ABSTRACT Microplastics are generated by the fragmentation of plastic that enters the oceans and is accidentally consumed by various species in the trophic chain. Otariids are considered bioindicators of the presence of microparticles in the environment; however, the level of impact in the coastal area of the Bio-bío region, Chile, is unknown. The aim of this work was to evaluate the presence of this polymer in faeces of sea lions (Otaria flavescenses), in the ‘La Poza’ sector, commune of Talcahuano, Bio-bío region. Stool samples were collected, freeze-dried, digested and subsequently filtered to identify microplastics. Microfibres of various colours were found, with a predominance of black. It is concluded that sea lions were indicators of the circulation of microplastics in their food chain in the sampling area.

RESUMEN Los microplásticos se generan por la fragmentación del plástico que ingresa a los océanos y es consumido accidentalmente por diversas especies que se encuentran en la cadena trófica. Los otáridos son considerados como bioindicadores de la presencia de micropartículas en el ambiente; sin embargo, se desconoce el nivel de afectación en la zona costera de la región del Bio-bío, Chile. El objetivo del presente trabajo fue evaluar la presencia de este polímero en heces de lobos marinos (Otaria flavescens), en el sector ‘La Poza’, comuna de Talcahuano, región del Bio-bío. Se tomaron muestras de heces que fueron liofilizadas, digeridas y posteriormente filtradas para identificar microplásticos. Se encontraron microfibras de varios colores, con predominio del color negro. Se concluye que los lobos marinos fueron indicadores de circulación de microplásticos en su cadena trófica en la zona de muestreo.

Waste is an increasing global environmental issue. South Africa's informal sector plays a crucial role in diverting recyclables from landfills. Despite their indispensable contributions, informal recyclers form part of a societal group that is marginalised, negatively labelled and deemed 'disposable' under neoliberal capitalist structures. This article draws on data from interviews held with 21 participants who work in the informal recycling sector in Gqeberha (formerly Port Elizabeth) in South Africa. It investigates the participants' own perceptions of their societal role, of which four became prominent, namely: (1) cleaners of the environment, (2) providers for dependents, (3) informal environmental educators and (4) community uplifters. We argue that the participants' positive self-views can be seen as a powerful counter-narrative that challenges harmful prevailing stereotypes, which allows for a more nuanced perception of their lives and labour. Their positive self-perceptions and resourcefulness should not be interpreted as an endorsement of neoliberal capitalism that compels them to actively combat stigmatisation. Instead, their determination to resist negative stereotypes simultaneously underscores the necessity of confronting stigmatisation in society. TRANSDISCIPLINARY CONTRIBUTION: The parallel themes of agency and autonomy in both informal recycling and entrepreneurship prompt a reconsideration of the conventional entrepreneurial discourse and its applicability to marginalised communities. We recommend that informal recyclers' accumulated knowledge, skill set and well-being be acknowledged to ensure their dignity and that their labour is valued

ABSTRACT Coastal and urban development can have a negative impact on seabird populations, although in many cases birds take advantage of artificial structures that may provide them with more stable breeding con-ditions and/or with less predation pressure. This paper updates the distribution of seabird colonies on the central coast of the San Jorge Gulf, a region that has been modified for decades by human activities, and the status of populations breeding at the port of Comodoro Rivadavia, Chubut. We identified 14 locations where between one and four species breed, including the Imperial Cormorant (Leucocarbo atriceps), Rock Shag (L. magellanicus), South American Tern (Sterna hirundinacea), Cayenne Tern (Thalasseus sandvicensis eurygnathus) and Royal Tern (T maximus). Except for the Royal Tern, these species reproduced in anthropic environments. Results showed changes in the locations and the sizes of colonies over the last 30 years. At the port of Comodoro Rivadavia the first four species bred in an abandoned shipyard, where nests were mostly built on artificial structures. The South American Tern colony (>9000 nests) at this site is the largest of those described for the Argentine Patagonian coast, and the Imperial Cormorant colony (>700 nests) is among the 10 largest of the 29 reported for the Chubut coast. This shows the value of the port of Comodoro Rivadavia for these seabirds. The results show the potential relevance of anthropic environments for the reproduction of seabirds and point to the need to consider alternative nesting sites, including those subjected to human activities, in any conservation strategy for their populations.

