Abstract This research was conducted for the purpose to evaluate the contribution Giant petrels and Brown skuas nestings in the formation of ornithogenic soils by the phosphatization process in Harmony Point, Maritime Antarctic. Ten nests were selected to collect topsoil samples (0-20 cm), from 0 m up to 20 m away, with regular spacing of 2 m. The analysis of the samples included the physical, chemical, mineralogical and geochemical analyzes. Phosphate minerals were identified. The presence of high content of some trace elements, such as Zn, Cu and Sr is associated with the bird’s excrements. Total-P and bioavailable-P recorded higher levels. This result demonstrates the importance of the time factor in the bird’s nesting, as well as in the development of the soil in these soil-forming environment. Phosphatization in these areas is not restricted to the specific location of the nest, since high values of P have been identified at distances between 8 and 12 m, from de nest’s top. This suggests the transport of P rich solutions and phosphatized material along fractures by the freeze-thaw cycles, contributing to increase the geographical expression of this phenomenon in this ice-free area, consequently the development of soils and the establishment of vegetation. Point Antarctic 020 (0-2 cm, cm , cm) away physical chemical analyzes elements Zn birds bird s excrements TotalP Total bioavailableP bioavailable levels nesting soilforming forming environment nest 1 top freezethaw freeze thaw cycles icefree ice free area vegetation 02 (0- (0 (

ABSTRACT Fog is an atmospheric phenomenon that reduces horizontal visibility to 1000 m or less. These phenomena affect different human activities, mainly those associated with air, maritime, and road transport. Rio Grande city, located in southern Brazil, has one of the main Brazilian ports, and fog occurrences at this location cause several inconveniences, such as the interruption of port activities and increases in operating costs. Thus, a better understanding of fog formation and dissipation, and the consequent improvement in its forecasts, can bring significant help to the port activities in that region. Therefore, this work seeks to evaluate the WRF model’s ability to simulate fog events in Rio Grande city. Four study cases of dense fogs were performed for this goal, as well as a sensitivity test to select the best vertical resolution configuration of the model. Meteorological data from the Rio Grande pilotage station and the Brazilian Coastal Monitoring System buoys were analyzed. Satellite images and synoptic charts were also analyzed for the study cases. The numerical simulations were performed using the WRF model with three nested domains, where 1 km was the highest horizontal resolution. The Fog Stability Index (FSI) and two estimates of horizontal visibility were evaluated. Simulations show promising results, highlighting the ability of the model to identify the fog occurrence in the area of interest and represent aspects of its dissipation process. Furthermore, it is noteworthy that the FSI and the evaluated visibility estimates were sensitive to the occurrence of the events.

RESUMEN La niebla es un fenómeno atmosférico que reduce la visibilidad horizontal a 1000 m o menos. Este tipo de fenómenos afecta diferentes actividades, especialmente las asociadas con los transportes aéreo, marítimo y terrestre. La ciudad de Rio Grande, ubicada en el sur de Brasil, posee uno de los principales puertos de Brasil, y la ocurrencia de niebla en este lugar provoca inconvenientes como la interrupción de las actividades portuarias y el aumento de los costos operativos. Así, una mejor comprensión de la formación y disipación de la niebla y la mejora de sus pronósticos pueden ayudar a las actividades portuarias en esta región. Por lo tanto, este trabajo busca evaluar la capacidad del modelo WRF para simular eventos de niebla en Río Grande. Para ello se seleccionaron cuatro estudios de caso de niebla intensa, así como una prueba de sensibilidad para seleccionar la mejor configuración de resolución vertical del modelo. Los datos meteorológicos fueron analizados desde la estación de pilotaje de Río Grande y las boyas del Sistema de Monitoreo Costero Brasileño. También se analizaron imágenes satelitales y gráficos sinópticos. Las simulaciones numéricas se realizaron utilizando el modelo WRF con tres dominios anidados, donde la resolución horizontal más alta fue de 1 km. Se evaluaron el índice de estabilidad de la niebla (FSI, por su sigla en inglés) y otras dos estimaciones de visibilidad horizontal. Las simulaciones arrojaron resultados prometedores, destacando la capacidad del modelo para identificar la ocurrencia de niebla en el área de interés, además de representar aspectos de su proceso de disipación. Además, el FSI y las estimaciones de visibilidad fueran sensibles a los eventos.

