Abstract The text analyzes the men and women who purchased a ship ticket to sail the Atlantic and the Pacific and disembark in the Mexican ports of Matamoros, Tampico, Veracruz, Campeche, Guaymas, Mazatlan, San Blas and Acapulco in the period of 1822-1870. The article posits that the passengers were heterogeneous both in their origins and in their composition. It emphasizes that the travellers were foreigners, mostly, and Mexicans, and did not belong exclusively to the mercantile or diplomatic sector. Serial and quantitative methods are used to detect trends and go beyond individual cases. The National General Archive of Mexico and the 19th century press are the primary sources. It concludes that Mexico was a cosmopolitan country that maintained contact with various corners of the world and that it is feasible to offer an overview of the flow of passengers that crossed the Mexican maritime borders in the 19th century.

Resumen El texto analiza a hombres y mujeres que adquirieron un boleto para navegar por el Atlántico y el Pacífico y desembarcar en los puertos mexicanos de Matamoros, Tampico, Veracruz, Campeche, Guaymas, Mazatlán, San Blas y Acapulco en el periodo de 1822-1870. Se argumenta que los pasajeros eran heterogéneos tanto en sus orígenes como en su composición. Se enfatiza que éstos eran extranjeros, en su mayoría, y mexicanos, y no pertenecieron exclusivamente al sector mercantil o diplomático. Se utilizan métodos seriales y cuantitativos para detectar tendencias e ir más allá de los casos particulares. El Archivo General de la Nación de México y la prensa decimonónica son las fuentes primarias. Se concluye que México era un país cosmopolita que mantuvo contacto con diversos rincones del mundo y que es factible ofrecer un panorama general del flujo de pasajeros que traspasaron las fronteras marítimas mexicanas en el siglo XIX.

Abstract The purpose of this research is to diagnose the operational financial situation of the port terminals of Ecuador during the period 2015 - 2019, by analyzing their Operational Needs of Funds against the relationship they show with the Working Capital, profitability and indebtedness; established as independent variables. A correlational descriptive methodology was applied for quantitative data, consisting of six port terminals belonging to the Association of Private Port Terminals of Ecuador and the Maritime Chamber of Ecuador. This study reveals negative averages for Operating Needs of Funds and Working Capital Fund; a situation that produces spontaneous financing due to a situation of illiquidity and preponderance of financing with suppliers, but that shows a positive relationship with profitability levels. However, since there is sufficient spontaneous financing, there is evidence of a high percentage of indebtedness in the long term. These results translate into opportunities to strengthen investments in the Ecuadorian port sector.

Resumen El propósito de esta investigación consiste en diagnosticar la situación financiera operativa de las terminales portuarias del Ecuador durante el período 2015 - 2019, mediante el análisis de sus Necesidades Operativas de Fondos frente a la relación que muestran con el Fondo de Maniobra, rentabilidad y endeudamiento; establecidas como variables independientes. Se aplicó una metodología descriptiva correlacional para datos cuantitativos, constituidos por seis terminales portuarias pertenecientes a la Asociación de Terminales Portuarios Privados del Ecuador y a la Cámara Marítima del Ecuador. El presente estudio devela promedios de Necesidades Operativas de Fondos y Fondo de Maniobra negativos; situación que produce una financiación espontánea debido a una situación de iliquidez y preponderancia del financiamiento con proveedores, pero que demuestra una relación positiva con los niveles de rentabilidad. Sin embargo, al existir financiación espontánea suficiente, se evidencia un elevado porcentaje de endeudamiento en el largo plazo. Dichos resultados se traducen en oportunidades de fortalecimiento en las inversiones del sector portuario ecuatoriano.

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.

