Ocean Imperatives: analysing shipping infrastructure for the study of maritime networks in Southeast Asia

How did Southeast Asia transform from a hub of prehistoric coastal networks into a transregional interdependent port system by the early modern period? To answer this question, which is crucial to understanding the historical developments of polities along the Indo-Pacific region, this presentation proposes to examine the synergetic nature of shipping infrastructure in order to push current boundaries that place the focus on trade goods.

ROMAN PORTS IN THE LOWER TIBER VALLEY: COMPUTATIONAL APPROACHES TO REASSESS ROME'S PORT SYSTEM

This paper presents an innovative study of the port system of Rome in Imperial times through the application of an integrated approach to both archaeological analysis and material evidence. Specifically, it seeks to provide a more complete contextualization and understanding of the port system of Rome by focusing on the exploration of the physical geography of the river Tiber and its transformations in connection with the organization of the port system between the late first century BC and early third century AD. Methodologically, this study is based on the compilation, re-evaluation and analysis of published archaeological and geoarchaeological data and on the application of modelling and simulations techniques within a GIS environment. These foundations and means allow us to reconstruct the development of the river Tiber's historical course in antiquity and its impact on specific organizational aspects of Rome's port system. In this sense, this study provides new insights and avenues of research (applicable to other geographical areas and periods of time) to evaluate the system's changing capacity for transport and the potential existence of a signalling system, in contrast to previous hypotheses on the organization of river traffic along the Tiber.

Treatment of classic mid-trimester preterm premature rupture of membranes (PPROM) with oligo/ anhydramnion between 22 – 26 weeks’ gestation by means of continuous amnioinfusion: a randomized multicentric prospective controlled TRIAL

Background: The classic mid-trimester preterm premature rupture of membranes (PPROM), is defined as rupture of fetal membranes prior to 28 weeks’ gestation (WG) with oligo/ anhydramnion, complicates approximately 0.4-0.7% of all pregnancies and is associated with very high neonatal mortality and morbidity.Antibiotics have limited success to prevent bacterial growth, chorioamnionitis and fetal inflammation. The repetitive amnioinfusion doesn’t work because of immediately fluid lost after the intervention. The continuous amnioinfusion through the transabdomianal port system or catheter in patients with classic PPROM shows promise by flush out of bacteria and inflammatory components from the amniotic cavity, replacing amniotic fluid and thus prolonging PPROM-to-delivery interval.Aim: This multicenter trial tests the effect of continuous amnioinfusion on the neonatal survival without the typical major morbidities, like severe bronchopulmonary dysplasia, intraventricular hemorrhage, cystic periventricular leukomalacia and necrotizing enterocolitis one year after the delivery.Methods/Design: randomized multicenter trial; two-arm parallel design. Control group: PPROM patients between 22/0 (20/0) -26/0 WG treated with antibiotics and corticosteroids in accordance to guidelines of German Society of Obstetrics and Gynecology (standard PPROM therapy). In the interventional group the standard PPROM therapy will be complemented by “Amnion Flush Method” with the amnioinfusion of artificial amniotic fluid (up to 100 ml/h, 2400 ml/day).Subjects: 68 patients with classic PPROM between 22/0 (20/0)-26/0 WG.TRIAL-registration: ClinicalTrials.gov ID: NCT04696003 and German Clinical Trials Register: DRKS00024503, January 2021.The trial is approved by the Ethic committee of the Martin-Luther University Halle-Wittenberg (2020-185, January 25, 2021).

The principles of the theory of fuzzy sets in the formalization of infrastructural and technological interaction of the port railway transport system

Objective: Formulating proposals for improving the indicators of infrastructural and technological interaction when assessing multivariate management decisions in the regional railway system on the example of the “port station – port” system. Methods: Drawing on the analysis of publications in the given research area, a modifi cation of the methods of the theory of fuzzy sets and the theory of probability was applied to select and formalize the most important transport and technological processes of port stations, taking into account possible stochastic phenomena in the management of the interaction between the station and the port. Results: The theoretical substantiation of the degree of belonging of the axiom of station transport and technological processes to certain conditions of interaction between the station and the port, the relationship of their association and inclusion is obtained. A matrix of links between the main technological operations and infrastructural elements for a specifi c port station has been developed. An example is presented and the axioms of transport processes of options for servicing port berths are described. Approaches to the assessment of logical situations and fuzziness of subsets of parameters of transport processes in the control of the interaction between the station and the port are formulated. In the environment of the analytical computing system, the time parameters of the options for organizing transport processes are determined. Practical importance: The visualization of the fuzzy organization of transport sub-processes was performed, the degree of logical correspondence between the axiom of station transport and technological processes and their entropy were assessed, a diagram of the membership of a set of times of transport process variants was constructed, which allows taking into account poorly formalized processes in managing the operation of the “port station – port” system and, in the future, reduce local cars inactivity in the system.

Adriatic Sea Hub Ports Feeder Service Optimization Using Multi-Criteria Decision-Making Methods

From a scientific viewpoint, as well as from the perspective of navigation practice, it is clear that the Adriatic Sea feeder service is relatively underdeveloped. Hence, the objective of this study is to suggest a model for selecting the hub port and to optimize the network of seaports engaged in the feeder service. Accordingly, an appropriate hub port has been identified through the methods of multi-criteria decision making and expert assessment, and the optimum shipping route has been calculated by applying the travelling salesman algorithm (TSA). In order to analyze whether there is a possibility of obtaining better optimization results, an integration of a sub-hub port system is suggested. Optimization has been achieved by applying a minimum spanning tree algorithm (MST) and a combination of these algorithms. The proposed methodology for selecting the hub port, sub-hub port and optimizing the feeder network can be implemented globally. The practical application of the achieved model would result in cost minimization, owing to shorter shipping routes or a combination of different transportation means (feeders).