Abstract: According to the International Maritime Organisation, oil tankers transport around 2.9 billion tonnes of crude oil and petroleum products by sea each year worldwide. Most of the time, oil is transported safely and quietly. However, the development of the transport activity is not free from risks that threaten the success of the navigation, endangering the ship, the oil cargo and, of course, the environment. This article studies, analyses, systematises and understands how the «unseaworthiness» of the ship is a prerequisite that maximises the probability of the occurrence of an environmental catastrophe due to the spillage or dumping of oil at sea. For this purpose, it is determined what is seaworthiness, the factors on which the concept is based; the consequences of the absence, lack of suitability, incompetence or lack of completeness are analysed which, if present both in a structural and naval technical aspect, as well as in the surveillance and control exercised by the tanker owner over the crew and other dependents, could ensure and prevent the occurrence of risks that may be an efficient cause for the spill or dumping of oil at sea.

Resumen: Según la Organización Marítima Internacional, los buques petroleros transportan alrededor de 2.900 millones de toneladas de petróleo crudo y productos derivados del petróleo por mar cada año en todo el mundo. La mayor parte del tiempo, los hidrocarburos se transportan de manera segura y tranquila. No obstante, el desarrollo de la actividad transportadora no está exenta de riesgos que amenacen el éxito de la navegación, poniendo en peligro al buque, la carga de petróleo, y como no al medio ambiente. El presente artículo estudia, analiza, sistematiza y comprende cómo la falta de navegabilidad o «innavegabilidad» del barco, constituye un presupuesto que maximiza la probabilidad de advenimiento de una catástrofe ambiental, por el derrame o vertimiento de hidrocarburos en el mar. Para ello, se determina qué es la navegabilidad, los factores en que se erige el concepto; se analizan las consecuencias de la ausencia, carencia de idoneidad, incompetencia o falta de completitud que, de estar presentes tanto en un aspecto estructural y de técnica naval, como en la vigilancia y control que ejerce el armador del buque petrolero, sobre la tripulación y demás dependientes, podrían asegurar y prevenir la ocurrencia de los riesgos que pueden ser causa eficiente para el derrame o vertimiento de hidrocarburos en el mar.

ABSTRACT The choice and distribution of the optimal fleet mix of helicopters to service the offshore air operation is an important logistical problem that has a potential to reduce costs considered in the oil and gas industry. The variability of helicopter models and sizes, as well as the possible operational restrictions of airport bases and airspace, requires that adequate numerical techniques of Operational Research are applied. In this context, this work develops a model to determine the trajectories and distances traveled between airport bases and offshore maritime units and vice-versa, through an airspace modeled by a directed graph. Also develop a helicopter performance model to obtain the estimated payload and flight times for each specified mission and last but not least an integer linear programming model to allocate an optimal fleet and airport mix for passenger transport through the use of different helicopter sizes. The model was applied to offshore units operating in the Santos basin due to their strategic importance in the oil and gas industry. The results obtained included a map of preferred regions for two different helicopter sizes (large and medium), the weekly flight tables showing the allocation of helicopters and airport for different demand scenarios, additionally the impact of fuel prices on different airport bases and the concentration of movements on air routes are also evaluated in order to complement the analysis. industry context viceversa, viceversa vice versa, versa vice-versa graph large medium, medium , medium) scenarios analysis

