended. The article concludes that COVID-19 will continue to have a huge impact on the maritime industry and on world trade for the foreseeable future. The expectation is that the industry will hopefully emerge stronger and become more robust to enable world trade to be efficient and sustainable. It is also expected that the pandemic will enable a greater recognition of the world’s seafarers who facilitate world trade, while ensuring a better future for humanity.

[The AUDIT tool in security management at work in companies operating in the port area of Trieste. An interinstitutional prevention project]

This work describes the experience realized in the period 2016 - 2018 in the firms actives in the Port of Triest for promoting good models of organization and management in the safety. The approach is based not only in the "construction" of the instruments of AUDIT, but started from the acquisition of the knowledge of employers and workers. This allowed to weigh the results of the AUDIT and create the consciousness of risks in all company components. In seventeen firms working in the Port were used instrumentals of self-valuation in the organization of safety on work from the employers. Were picked 360 questionnaires of the perception of risks from workers and in eight firms was completed the experiment of the procedure of AUDIT. After some time the inspection in six firms permitted to verify that they gained a correct model of organization and management of safety. Two of them have gained official credits.

Role of commercial harbours and recreational marinas in the spread of non-indigenous fouling species

The role of commercial harbours as sink and source habitats for non-indigenous species (NIS) and the role of recreational boating for their secondary spread were investigated by analysing the fouling community of five Italian harbours and five marinas in the western Mediterranean Sea. It was first hypothesised that NIS assemblages in the recreational marinas were subsets of those occurring in commercial harbours. However, the data did not consistently support this hypothesis: the NIS pools of some marinas significantly diverged from harbours even belonging to the same coastal stretches, including NIS occurring only in marinas. This study confirms harbours as hotspots for marine NIS, but also reveals that numbers of NIS in some marinas is higher than expected, suggesting that recreational vessels effectively facilitate NIS spread. It is recommended that this vector of NIS introduction is taken into account in the future planning of sustainable development of maritime tourism in Europe.

Umbilical only access laparoscopic pyeloplasty in children: Preliminary report

BACKGROUND

Over the past three decades, laparoscopic surgery has become a well-established alternative to open surgery in the management of ureteropelvic junction (UPJ) obstruction. Currently, several efforts are being made, aimed at further reducing the morbidity associated with conventional laparoscopy. We report our experience with modified umbilical port laparoscopic pyeloplasty in children.

MATERIALS AND METHODS

Children presenting with hydronephrosis secondary to UPJ obstruction formed the study group. A 5 mm endoscopic port was placed on the inferior umbilical crease. The two 3 mm instruments were introduced through puncture sites created a few mm superior and lateral to the endoscopic port, under vision. Total operating time, the time taken for insertion of double pigtail catheter, time taken for pyeloplasty anastomosis and complications were noted.

RESULTS

During the study period, 16 children underwent modified umbilical only access laparoscopic pyeloplasty. The total operating time and the time for insertion of double pigtail catheter were significantly more in our earlier half of cases.

CONCLUSIONS

Modified umbilical port laparoscopic pyeloplasty reduces the morbidity associated with conventional multiport laparoscopy without the need of expensive multichannel cannulas, curved laparoscopic instruments and longer laparoscopic endoscopes. Though crossing instruments are a factor which prolongs the duration of surgery, it does not hinder complex suturing needed during pyeloplasty.

Analysis of laparoscopic port site complications: A descriptive study

CONTEXT:

The rate of port site complications following conventional laparoscopic surgery is about 21 per 100,000 cases. It has shown a proportional rise with increase in the size of the port site incision and trocar. Although rare, complications that occur at the port site include infection, bleeding, and port site hernia.

AIMS:

To determine the morbidity associated with ports at the site of their insertion in laparoscopic surgery and to identify risk factors for complications.

SETTINGS AND DESIGN:

Prospective descriptive study.

MATERIALS AND METHODS:

In the present descriptive study, a total of 570 patients who underwent laparoscopic surgeries for various ailments between August 2009 and July 2011 at our institute were observed for port site complications prospectively and the complications were reviewed.

STATISTICAL ANALYSIS USED:

Descriptive statistical analysis was carried out in the present study. The statistical software, namely, SPSS 15.0 was used for the analysis of the data.

RESULTS:

Of the 570 patients undergoing laparoscopic surgery, 17 (3%) had developed complications specifically related to the port site during a minimum follow-up of three months; port site infection (PSI) was the most frequent (n = 10, 1.8%), followed by port site bleeding (n = 4, 0.7%), omentum-related complications (n = 2; 0.35%), and port site metastasis (n = 1, 0.175%).

CONCLUSIONS:

Laparoscopic surgeries are associated with minimal port site complications. Complications are related to the increased number of ports. Umbilical port involvement is the commonest. Most complications are manageable with minimal morbidity, and can be further minimized with meticulous surgical technique during entry and exit.