O COMPLEXO PORTUÁRIO DE SÃO LUÍS DO MARANHÃO NA ECONOMIA CONTEMPORÂNEA: indicações para debate

THE PORT COMPLEX OF SÃO LUÍS DO MARANHÃO IN THE CONTEMPORARY ECONOMY: indications for debateEL COMPLEJO PORTUARIO DE SÃO LUIS DO MARANHÃO EN LA ECONOMÍA CONTEMPORÁNEA: indicaciones para el debateRESUMOA evolução da humanidade tem, nos equipamentos portuários, uma possibilidade de análise. Nos últimos 40 anos, a qualidade e a capacidade das embarcações, somadas à situação geográfica e ao nível de equipamento dos portos, indicam sua importância por ser o meio preferencial para o comércio mundial e indução do desenvolvimento nacional e regional. O artigo objetiva analisar como a situação geográfica favorável em relação às áreas produtoras e aos mercados consumidores, aliada à logística e às condições naturais, tornam o Complexo Portuário de São Luís um equipamento essencial para a integração regional do Nordeste brasileiro à hodierna economia mundial. Para tanto, leva-se a efeito o materialismo histórico em que se utilizaram: levantamento bibliográfico, cartográfico e documental; análise, seleção e tabulação de dados e informações obtidas; duas visitas técnicas à sede da Emap (Empresa Maranhense de Administração Portuária); 12 etapas de campo; e diálogos em eventos científicos. O Porto do Itaqui foi instituído em 1974 e classificado como organizado em 1994, enquanto o Complexo Portuário de São Luís remonta a 2004, onde se sobressaem o citado porto organizado e os terminais de Uso Privado da Alumar e da Vale S/A, a partir das commodities agrícolas e minerais que, na contemporaneidade, fazem a economia maranhense girar. Esse complexo portuário tem registrado incremento na movimentação de cargas, ampliação em sua hinterlândia e crescimento em sua posição no sistema portuário brasileiro, mas ainda depende da demanda do mercado internacional; seus investimentos possuem reduzido efeito multiplicador no estado e pouca ênfase na dimensão ambiental e social que a questão impõe.Palavras-chave: Economia; Porto; Maranhão; Debate.ABSTRACTThe evolution of humanity has a possibility of analysis in port equipment. In the last 40 years, the quality and capacity of vessels, added to the geographical situation and level of equipment of the ports, indicate its importance as it is the preferred means for world trade and induction of national and regional development. The article aims to analyze how the favorable geographic situation in relation to producing areas and consumer markets, combined with logistics and natural conditions, make the São Luís Port Complex essential equipment for the regional integration of the Brazilian Northeast into today’s world economy. To do so, it is considered the historical materialism in which were used: bibliographic, cartographic and documentary survey; analysis, selection and tabulation of data and information obtained; two technical visits to Emap's headquarters (Empresa Maranhense de Administração Portuária); 12 field stages; and dialogues at scientific events. The Port of Itaqui was established in 1974 and classified as organized in 1994, while the Port Complex of São Luís dates back to 2004, where stand out the aforementioned organized port and the Private Use terminals of Alumar and Vale S/A, from agricultural and mineral commodities that, in contemporary times, make the Maranhão economy move. This port complex has registered an increase in cargo handling, expansion in its hinterland and growth in its position in the Brazilian port system, but it still depends on the demand of the international market; its investments have a reduced multiplier effect in the state and little emphasis on the environmental and social dimension that the issue imposes.Keywords: Economy; Port; Maranhão; Discussion.RESUMENLa evolución de la humanidad tiene, en los equipamientos de los puertos, una posibilidad de análisis. En los últimos 40 años, la calidad y la capacidad de los buques, sumadas a la situación geográfica y al nivel de equipamiento de los puertos, indican su importancia por ser el medio preferencial para el comercio mundial y inducción del desarrollo nacional y regional. El artículo tiene como objetivo analizar cómo la situación geográfica favorable en relación a las zonas de producción y a los mercados de consumo, aliada a la logística y a las condiciones naturales, convierten el complejo portuario de São Luís en un equipamiento esencial para la integración regional del Nordeste brasileño a la economía mundial actual. Para esto, se tiene el materialismo histórico en que se utilizaron: encuesta bibliográfica, cartográfica y documental; análisis, selección y tabulación de datos e información obtenidas; dos visitas técnicas a la sede de Emap (Empresa Maranhense de Administração Portuária); 12 etapas de campo; diálogos en eventos científicos. El Puerto de Itaqui fue instituido en 1974 y clasificado como organizado en 1994, mientras que el Complejo Portuario de São Luís remonta a 2004, donde se sobresalen el citado puerto organizado y las terminales de uso privado de Alumar y de Vale S/A, a partir de las commodities agrícolas y minerales que, hoy, hacen girar la economía de Maranhão. Ese complejo portuario ha registrado un aumento en el movimiento de carga, ampliado su hinterland y elevado su posición en el sistema portuario brasileño, pero aún depende de la demanda del mercado internacional, sus inversiones tienen reducido efecto multiplicador en el estado y poca énfasis en la dimensión ambiental y social que la cuestión impone.Palabras clave: Economía; Puerto; Maranhão; Debate.