The advent of the Fourth Industrial Revolution (4IR) has seen a rapid increase in connected smart devices known as the Internet of Things (IoT). While this 'revolution' is most noticeable in commercial devices, there has also been an evolution in industrial devices, known as the Industrial Internet of Things. As Africa - and in particular South Africa - is racing to compete in the 4IR, various sectors, including the transport sector, are introducing innovative projects. However, the Internet of Things and the Industrial Internet of Things present cybersecurity risks. Cybersecurity itself is also considered a key component of the 4IR; yet, organisations often neglect to consider the security implications of the Internet of Things. The current research aimed to evaluate and prioritise cyber threats, vulnerabilities, and risk related to the Internet of Things and the Industrial Internet of Things in the South African physical transport sector. This article focuses on the responses to a questionnaire to obtain quantitative data from those with experience in the related fields. The threats and vulnerabilities of concern are illustrated, and the risks are evaluated based on the perceived impact of such risks and the likelihood of the Internet of Things and the Industrial Internet of Things being compromised. While no clear leaders of risk were found, the top three risks based on the perceived severity and likelihood are unavailability of Internet of Things and Industrial Internet of Things devices and/or networks, damage to reputation, and cyberespionage.

La question centrale était la suivante: comment et quelles coalitions de défense ont influencé la politique dans la période étudiée et quelles étaient les croyances et les valeurs qui délimitaient ces coalitions? Le travail a dialogué avec le modèle de coalition de défense. La caractérisation des coalitions a été définie à partir de trois convictions centrales de la politique: centraliser ou décentraliser les décisions sur les concessions et la gestion budgétaire des ressources issues de l’activité maritime commerciale; l’exploitation des services liés au secteur par les pouvoirs publics ou l’initiative privée; ouverture ou non de la participation au capital étranger dans l’exploration portuaire et de navigation (Campos de Oliveira, You et Coelho, 2021). Dans l’ordre, trois moments ont été déterminés pour mener une étude comparative diachronique: la dictature civilo-militaire (1964/85), la référence pour la comparaison avec d’autres périodes; le processus constituant de 1987/88 (T1); et la loi de modernisation portuaire (T2). En fin de compte, les travaux ont identifié la National Corporate Industrial Coalition comme dominant dans le sous-système politique. Il a été possible d’identifier un plus grand conflit dans la tentative de réforme menée en 1993, sans le potentiel, cependant, de générer des changements significatifs dans la politique. suivante lactivité l activité commerciale lexploitation exploitation linitiative initiative privée lexploration exploration Campos Oliveira Coelho 2021. 2021 . 2021) lordre, lordre ordre, ordre l’ordre diachronique civilomilitaire civilo militaire 1964/85, 196485 1964/85 , 1964 85 (1964/85) dautres d autres périodes 198788 1987 88 1987/8 T1 T (T1) T2. T2 (T2) compte soussystème sous système didentifier identifier 1993 potentiel cependant 202 19648 1964/8 196 8 (1964/85 19878 198 1987/ (T1 (T2 199 20 1964/ 19 (1964/8 (T 2 1 (1964/ (1964 (196 (19 (1 (

The central question was the following: how and which defense coalitions influenced the Policy in the period studied and what were the beliefs and values that delineated these coalitions? The work dialogued with the Advocacy Coalition Framework (ACF). The characterization of the coalitions was defined based on three policy core beliefs: centralize or decentralize decisions on concessions and budgetary management of resources arising from commercial maritime activity; exploitation of services linked to the sector by public authorities or private initiative; opening or not of foreign capital participation in port and navigation exploration (Campos de Oliveira, You and Coelho, 2021). In sequence, three moments were determined to carry out a diachronic comparative study: the civil-military dictatorship (1964/85), the reference for comparison with other periods; the constituent process of 1987/88 (T1); and the Port Modernization Law (T2). In the end, the work identified the National Corporate Industrial Coalition as dominant in the policy subsystem. It was possible to identify greater conflict in the reform attempt carried out in 1993, without the potential, however, to generate significant changes in the policy. following ACF. ACF . (ACF) activity initiative Campos Oliveira Coelho 2021. 2021 2021) sequence study civilmilitary civil military 1964/85, 196485 1964/85 , 1964 85 (1964/85) periods 198788 1987 88 1987/8 T1 T (T1) T2. T2 (T2) end subsystem 1993 potential however (ACF 202 19648 1964/8 196 8 (1964/85 19878 198 1987/ (T1 (T2 199 20 1964/ 19 (1964/8 (T 2 1 (1964/ (1964 (196 (19 (1 (