A commodity value chain can be considered the 'route' from the source (provider) to the destination (client), including the various modes of transportation. This will often include some form of road or rail to a port for export to a destination country. Due to the rise in cybercrime and state-backed cyber operations, these commodity value chains may be disrupted, having a cascading effect down the value chain. Previous research has considered this a form of economic information warfare, and has indicated that state-sponsored cyber operations to disrupt a commodity intentionally will most likely fall below the threshold of a 'use of force' or 'attack' under international law. Subsequently, two pertinent instances of cyber incidents at ports have occurred: the disruption of a major Iranian port, and a ransomware incident at a major South African freight and logistics state-owned enterprise. Following the disruption resulting from the ransomware incident affecting South African freight organisations, there is a need to analyse the vulnerabilities of the freight transportation sector further, in particular the ports and associated railways in terms of malicious cyber interference. Expanding previous research, this article provides a specific view of the major commodity value chains in South Africa that are supported by the freight transportation infrastructure, their possible vulnerability to cyber incidents, and the potential implications thereof. In addition, publicly available information on the responses to the ransomware incident will be discussed to gauge national readiness in terms of crisis management of a major disruption to the primary trade mechanisms in the country. The article focuses on identifying single points of failure within the commodity value chain, and employs hypothetical scenarios to illustrate possible ramifications of a major incident. The port of Durban is shown to the most critical single point of failure overall. Recommendations include the introduction of a sector-specific computer security incident response team for the freight transportation sector.

The African shipping sector is a significant enabler of trade within Africa and trade between Africa and the world. African countries are sourcing and integrating technical solutions from foreign suppliers and service providers within their maritime domain. Such technologies are embedded within and enable functionality within transportation systems, port and navigation infrastructure, telecommunications infrastructure, downstream oil and gas infrastructure, and various national defence and security systems. Unfortunately, while providing the required functionality, these technical solutions create security vulnerabilities that place the African shipping sector and national interests at risk if security within the maritime cyber domain is taken for granted. The study on which this article is based firstly sought to identify and deconstruct the technology and associated vulnerabilities within the African maritime domain. Secondly, the research attempted to determine how national strategy and policy could be used to manage these security vulnerabilities to raise awareness of maritime cybersecurity in the context of the African shipping sector and propose pragmatic steps to achieve it.

With a coastline of 26,000 nautical miles and 38 out of 55 African states being either coastal or island states, trading activities on the continent are facilitated by over a hundred port facilities in the region, which make up 90 per cent of African seaborne trade. These factors indicate that the continent is dependent on well-run ports, effective protection of its maritime resources, and regulated shipping. Regulating the maritime sector requires new technologies that come at the cost of cyber vulnerabilities. However, in Africa, there are very few legal instruments, both at national and at regional level, specifically addressing the issue of cyberattacks on ships and port facilities. Given the lack of attention given to maritime security and the lack of collective action from African states, the study on which this article reports, sought to provide a critical reflection on how cyber technology is affecting is affecting the African maritime domain; and the consequences that could manifest should the cybersecurity of ships, ports, and their critical infrastructure continue to be ignored. The aim of this study was to broaden the understanding of the maritime cybersecurity legal frameworks in Africa by using the 'black letter' methodology, which is a positivist approach described by academics as being the best avenue by which to assess the existence, meaning and application of a defined system of legal principles. In engaging with those conventions, policies, laws, and regulations that are currently guiding the area of maritime cybersecurity, the study sought to identify the gaps in the legal frameworks on the continent and to provide policy recommendations.

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.

This article reports on corruption mechanisms within the Nigerian Navy and the maritime sector in Nigeria. Beginning with an examination of the disappearance of the vessel MT African Pride in October 2003, the article shows that, far from being a one-off incident, the disappearance was indicative of the opportunism and criminality that naval operations within the oil-rich Niger Delta attracted. The Nigerian Ports Authority (NPA) and the Nigerian Maritime Administration and Safety Agency (NIMASA) constitute other case studies of maritime industry corruption examined here. Such cases highlight the exploitation of relations between the Navy and the civil maritime sector. Overall, the article identifies patterns of corruption mechanisms employed. These include the support of illegal oil bunkering, illicit agreements and contracts, unsanctioned oil tanker relocations, malfeasance in arms deals and other areas, and multiple instances of public office abuse.

