Resumen El narcotráfico marítimo plantea una grave amenaza a la seguridad y estabilidad de los países europeos, con organizaciones criminales que emplean estrategias diversas, desde esconder drogas en contenedores legales hasta usar embarcaciones pequeñas para el contrabando. En respuesta, las autoridades europeas han intensificado la cooperación internacional y mejorado la seguridad en los puertos. Este artículo presenta los hallazgos de una revisión sobre el transporte de drogas en puertos europeos; se identifican los más afectados y se analizan las estrategias tecnológicas empleadas. Se investigan áreas como el rip on/rip off, cambio de contenedor y transporte en embarcaciones, así como tecnologías como el escaneo de drogas con rayos X y drones de seguridad marítima. Se examinan 50 estudios seleccionados de bases de datos como Scopus y Web of Science, además de fuentes especializadas en el tema. Se concluye con un análisis de las perspectivas actuales y futuras en la lucha contra el narcotráfico marítimo en Europa.

Abstract Maritime drug trafficking poses a serious threat to the security and stability of European countries, with criminal organisations employing diverse strategies, ranging from hiding drugs in legal containers to using small boats for smuggling. In response, European authorities have stepped up international cooperation and improved port security. This article presents the findings of a review on the transport of drugs in European ports, identifying those most affected and analysing the technological strategies used. It investigates areas such as the rip on/rip off, container change and ship transport, as well as technologies such as X-ray drug scanning and maritime security drones. It examines 50 selected studies from databases such as Scopus and Web of Science, in addition to specialised sources. It concludes with an analysis of current and future perspectives in the fight against maritime drug trafficking in Europe.

Resumo O tráfico marítimo de drogas representa uma séria ameaça à segurança e à estabilidade dos países europeus, com organizações criminosas empregando uma variedade de estratégias, desde esconder drogas em contêineres legais até usar pequenas embarcações para contrabando. Em resposta, as autoridades europeias intensificaram a cooperação internacional e melhoraram a segurança dos portos. Este artigo apresenta os resultados de uma revisão de literatura sobre o transporte de drogas nos portos europeus, identificando os mais afetados e analisando as estratégias tecnológicas empregadas. Áreas como rip on/rip off, troca de contêineres e transporte de navios são investigadas, bem como tecnologias como escaneamento de drogas por raio-X e drones de segurança marítima. São examinados 50 estudos selecionados de bancos de dados como Scopus e Web of Science, além de fontes especializadas na área. Conclui com uma análise das perspectivas atuais e futuras na luta contra o tráfico marítimo de drogas na Europa.

Resumo Economia Azul foi formulada com o intuito de sobreviver ao desafio do tempo, assim como orientar e apoiar as necessidades do planeta com vista a enfrentar eficazmente os desafios críticos para esse crescimento. Considerando que a economia azul tem componentes diversos, a estratégia centra-se em cinco vectores críticos: i. Pesca, aquicultura e conservação dos ecossistemas; ii. Transporte marítimo e comércio; iii. Energia sustentável, minerais extrativos, gás, indústrias inovadoras; iv. Sustentabilidade ambiental, alterações climáticas e infraestruturas costeiras; v. Governança, instituições e ações sociais. O oceano desempenha um papel crucial no bem-estar da humanidade, na medida que contêm propriedades múltiplas que são elementares para a sobrevivência de todos os seres vivos. No entanto, com os sucessivos avanços tecnológicos foram surgindo fenômenos que estimularam o excesso de uso das suas potencialidades, colocando em questão a sustentabilidade dos seus recursos. Partindo desta premissa, abordamos a temática da “Economia Azul” que emerge como uma economia que agrega um conjunto de setores que permite valorizar as riquezas do mar, de uma forma sustentável e equilibrada.