A questão central foi a seguinte: como e quais coalizões de defesa incidiram sobre a Política no período estudado e quais foram as crenças e os valores delineadores dessas coalizões? O trabalho dialogou com o Modelo de Coalizão de Defesa. Definiu-se o quadro de caracterização das coalizões a partir de três crenças centrais da política: centralizar ou descentralizar as decisões sobre concessões e gestão orçamentária dos recursos oriundos da atividade marítima mercantil; exploração dos serviços vinculados ao setor pelo poder público ou pela iniciativa privada; abertura ou não da participação de capital estrangeiro na exploração portuária e de navegação (Campos de Oliveira, You e Coelho, 2021). Em sequência, determinou-se três momentos para realizar um estudo comparado diacrônico: a ditadura civil-militar (1964/85), a referência para comparação aos demais períodos; o processo constituinte de 1987/88 (T1); e a Lei de Modernização dos Portos (T2). Ao final, o trabalho identificou a Coalizão Industrial Nacional Corporativa como dominante no subsistema da política. Foi possível identificar maior conflito na tentativa de reforma realizada em 1993, sem potencial, entretanto, para gerar mudanças significativas na política. seguinte Defesa Definiuse Definiu se política mercantil privada Campos Oliveira Coelho 2021. 2021 . 2021) sequência determinouse determinou diacrônico civilmilitar civil militar 1964/85, 196485 1964/85 , 1964 85 (1964/85) períodos 198788 1987 88 1987/8 T1 T (T1) T2. T2 (T2) final 1993 potencial entretanto 202 19648 1964/8 196 8 (1964/85 19878 198 1987/ (T1 (T2 199 20 1964/ 19 (1964/8 (T 2 1 (1964/ (1964 (196 (19 (1 (

Resumo: O presente artigo analisa o trabalho e progresso entre os Estados do Mercado Comum do Sul (MERCOSUL) no campo do transporte marítimo-fluvial para, posteriormente, destacar a importância de ter um instrumento aplicável a este tipo de serviço comercial. Da mesma forma, a proposta contém algumas reflexões sobre experiências comparáveis em resolução de controvérsias que podem ser adequadas para um futuro desenho de arbitragem compatível com o Protocolo de Olivos para a Resolução de Controvérsias no MERCOSUL.

Abstract: This paper examines the work and progress among the States of the Southern Common Market (MERCOSUR) in the field of maritime-river transport and, subsequently, highlights the importance of having an instrument applicable to this type of commercial service. The proposal also contains some reflections on comparable experiences in dispute settlement that may be suitable for a future arbitration design compatible with the Protocol of Olivos for Dispute Settlement in MERCOSUR.

Resumo: En el presente trabajo se examina la labor y el progreso entre los Estados del Mercado Común del Sur (MERCOSUR) en materia de transporte marítimo-fluvial para, posteriormente, destacar la importancia de contar con un instrumento aplicable a este tipo de servicio comercial. Asimismo, la propuesta contiene algunas reflexiones sobre experiencias comparables en materia de solución de controversias que pueden resultar aptas para un futuro diseño arbitral compatible con el Protocolo de Olivos para la Solución de Controversias en el MERCOSUR.

Resumen El objetivo de este artículo es conocer cómo, a partir de la etapa del liberalismo económico, surgieron gran parte de los elementos que conformaron los sistemas de transporte marítimo y ferroviario de Progreso, que posteriormente fueron desapareciendo o transformándose, siendo los que perviven parte del patrimonio edificado. El estudio se realiza teniendo en cuenta la transformación de la sociedad, siendo un elemento importante de dicho cambio el del sistema económico. Se identifican los elementos que aún perviven y su estado de conservación general.