RESUMEN El desarrollo urbano e industrial puede tener un impacto negativo sobre las poblaciones de aves marinas, aunque muchas veces las aves pueden aprovechar estructuras artificiales que podrían proporcionarles condiciones más estables para la reproducción y/o con una menor presión de depredación. Este trabajo actualiza la distribución de colonias de aves marinas en la costa central del Golfo San Jorge, un sector modificado desde hace décadas por actividades humanas, y el estado de las poblaciones reproductivas en el puerto de Comodoro Rivadavia, Chubut. Se identificaron 14 localidades donde reprodujeron entre 1 y 4 especies, incluyendo los cormoranes Imperiales (Leucocarbo atriceps) y Cuello Negro (L. magellanicus) y los gaviotines Sudamericano (Sterna hirundinacea), Pico Amarillo (Thalasseus sandvicensis eurygnathus) y Real (T maximus). A excepción del Gaviotín Real, estas especies reprodujeron en ambientes antrópicos. Los resultados permitieron evidenciar cambios en la ubicación y tamaño de las colonias en los últimos 30 años. En el puerto de Comodoro Rivadavia, en un astillero abandonado, se reprodujeron las primeras cuatro especies, las cuales construyeron sus nidos mayormente sobre estructuras artificiales. La colonia de Gaviotín Sudamericano (> 9000 nidos) en este sitio es la más grande de las descriptas para el litoral Patagónico argentino, y la colonia de Cormorán Imperial (> 700 nidos) está entre las 10 más grandes de las 29 reportadas en el litoral chubutense. Esto muestra el valor del puerto de Comodoro Rivadavia para estas aves marinas. Los resultados muestran la potencial relevancia de los ambientes antrópicos para la reproducción de aves marinas y señalan la necesidad de considerar los sitios de nidificación alternativos, incluso aquellos sometidos a actividades humanas, en cualquier estrategia de conservación de sus poblaciones.

Resumen El presente trabajo presenta como tema general el funcionamiento del parque tecnológico urbano Porto Digital, ubicado en el Bairro do Recife, PE. Es un emprendimiento dirigido al sector de Tecnologías de la Información y la Comunicación (TIC), cuya facturación económica anual es de aproximadamente R$ 2,86 mil millones. La investigación tuvo como objetivo investigar el discurso de Porto Digital sobre su actuación en el Bairro do Recife a partir del análisis de su Manual de Responsabilidad Social Empresarial. Para la construcción de su aporte teórico, se recurrió a los estudios de Fairclough (2001) sobre Análisis Crítico del Discurso; Thompson (1995), con los medios de manifestación de la ideología; y Gramsci (1971), para discutir las relaciones hegemónicas. En cuanto a la metodología, se adoptó un modelo cualitativo analítico, basado en el modelo tridimensional propuesto por Fairclough (2001), mediante la aplicación de los siguientes pasos estratégicos: 1° - percepción de un problema social con aspectos semióticos; 2º - identificación de obstáculos para superar el problema; 3º - investigación del papel del problema en la práctica; 4º - investigación de posibles vías para superar los obstáculos; 5º - Reflexión sobre el análisis. Como resultado, es posible identificar la presencia de una ideología neoliberal, cuyo orden discursivo apunta a garantizar el mantenimiento y permanencia del dominio del empresariado, el cual, a su vez, se está institucionalizando como agente de transformación en la ciudad de Recife. PE TIC, TIC , (TIC) R 286 2 86 2,8 millones Empresarial teórico 2001 (2001 Discurso 1995, 1995 (1995) 1971, 1971 (1971) hegemónicas metodología analítico 2001, estratégicos 1 semióticos º práctica resultado neoliberal empresariado cual vez (TIC 28 8 2, 200 (200 199 (1995 197 (1971 20 (20 19 (199 (197 (2 (19 ( (1

Abstract This work presents as a general theme the functioning of the urban technological park Porto Digital, located in the Bairro do Recife, PE. It is an enterprise aimed at the Information and Communication Technology (ICT) sector, whose annual economic revenue is approximately R$ 2.86 billion. The research aimed to investigate the discourse of Porto Digital about its performance in the Bairro do Recife from the analysis of its Manual of Corporate Social Responsibility. For the construction of its theoretical contribution, we resorted to studies by Fairclough (2001) on Critical Discourse Analysis; Thompson (1995) with the means of manifestation of ideology; and Gramsci (1971) to discuss hegemonic relations. In terms of methodology, we adopted an analytical qualitative model, based on the three-dimensional model proposed by Fairclough (2001), through the application of the following strategic steps: 1st - perception of a social problem with semiotic aspects; 2nd - identification of obstacles to overcome the problem; 3rd - investigation of the role of the problem in practice; 4th - investigation of possible ways to overcome obstacles; 5th - reflection on the analysis. As a result, it is possible to identify the presence of a neoliberal ideology, whose discursive order aims to guarantee the maintenance and permanence of the domain of the business community, which, in turn, is institutionalizing itself as an agent of transformation in the city of Recife. PE ICT (ICT sector R 286 2 86 2.8 billion Responsibility contribution 2001 (2001 Analysis 1995 (1995 ideology 1971 (1971 relations methodology threedimensional three dimensional 2001, , steps st aspects nd rd practice th result community which turn 28 8 2. 200 (200 199 (199 197 (197 20 (20 19 (19 (2 1 (1 (