Abstract Blue Economy was formulated with the aim of surviving the challenge of time, as well as guiding and supporting the needs of the planet in order to effectively face the critical challenges for this growth. Considering that the blue economy has different components, the strategy focuses on five critical vectors: i. Fisheries, aquaculture and ecosystem conservation; ii. Maritime transport and trade; iii. Sustainable energy, extractive minerals, gas, innovative industries; iv. Environmental sustainability, climate change and coastal infrastructures; v. Governance, institutions and social actions. The ocean plays a crucial role in the well-being of humanity, as it contains multiple properties that are essential for the survival of all living beings. However, with successive technological advances, phenomena emerged that encouraged the excessive use of its potential, putting the sustainability of its resources into question. Based on this premise, we address the theme of the “Blue Economy” which emerges as an economy that brings together a set of sectors that allows the riches of the sea to be valued, in a sustainable and balanced way.

BACKGROUND: Freight transport services and international trade are among important factors in pushing economies' transition forward. Malaysia's strategic location along key maritime routes positions it as a vital hub for international shipping and logistics, facilitating efficient trade between Asia, Europe and the Middle East. OBJECTIVES: Despite extensive global studies on freight and trade, little specific research exists from Malaysia's perspective. Thus, this study aims to evaluate how factors such as economic size of trade partners and distance impact Malaysia's freight transport in international trade, using the gravity model, a tool for analysing bilateral trade flows. METHOD: Three types of gravity models are employed to assess the impact of economic scale, infrastructure and demographic factors on freight transport. Then the validity of these relationships is further evaluated. RESULTS: The random effect model (REM) is found to be the best fitted model. The study identifies infrastructure and economic scale as pivotal factors influencing both freight export and import. The result showed the volume of container handled in ports is the main determinant in both export and import of freight, whereas air freight has significant impact to boost the export of freight. Distance is statistically significant, however, with marginally small impact. CONCLUSION: Based on the analysis, we can conclude that the robust port infrastructure and efficient logistical facilities are important in reducing freight costs and enhancing Malaysia's international trade competitiveness. CONTRIBUTION: This study mainly contributes on providing empirical evidence and in-depth insight on Malaysia freight transport services through the application of gravity models.

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 The harsh Antarctic climate limits soil formation and the development of terrestrial ecosystems, with most biological activity concentrated in the short summer season in ice-free areas. There, penguins play a crucial role in nutrient transport from marine to terrestrial environments, significantly impacting soil properties through guano deposition. This study focuses on characterizing the ornithogenic soils of Half Moon Island in Maritime Antarctica, examining how lithology, vegetation, and geomorphology influence their formation and distribution. Fieldwork conducted during the 2014/2015 austral summer included excavating and sampling 21 soil profiles. Soils were analyzed for physical and chemical properties and classified. Half Moon Island’s soils are predominantly Cryosols and Leptosols, characterized by little development, high gravel content (skeletic), and significant cryoturbation. High variability in soil chemical properties was observed, with principal component analysis highlighting distinct clusters based on landscape position, geology, vegetation and ornithogenic influence. The findings underscore the diverse pedoenvironments of Half Moon Island, shaped by past and present ornithogenic activity and post-glacial geomorphological processes. This research highlights the soil variability in Antarctic environments and the significant ecological importance of seabird colonies on small, isolated islands. ecosystems icefree ice free areas There deposition Antarctica lithology distribution 20142015 2014 2015 2014/201 2 profiles classified Islands s Leptosols skeletic, skeletic , (skeletic) cryoturbation observed position geology postglacial post glacial processes small islands 2014201 201 2014/20 (skeletic 201420 20 2014/2 20142 2014/

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.

RESUMEN. El Canal de Panamá ha jugado un papel importante en la historia de la industria naviera. Por lo tanto, era razonable prever que su expansión repercutiría en el rendimiento portuario en los seis puertos de transbordo ubicados en Panamá. Para examinar este impacto, se analizaron dos períodos. El primero abarcó desde octubre de 2010 hasta junio de 2016. El segundo abarcó desde julio de 2016 hasta marzo de 2022. Se utilizó la prueba de rangos con signo de Wilcoxon y el software SPSS para analizar los datos de la Comisión Centroamericana de Transporte Marítimo (COCATRAM). La investigación concluyó que la ampliación del Canal de Panamá no ha producido un impacto estadísticamente significativo en el rendimiento portuario de (a) tonelaje de carga, (b) carga contenerizada y (c) arribo de buques.