BACKGROUND The coronavirus disease 2019 (COVID-19) pandemic, caused by the severe acute respiratory syndrome coronavirus 2 (SARS-CoV-2), has affected the maritime sector due to virus transmission onboard and traffic restrictions. However, reports of SARS-CoV-2 transmission on board have been mostly restricted to those occurring on cruise ships. OBJECTIVES To report COVID-19 outbreaks in eight non-cruise vessels and discuss measures to prevent and control the onboard transmission of SARS-CoV-2. METHODS We investigated outbreaks of COVID-19 on vessels anchoring in Baía de Todos-os-Santos, Salvador, Brazil, between February and November 2021. FINDINGS Most vessels were cargo ships that had docked several times before anchoring in Salvador (five had docked in ≥ 9 ports). The crew ranged from 22 to 63 members. The infection attack rate on each vessel ranged from 9.7 to 88.9%. The risk of symptomatic infection largely varied among the crew of each vessel (0 to 91.6%). Overall, the risk of developing COVID-19 signs and symptoms was lower among crew members vaccinated (age-adjusted risk ratio: 0.19; 95% confidence interval 0.06-0.65). SARS-CoV-2 variants not previously identified in Salvador were detected (C.14, B.1.617.2 and B.1.351). MAIN CONCLUSIONS Despite maritime guidelines to avert COVID-19 on board, outbreaks have happened. The multiple stopovers of non-cruise vessels during their routes may contribute to the spread of SARS-CoV-2 variants worldwide. Reducing the onboard transmission of SARS-CoV-2 depends on joint efforts by the crew and local health authorities and, equally important, achieving high vaccination coverage to prevent infections and illness.

ABSTRACT In order to determine the influence of a penguin rookery on the diversity of the vegetation on Deception Island, Maritime Antarctica, the composition of bryophytes along a transect of approximately 2 km between Lake Irízar and the penguin rookery (Pygoscelis antarcticus) of La Descubierta Point was studied. A total of 39 vegetation carpets formed mainly by bryophytes were detected, distributed between three main sectors, next to Lake Irízar, in Vapour Coil and at La Descubierta Point. The bryophytes correspond to 15 moss species and only 2 liverworts, with 11 moss families represented. Two mosses, Sanionia uncinata (31 records) and Polytrichastrum alpinum (9 records), were found to dominate the moss carpets, being also the most frequent species. In addition, a new site on the island was found with presence of the moss Bryum orbiculatifolium, which grows directly associated with the penguin rookery. Our results also show that there are 5 species of mosses common to the three sectors, another 5 species grow only in the penguin area, differentiating this community from the other two sectors. Vascular plants were not detected, indicating that the studied sites are in state of early colonization where their biota is marked by the presence of pioneer mosses associated to the penguin colony, which probably benefit from the nutrient input derived from the deposited guano.

RESUMEN Con el objetivo de determinar la influencia de las pingüineras sobre la diversidad de la vegetación en la Isla Decepción, se estudió la composición de briófitas de un transecto de aproximadamente 2 km entre el Lago Irízar y la pingüinera (Pygoscelis antarcticus) de Punta La Descubierta. Fueron detectados un total de 39 carpetas de vegetación formadas principalmente por briófitos, distribuidas en tres sectores principales, aledaño al Lago Irízar, en Collado Vapor y en Punta La Descubierta. Los briófitos registrados corresponden a 15 especies de musgos y sólo 2 hepáticas, con 11 familias representadas. Se detectó que dos musgos, Sanionia uncinata y Politrychastrum alpinum, con 31 y 9 registros, dominaban las carpetas, con mayor abundancia y frecuencia. Además, se encontró un nuevo registro para la isla del musgo Bryum orbiculatifolium, el cual crece directamente asociado a la pingüinera. Además, se encontró que hay 5 especies de musgos comunes a los tres sectores, aunque otras 5 especies crecen solo en el sector de la pingüinera, diferenciándose esta comunidad de las otras dos. No se detectaron plantas vasculares en todo el sitio de estudio, por lo que se discute la posibilidad de que estos sitios se encuentran en estados de colonización temprana y donde su biota está marcada por la presencia de musgos pioneros que crecen alrededor de las pingüineras, influenciadas probablemente por el aporte de nutrientes del guano depositado.