Resumo Este trabalho apresenta como temática geral o funcionamento do parque urbano tecnológico Porto Digital, localizado no Bairro do Recife, PE. Trata-se de um empreendimento voltado para o setor de Tecnologia da Informação e da Comunicação (TIC), cujo faturamento econômico anual é de aproximadamente R$ 2,86 bilhões. A pesquisa teve como objetivo investigar o discurso do Porto Digital sobre sua atuação no Bairro do Recife a partir da análise do seu Manual de Responsabilidade Social Empresarial. Para a construção do aporte teórico, recorreu-se aos estudos de Fairclough (2001) sobre a Análise Crítica do Discurso; Thompson (1995), com os meios de manifestação da ideologia; e Gramsci (1971), para debater sobre as relações hegemônicas. Na metodologia, adotou-se um modelo qualitativo analítico, fundamentando-se no modelo tridimensional proposto por Fairclough (2001), mediante a aplicação das seguintes etapas estratégicas: 1ª - percepção de um problema social com aspectos semióticos; 2ª - identificação de obstáculos para que o problema seja superado; 3ª - investigação da função do problema na prática; 4ª - investigação de possíveis modos de ultrapassar os obstáculos; 5ª - reflexão sobre a análise. Como resultado, pôde-se identificar a presença de uma ideologia neoliberal, cuja ordem discursiva tem como finalidade garantir a manutenção e permanência do domínio do empresariado, que, por sua vez, está se institucionalizando como agente de transformação na cidade do Recife. PE Tratase Trata TIC, TIC , (TIC) R 286 2 86 2,8 bilhões Empresarial teórico recorreuse recorreu 2001 (2001 Discurso 1995, 1995 (1995) 1971, 1971 (1971) hegemônicas metodologia adotouse adotou analítico fundamentandose fundamentando 2001, estratégicas ª semióticos superado prática resultado pôdese pôde neoliberal empresariado vez (TIC 28 8 2, 200 (200 199 (1995 197 (1971 20 (20 19 (199 (197 (2 1 (19 ( (1

Mining has occupied an important place in the Chilean economy since the 19th century and up to the present day. However, the oscillating cycles of economic booms and crises in the mining sector have left traces of industrial buildings from mining and copper metallurgy with unique characteristics. The objective of this article is to describe the materiality and origin of the construction system used in the ruins of a former nineteenth-century copper foundry located in the port of Caldera, in northern Chile. The ruins of the buildings show that the foundations and walls built with blocks of copper slag melted and molded in situ, was a construction technique brought by the English builders and metallurgists who arrived in the mining centers of Atacama, replicating the techniques used in English works, an activity that allowed the valorization of metallurgical waste.

La minería ha ocupado un sitial importante en la economía chilena desde el siglo XIX y hasta nuestros días. Sin embargo, los oscilantes ciclos de bonanzas y de crisis económicas del sector minero, han dejado vestigios de edificaciones industriales de la minería y la metalurgia del cobre de características muy singulares. El objetivo de este artículo es describir la materialidad y origen del sistema constructivo utilizado en las ruinas de una ex fundición de cobre del siglo XIX ubicada en el puerto de Caldera, en el norte chileno. Los vestigios de las edificaciones, muestran que los cimientos y muros construidos con bloques de escoria de cobre fundida y moldeada in situ, fue una técnica constructiva traída por los constructores y metalurgistas ingleses que arribaron a los centros mineros de Atacama, replicando las técnicas utilizadas en obras inglesas, actividad que permitió valorizar los residuos metalúrgicos.