ABSTRACT. The Panama Canal has played an important role in the history of the shipping industry. Therefore, it was reasonable to forecast that the Panama Canal expansion would impact port throughput in the six transshipment ports located in Panama. To examine this impact, two periods were analyzed. The first period covered October 2010 to June 2016. The second period covered July 2016 to March 2022. The Wilcoxon signed-rank test and the IBM SPSS Statistics software were used to analyze public data from the Central American Maritime Transport Commission (COCATRAM) measuring port throughput. The research concluded that the Panama Canal expansion has not produced a statistically significant impact on the port throughput of (a) cargo tonnage, (b) cargo TEU and (c) vessel calls.

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.

Abstract This paper is an attempt to link world-systems analysis with the theoretical corpus of Marx, especially volume II of Capital. The intention of the article is to make visible the materiality of the processes that take place in the space of the world-market (through foreign trade among the multiple jurisdictions that compose the capitalist world-economy) by highlighting the forgotten “productive moment” that entails the required physical movement of commodities in that sphere. The article begins with a critique of world-systems analysis for subordinating transportation to the restructuring of productive capital and the extractive moment in historical capitalism. Second, instead of following this path, starting from volume II of Capital I will change the focus of analysis by proposing the transportation process as one more commodity by distinguishing the respective exchange and transport processes to arrive at a conceptualization of freight rates as an expression of the law of value for the transportation process. Third, based on the geographic substrate of the capitalist world-system, I will emphasize the importance of the maritime transport of foreign trade (or Fernhandel) as one more monopoly sector following Fernand Braudel. The emphasis given here to the transport process in connection with the law of value, based on a reading of key sections of Capital, provides a vision that, on the one hand, allows adding the circulatory spatial mediations among the geo-economic zones of the world-system (core, periphery, semiperiphery) and, on the other hand, complicates the supposedly linearity of the secular trend towards the “spatio-temporal compression” or “deterritorialization” (usually underscored by some Marxist geographers from the Grundrisse) in a way that the circulatory mediations of the world-market would also be crossed by the core-periphery division.

Resumen Este artículo es un intento de vinculación entre el análisis de sistemas-mundo y el corpus teórico de Marx, especialmente el volumen II de El capital. La intención del artículo es visibilizar la materialidad de los procesos que toman lugar en el espacio del mercado mundial (a través del comercio exterior entre las múltiples jurisdicciones que componen la economía-mundo capitalista) al resaltar el olvidado "momento productivo" que conlleva el requerido desplazamiento físico de las mercancías en esa esfera. El artículo inicia con una crítica al análisis de sistemas-mundo por subordinar el transporte a las reestructuraciones del capital productivo y al momento extractivo en el capitalismo histórico. En segundo lugar, en vez de seguir ese derrotero, a partir del volumen II de El capital cambiaré el foco de análisis al proponer el proceso de transporte como una mercancía más al distinguir los respectivos procesos de intercambio y transporte para llegar a una conceptualización de las tasas de flete en tanto que expresión de la ley del valor para el proceso de transporte. En tercer lugar, sobre la base del sustrato geográfico del sistema-mundo capitalista haré hincapié en la importancia del transporte marítimo de comercio exterior (o Fernhandel) como un sector monopólico más siguiendo a Fernand Braudel. El énfasis dado acá al proceso de transporte en vinculación a la ley del valor, sobre la base de ciertas secciones clave de El capital, proporciona una visión que, por un lado, permite añadir las mediaciones espaciales circulatorias entre las zonas geo-económicas del sistema-mundo (centro, periferia, semiperiferia) y, por el otro, complica la supuesta linealidad de la tendencia secular hacia la "compresión espacio-temporal" o "desterritorialización" (enfatizada usualmente por algunos geógrafos marxistas a partir de los Grundrisse) de modo que las propias mediaciones circulatorias del mercado mundial también estarían cruzadas por la división centro-periferia.

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.

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.

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.

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.

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 (

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.