Abstract The aim of this article is to show how, from the period of economic liberalism, many of the elements that formed the rail and maritime transportation systems of Progreso (Yucatán) emerged, some of them subsequently disappearing or being transformed, the latter remaining to this day as part of the local architectural heritage. The study takes into account the societal transformation, an important element of this change being the economic system. The remaining elements of these transportation systems are identified, as is their current conservation status.

RESUMEN La investigación tiene como objetivo analizar el impacto económico de la bajante del río en los puertos del Paraguay, 2019-2020. Se basó en un enfoque cuantitativo de diseño no experimental, con corte transversal y descriptivo. Se encuestó a 42 participantes (doce trabajadores de agencias marítimas, siete agentes portuarios, cinco importadores y dieciocho despachantes de aduanas) a través de un cuestionario de ocho preguntas, enviado vía WhatsApp mediante el muestreo de la bola de nieve en mayo de 2021. Los criterios de inclusión fueron: funcionarios activos en empresas de agencias marítimas, puertos, despachantes, relacionados con las importaciones y con partici pación voluntaria. Los resultados más relevantes fueron: 100% de los encuestados afirmaron la existencia de un impacto negativo por causa de la bajante del río Paraguay; 48% mencionaron la aparición de altos costos logísticos en el aprovisionamiento y 48% en el transporte de larga distan cia y; 62% consideraron como estrategia de solución la implementación del transporte multimodal. Se concluye la existencia de un impacto económico negativo a causa de la bajante del río en los puertos del país. Una de las tantas soluciones planteadas es la realización de dragados eficientes en las zonas más críticas del río Paraguay, pudiendo de esta manera traer consecuencias positivas en la mejora de recaudaciones aduanera y lograr una gestión más eficiente en el trabajo de las importaciones y exportaciones.

ABSTRACT The research aims to analyze the economic impact of the downspout of the river in the ports of Paraguay, 2019-2020. It was based on a quantitative, non-experimental, cross-sectional and descriptive design approach. 42 participants (twelve shipping agency workers, seven port agents, five importers and eighteen customs brokers) were surveyed through an eight-question ques tionnaire, sent via WhatsApp through the snowball sampling in May 2021. The Inclusion criteria were: active officials in companies of maritime agencies, ports, dispatchers, related to imports and with voluntary participation. The most relevant results were: 100% of those surveyed affir med the existence of a negative impact due to the descent of the Paraguay River; 48% mentio ned the appearance of high logistics costs in procurement and 48% in long-distance transpor tation and; 62% considered the implementation of multimodal transport as a solution strategy. The existence of a negative economic impact due to the downstream of the river in the country’s ports is concluded. One of the many solutions proposed is the performance of efficient dredging in the most critical areas of the Paraguay River, thus being able to bring positive consequences in the improvement of customs collections and achieve a more efficient management in the work of imports and exports.

ABSTRACT BACKGROUND: Maritime transportation is an activity of vital importance for societies. The Mar Grande-Salvador crossing is an intercity waterway transport line in Brazil that transports 3,500 passengers/day, including residents and tourists. In 2017, an accident on this crossing was considered to be the biggest maritime tragedy in Bahia in the last decade. OBJECTIVE: To describe the clinical and epidemiology characteristics of victims of this maritime accident, with analysis on bodily injuries, causes of death and means/instruments that caused the fatal injuries. DESIGN AND SETTING: Case-series study at the Forensic Medical Institute of Bahia, Brazil. METHODS: Reports on 73 victims who were examined for bodily injury or were necropsied by the Forensic Medical Institute were analyzed. This study was approved by the institution’s Research Ethics Committee (protocol 04012218.1.0000.5032). RESULTS: The victims’ mean age was 33.0 years [95% confidence interval, CI, 26.3-47.0]. The mean age of those who died was 43.0 years [95% CI, 30.5-53.5]. Bodily injuries were found in 74% of the victims. The most frequent bodily injuries were ecchymoses among females (69.7%) and abrasions among males (76.2%). Blunt instruments produced most bodily injuries (85.2%). Among the victims who died, 68.4% were female. Mechanical asphyxiation through drowning was the leading cause of death (89.4%). The overall lethality rate was 26%, and this was higher among females (28.2%). CONCLUSION: Women were the main victims of this maritime accident. Bodily injuries occurred more frequently than death, but these injuries proved to be quite significant, thus demonstrating the importance of measures to improve the safety of navigation.