BACKGROUND: South Africa (SA) is one of the most financially unequal countries in the world. This situation is highlighted by disparate access to healthcare, particularly provision of kidney replacement therapy (KRT). Unlike the private sector, public sector access to KRT is highly rationed, and patient selection is based on suitability for transplantation and capacity OBJECTIVES: To investigate the state of the KRT service in Eastern Cape Province, SA, by analysing access to and provision of KRT in the province for individuals with end-stage kidney disease, as well as disparities between the private and public healthcare systems METHODS: This was a retrospective descriptive study to examine KRT provision and temporal trends in the Eastern Cape. Data were obtained from the South African Renal Registry and the National Transplant Waiting List. KRT provision was compared between the three main referral centres, in Gqeberha (formerly Port Elizabeth), East London and Mthatha, and between the private and public healthcare systems RESULTS: There were 978 patients receiving KRT in the Eastern Cape, with an overall treatment rate of 146 per million population (pmp). The treatment rate for the private sector was 1 435 pmp, compared with 49 pmp in the public sector. Patients treated in the private sector were older at initiation of KRT (52 v. 34 years), and more likely to be male, to be HIV positive, and to receive haemodialysis as their KRT modality. Peritoneal dialysis was more commonly used in Gqeberha and East London as the first and subsequent KRT modality, compared with Mthatha. There were no patients from Mthatha on the transplant waiting list. There were no waitlisted HIV-positive patients in the public sector in East London, compared with 16% of the public sector patients in Gqeberha. The kidney transplant prevalence rate was 58 pmp in the private sector and 19 pmp in the public sector, with a combined prevalence of 22 pmp, constituting 14.9% of all patients on KRT. We estimated the shortfall of KRT provision in the public sector to be ~ 8 606 patients CONCLUSION: Patients in the private sector were 29 times more likely to access KRT than their public sector counterparts, who were on average 18 years younger at initiation of KRT, probably reflecting selection bias in an overburdened public health system. Transplantation rates were low in both sectors, and lowest in Mthatha. A large public sector KRT provision gap exists in the Eastern Cape and needs to be addressed urgently

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.

Resumen Los puertos son fenómenos eminentemente geográficos que materializan las interrelaciones de los espacios productores. En la etapa actual del capitalismo, se convierten en elementos centrales, representando más del 90% del comercio internacional. En Brasil, el sector se caracteriza por un proceso cíclico de mayor/menor inversión. Sin embargo, el período marcado por cambios radicales en el sector a nivel mundial se suma a cambios en la política financiera internacional y en el endeudamiento del Estado. Nuevos líderes comienzan a dominar el país, imponiendo políticas de reducción de costos. Los puertos se convierten en nodos de estrangulamiento que solo comenzaron a enfrentarse después de la década de 2000, con financiamiento estatal, asociaciones público-privadas y nueva legislación. Aunque necesitan madurar, los resultados iniciales arrojan perspectiva para un nuevo mapa de puertos. Así, pretendemos investigar esta nueva dinámica espacial, su génesis, proceso y perspectiva. Se tienen en cuenta referencias bibliográficas sobre el tema en el contexto internacional y nacional, así como datos de organismos oficiales. productores capitalismo centrales 90 Brasil mayormenor mayor menor inversión embargo Estado país costos 2000 estatal públicoprivadas público privadas legislación madurar Así espacial génesis nacional oficiales 9 200 20 2

Abstract Ports are geographical phenomena that materialize the interrelationships of producer and consumer spaces. In the current stage of capitalism, they become central elements, accounting for over 90% of international trade. In Brazil, the sector is characterized by a cyclical process of higher/lower investment. However, the period marked by radical changes in the sector at a world level occurs together with changes in the international financing policy and in the State’s indebtedness. New leaders start to command the country, imposing cost-cutting policies. Ports become strangulation nodes that only began to be faced after the 2000s, with state funding, public-private partnerships and new legislation. Although they need to mature, the initial results cast perspective for a new port map. Thus, we aim to investigate this new spatial dynamic, its genesis, process and perspective. We considered bibliographical references on the subject in international and national context, as well as data from official bodies. spaces capitalism elements 90 trade Brazil higherlower higher lower investment However States State s indebtedness country costcutting cost cutting policies 2000s funding publicprivate public private legislation mature map Thus dynamic genesis context bodies 9

Resumo Os portos são fenômenos geográficos que materializam as inter-relações de espaços produtores e consumidores. No atual estágio do capitalismo, tornam-se elementos centrais, respondendo por mais de 90% do comércio internacional. No Brasil, o setor se caracteriza por um processo cíclico de maior/menor investimento. Entretanto, o período marcado pelas modificações radicais do setor em nível mundial é concomitante a mudanças na política de financiamento internacional e no endividamento do Estado. Novas lideranças passam a comandar o país, impondo políticas de contenção de gastos. Os portos se transformam em nós de estrangulamento que só passaram a ser enfrentados depois dos anos 2000, com financiamento estatal, parcerias público-privadas e nova legislação. Embora precisem amadurecer, os resultados iniciais lançam a perspectiva de um novo mapa portuário nacional. Objetivamos investigar essa nova dinâmica espacial, sua gênese, processo e perspectiva. Levamos em conta referências bibliográficas sobre o tema nas conjunturas internacional e nacional, além de dados de órgãos oficiais. interrelações inter relações consumidores capitalismo tornamse tornam centrais 90 Brasil maiormenor maior menor investimento Entretanto Estado país gastos 2000 estatal públicoprivadas público privadas legislação amadurecer nacional espacial gênese oficiais 9 200 20 2