Abstract Marine fisheries and seafood provide important economic and social benefits for communities in the Western Tropical Atlantic Region, including food security, livelihoods, and tourist activities. However, these resources have experienced a global decline due to overfishing, pollution, and warming oceans. To help halt and reverse this decline, interventions should prioritize the threats that are identified as most severe. The UN Decade of Ocean Science for Sustainable Development (2021-2030) presents itself as an opportunity to enhance ocean sustainability with “A sustainably harvested and productive ocean ensuring the provision of food supply and ocean resources” as one of its seven major societal outcomes. This paper addresses the proposed research priorities identified during the workshop for the UN Decade Working Group V which agree with the findings from two previous workshops conducted during 2017 and 2019 by the Gulf and Caribbean Fisheries Institute (GCFI) and the Environmental Defense Fund (EDF). Over 300 scientists, policymakers, managers, government officials, representatives from tourism, maritime sector and communicators discussed regional priorities, and recognized the urgent need to expand stakeholder and partnership engagement. The respondents generally agreed on the major gaps within science and governance; however, managers and stakeholders view science as a critical source of information for the decision-making process. Respondents recommended that science should be inclusive of various knowledge types across sectors, including community and traditional knowledge. Furthermore, science quality assurance requires review processes that are impartial, reliable, and transparent. Ultimately, science-based management and policies require effective scientific input which must be achievable. There are good opportunities over the next decade to improve the sustainability and governance of the region’s fisheries resources. However, ensuring that fishers, resource users, civil society, and scientists work together with national and regional government resource management agencies will be the key for the development of successful governance structures overseeing these resources.

Resumen El objetivo de este trabajo fue analizar cómo la sostenibilidad (económica, social y ambiental), bajo el enfoque de triple línea base, afecta la calidad de servicio, el valor logístico y la satisfacción en empresas del sector marítimo. Se propone un modelo teórico que se contrasta con la información suministrada por una muestra de 50 responsables de empresas (transitarios, importadores y exportadores) en Panamá. La información se analiza mediante la estimación de regresión por mínimos cuadrados parciales, que permite confirmar el carácter multidimensional de la sostenibilidad y del valor logístico. Los resultados también confirman que las percepciones de los clientes sobre las iniciativas de sus proveedores, con base en este enfoque, poseen la capacidad de impulsar su satisfacción a través de la calidad y el valor; esto demuestra los beneficios de llevar a cabo tales iniciativas y, con ello, su alcance a nivel global. Clasificación: JEL: M31; M39; Q56.

Abstract The aim of this study was to analyze how sustainability (economic, social, and environmental), based on the triple bottom line framework, influences on service quality, logistic value, and satisfaction between companies in the maritime sector. A theoretical model that is contrasted with the information provided by 50 company managers (freight forwarders, importers, and exporters) from Panama was proposed. The data is analyzed using partial least squares regression, which confirms the multidimensionality of sustainability and logistic value. The results also verify that the perceptions of customers about initiatives of their suppliers, based on this framework, can lead to an increase in customer satisfaction through service quality and value. The findings demonstrate the advantages to carry out such initiatives, and thus their global reach.

Resumo O objetivo deste trabalho foi analisar como a sustentabilidade (econômica, social e ambiental), sob a abordagem da tripla linha de base, afeta a qualidade do serviço, o valor logístico e a satisfação nas empresas do setor marítimo. Propõe-se um modelo teórico que contrasta-se com as informações fornecidas por uma amostra de 50 gerentes de empresas (transitários, importadores e exportadores) no Panamá. A informação é analisada por meio de estimação em regressão de mínimos quadrados parciais, o que permite confirmar a natureza multidimensional da sustentabilidade e do valor logístico. Os resultados também confirmam que as percepções dos clientes sobre as iniciativas dos seus fornecedores, com base nesta abordagem, têm a capacidade de conduzir a sua satisfação pela qualidade e valor; isso demonstra os benefícios de realizar tais iniciativas e, com isso, seu alcance global.