Abstract The COVID-19 pandemic not only had profound impacts on humanity, but also on the global economy and legal relations between international commerce actors, causing contracting parties to invoke theories of the excessive burden of the provision and the risk to balance their obligations or to terminate the contracts. This article focuses on verifying the application of the aforementioned theories of Civil Law in contracts for the maritime transport of goods, a legal relationship of Maritime Law. As is known, approximately eighty percent of international trade is moved by ship, hence the importance of analyzing impacts that the global pandemic may have had through the legal mechanisms used by the parties involved in a transport contract maritime cargo to renegotiate or terminate the contract.

Resumen La pandemia por COVID-19 que se expandió globalmente desde comienzos de 2020, ha tenido profundas repercusiones en la humanidad, en la economía global y en las relaciones jurídicas. Estos impactos han generado que los contratantes invoquen las teorías de la excesiva onerosidad de la prestación y del riesgo, para equilibrar sus obligaciones o para poner fin a los contratos. Este artículo se centra en constatar la aplicación de las citadas teorías del derecho civil, en los contratos de transporte marítimo de mercancías, como parte de la relación jurídica del derecho marítimo. Como se sabe, aproximadamente 80% del comercio internacional se traslada por medio de buques, de allí la importancia de analizar qué impacto puede haber tenido la pandemia global a través de los mecanismos legales que pueden utilizar las partes que intervienen en un contrato de transporte marítimo de mercancías para renegociar o rescindir el contrato.

Abstract There is no Sustainable Development Goal (SDG) focused on maritime transport. However, maritime transport is related to several goals and indicators contained in various Sustainable Development Goals. Particularly, maritime transport is closely related to the SDG 3: Good Health and Well Being SDG 13: Climate Action goals. The international community has generated several international legal instruments to contribute to the achievement of the two SDGs goals mentioned above. The achievement of the goals would generate benefits at a global leveLKey words: maritime transport, sustainable development goals, greenhouse gas emissions, sulfur, emission control zone. However, some countries have not been able to implement the provisions of these legal instruments despite having ratified them due to technical or financial reasons.

Resumen No existe un Objetivo de Desarrollo Sostenible (ODS) enfocado en el transporte marítimo, sin embargo, el transporte marítimo está relacionado con varias metas de los ODS; particularmente, el transporte marítimo está íntimamente relacionado con las metas del ODS 3: Salud y Bienestar y del ODS 13: Acción por el Clima. La comunidad internacional ha generado varios instrumentos legales internacionales para coadyuvar con el éxito de las metas de los dos ODS antes mencionados. El logro de las metas generaría beneficios globales. A pesar de lo anterior, algunos países ratificantes no han podido implementar las disposiciones de tales instrumentos legales por cuestiones técnicas o económicas.

Abstract The objective of this paper is to analyze the use of dock infrastructure and productivity at the port of Veracruz in Mexico for the period 2002-2020. With the use of proposed methodology by Mexican Institute of Transport (IMT), this article analyzes the port indicators for ship-port interface. The results indicate that there was an increase in the intensity of use and occupancy at the docks, this suggests that improved the port efficiency; in addition, there is an increase in the productivity of loading and unloading over the period analyzed. However, the port of Veracruz shows a stagnation in maritime transport connectivity and reached a saturation point during the years 2017 and 2018. Likewise, the ships spent between 35% and 45% of port turnaround times to non-productive activities, which is explained by congestion at the docks and users’ decisions.