Resumen El Marco Estratégico portuario español vigente data del año 1998, durante más de 20 años ha sido el soporte del modelo portuario español, siendo uno de los principales pilares del desarrollo de los puertos españoles. Derivado de los grandes cambios internos y externos al propio sistema se hace fundamental una actualización del Marco Estratégico vigente, siendo necesario reformular las grandes líneas estratégicas y criterios de actuación del sector. Se pretende con este trabajo, tras un análisis de la situación del sistema marítimo español y de las tendencias globales, plantear una serie de propuestas que sirvan de marco para el desarrollo del sistema portuario, de forma que empresas, administraciones portuarias, trabajadores y la sociedad en su conjunto se puedan beneficiar de la aplicación de unas políticas encaminadas al desarrollo competitivo de los puertos en el contexto internacional. La metodología propuesta es un análisis DAFO partiendo de la definición de unos objetivos estratégicos para el nuevo marco estratégico, el paso previó será un benchmarking internacional que permita conocer las tendencias del sector en todo el mundo. Como principal conclusión se destaca que las Autoridades Portuarias han de seguir avanzando en el modelo Landlord, sin embargo, deben de cambiar de enfoque, evitando convertirse únicamente en un propietario pasivo de las infraestructuras portuarias sino en un facilitador de las actividades y servicios realizando una gestión más proactiva, incentivando la competencia intraportuaria y con miras a conseguir los objetivos estratégicos planteados.

Abstract The current Spanish Strategic Port Framework dates back to 1998, and for more than 20 years has supported the Spanish port model, being one of the main pillars of the development of Spanish ports. As a result of the great internal and external changes to the system itself. It is essential to update the current Strategic Framework. Even, it is necessary to reformulate the main strategic lines and criteria for action in the sector. The aim of this work, after an analysis of the situation of the Spanish maritime system and global trends, is to put forward a series of proposals that will serve as a framework for the development of the port system. So that companies, port administrations, workers and society as a whole can benefit from the application of policies aimed at the competitive development of ports in the international context. The proposed methodology is a SWOT analysis based on the definition of strategic objectives for the new strategic framework. The step envisaged will be an international benchmarking that will provide information on the trends in the sector worldwide. The main conclusion is that the Port Authorities must continue to advance in the Landlord model. However, they must change their approach, avoiding becoming only a passive owner of the port infrastructures but a facilitator of the activities and services by carrying out a more proactive management, encouraging intra-port competition and with a view to achieving the strategic objectives set out.

Resumen El mar Caribe colombiano cuenta con reservas de hidrocarburos, diversidad ecosistémica, desarrollo de pesca, transporte marítimo, y el abastecimiento de redes de comunicación [1-3]. La región maneja una elevada demanda del espacio marino costero [2]. Por tanto, es necesario considerar un desarrollo sustentable y entender los riesgos físicos que implica, así como las dinámicas de los sistemas, y su afectación por las actividades antrópicas. El objetivo del trabajo es la identificación y análisis de elementos geológicos, climáticos y oceanográficos que se encuentran en zonas profundas y su incidencia sobres el territorio. El impacto de los elementos naturales, fue cuantificado mediante el índice ICI (Índice de Cuantificación de Impacto) propuesto en este trabajo y que resume diferentes fuentes de variación en un único valor. Se presenta un análisis estadístico de interacciones cualitativas para la comprensión de las problemáticas ambientales desde una visión biofísica y la generación de soluciones eficaces a las mismas.

Abstract The Colombian Caribbean Sea has hydrocarbon reserves, ecosystem diversity, fishing development, maritime transport, and the supply of communication networks [1-3]. The region manages a high demand for coastal marine space [2]. Therefore, it is necessary to consider sustainable development and understand the physical risks involved, as well as the dynamics of the systems, and their affectation by anthropic activities. The research objective is the identification and analysis of geological, climatic and oceanographic elements found in deep areas and their incidence on the territory. The impact of natural elements was quantified using the ICI index (Impact Quantification Index) proposed in this work, which summarizes different sources of variation in a single value. A statistical analysis of qualitative interactions is presented for the understanding of environmental problems from a biophysical perspective and the generation of effective solutions to them.