Resumen El objetivo de esta investigación es analizar el uso de la infraestructura y productividad en muelles del puerto de Veracruz en México para el periodo 2002-2020. Se utilizó la metodología del Instituto Mexicano del Transporte (IMT), específicamente se usaron los indicadores portuarios de la interfase buque-puerto. Los resultados indican un aumento de la intensidad de uso y la ocupación de la infraestructura de muelles, esto sugiere que mejoró la eficiencia del flujo de mercancías en el puerto; además, hay un incremento de la productividad de carga y descarga en muelle en el periodo analizado. No obstante, el puerto de Veracruz mostró un estancamiento en la conectividad de transporte marítimo y alcanzó un punto de saturación en 2017 y 2018. Asimismo, los buques destinaron entre el 35% y 45% del tiempo total en puerto a actividades no productivas, el cual se debe en gran medida a la congestión de los muelles y a las decisiones de los usuarios.

RESUMEN. Las consecuencias de la guerra naval de 1865-1866 entre la flota española y la flota aliada sudamericana han sido olvidadas y subestimadas, probablemente porque ha primado una perspectiva descriptiva y política de este acontecimiento. Por ello, el objetivo de este artículo es ofrecer una nueva visión que pondere el conflicto desde lo técnico y lo estratégico. Para ello se analizó y contrastó cualitativamente la bibliografía específica de la historia naval junto con documentos contemporáneos al conflicto. Como resultado, aunque se constató la escasa importancia de este conflicto en la historiografía especializada, se exponen las razones que hacen de esta guerra un hito, especialmente por las experiencias tecnológicas y estratégicas que impulsaron el desarrollo posterior de las marinas de los grandes imperios y la estrategia naval en el Océano Pacífico.

ABSTRACT. The consequences of the naval war of 1865-1866 between the Spanish and South American allied fleets have been forgotten and underestimated, probably because a descriptive and political perspective of this event has prevailed. This article aims to offer a new vision that weighs the conflict from the technical and strategic points of view. To this end, the specific bibliography on naval history was analyzed and qualitatively contrasted with documents contemporary to the conflict. Despite finding scarce information on this conflict in the specialized historiography, the reasons that make this war a milestone are exposed, especially for the technological and strategic experiences that boosted the later development of the navies of the great empires and the naval strategy in the Pacific Ocean.

Abstract As a consequence of the polar melting suffered in recent years due to global warming, the Arctic sea route has gained importance over the more traditional routes, including the passage through the Straits of Malacca and Suez. According to the studies carried out by Nature Climate Change (2020), by 2035 it is expected that the so-called Northern route may be fully available for the transport of goods, due to the increase in temperatures and the disappearance of important polar ice caps. This article aims to describe the geopolitical relevance of the Arctic region for the coastal states: Canada, Denmark, the United States, Norway and Russia, as well as the claims over it in the coming years not only by the the Arctic’s Five but also by such other powers as China, which –while it is not a coastal country– has clear objectives regarding the area. Through documentary research on the priorities of these States, the strategic programs on the region and using the theory of structural realism as a framework of analysis, it is reported how the coastal countries of the North Pole have established actions from different spheres to achieve their objectives based on their capabilities within the international structure.

Resumen Como consecuencia del deshielo polar sufrido en los últimos años por el calentamiento global, la ruta marítima ártica cobró importancia frente a las rutas tradicionales que comprenden el paso por los estrechos de Malaca y Suez. Según estudios de Nature Climate Change (2020) , se espera que para 2035, la ruta del Norte pueda ser viable para el transporte de mercancías como resultado del incremento de las temperaturas y desaparición de varias capas de hielo polar. En este artículo se pretende describir la relevancia geopolítica de la región ártica para los Estados ribereños: Canadá, Dinamarca, Estados Unidos, Noruega y Rusia, así como sus pretensiones en los próximos años, no solo para los 5 del Ártico sino para otras potencias como China, que sin ser un país ribereño, tiene objetivos claros sobre la zona. A través de una investigación documental sobre las prioridades de estos países plasmadas en los programas estratégicos sobre la región y utilizando la teoría del realismo estructural como marco de análisis, se relata cómo los países ribereños del Polo Norte han establecido acciones desde diferentes ámbitos para el logro de sus objetivos, atendiendo a sus capacidades dentro de la estructura internacional.