Resumo A reestruturação das áreas centrais é uma expressão da reprodução das políticas neoliberais nas cidades. Recentemente, na comuna de Valparaíso (Chile), houve transformações na sua área central e orla. Por isso, o presente artigo busca analisar a reestruturação neoliberal da área central de Valparaíso desde os anos 2000. A metodologia utilizada para alcançar o objetivo soma três partes principais: (1) Análise bibliográfica; (2) Entrevistas com agentes bem-informados; (3) Observação participante. Os resultados apontam que as mudanças geradas em Valparaíso estão relacionadas ao setor terciário aumentando o trabalho informal. Além disso, a reestruturação da cidade também se relaciona com os interesses em recuperar os espaços públicos e fomentar as atividades turísticas. cidades Recentemente Chile, Chile , (Chile) orla isso 2000 principais 1 (1 bibliográfica 2 (2 beminformados bem informados bem-informados 3 (3 participante informal disso turísticas (Chile 200 ( 20

Abstract The restructuring of central areas is an expression of the reproduction of neoliberal policies in cities. Recently, in the commune of Valparaíso (Chile) has undergone transformations in its central area and coastline. Therefore, this article seeks to analyze the neoliberal restructuring of the central area of Valparaíso since the 2000s. The methodology used to achieve the stated objective has three main parts: (1) Bibliographical analysis; (2) Interviews with key informants and (3) Participant observation. The results indicate that the changes generated in Valparaíso are related to the tertiary sector, increasing informal work. In addition, the restructuring of the city is also related to the interests of recovering public spaces and promoting tourist activities. cities Recently Chile (Chile coastline Therefore 2000s s parts 1 (1 analysis 2 (2 3 (3 observation sector work addition activities (

Resumen La reestructuración de áreas centrales es una expresión de la reproducción de las políticas neoliberales en las ciudades. Recientemente, en la comuna de Valparaíso (Chile), han sucedido transformaciones en su área central y borde costero. Por ello, el presente artículo busca analizar la reestructuración neoliberal del área central de la ciudad de Valparaíso desde los años 2000. La metodología utilizada para alcanzar el objetivo planteado suma tres partes principales: (1) Análisis bibliográfico; (2) Entrevistas con informantes clave y; (3) Observación participante. Los resultados apuntan que los cambios generados en Valparaíso están relacionados al sector terciario aumentando el trabajo informal. Además, la reestructuración de la ciudad también se relaciona con el interés en recuperar los espacios públicos y fomentar las actividades turísticas. ciudades Recientemente Chile, Chile , (Chile) costero ello 2000 principales 1 (1 bibliográfico 2 (2 3 (3 participante informal Además turísticas (Chile 200 ( 20

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 (

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.

BACKGROUND: Transnet moves around 80% of South Africa's rail-friendly freight tonne-kilometres, which drops to less than 40% if the rail-only coal and iron ore export lines are excluded OBJECTIVES: Calculating the costs, negative externalities, and job losses caused by Transnet's recent and historical operational issues and using the results to inform future reform possibilities METHOD: Aspects contributing to Transnet's failures are indicated through an assessment of rail freight's decreasing market share and infrastructure investment, port ownership and inefficiency concerns, Transnet's deteriorating financial performance, loss of critical skills, and instances of state capture. Resultant costs and their impact on employment are calculated across various freight flow segments, whereafter reform models are suggested through international benchmarking and extracting lessons from relevant global reforms RESULTS: The cost of Transnet's failures are estimated as 7.43% of gross domestic product. A healthy relationship between the government and the private sector is a frequent occurrence in successful reforms seen globally. Locally, recent government reforms acknowledge a meaningful role for the private sector, which is in turn offering pragmatic and achievable solutions CONCLUSION: Improved private sector participation can contribute to Transnet's recovery. South Africa depends on this collaboration and the development of port and rail master plans to guide the infrastructure development required to meet its overall transportation needs CONTRIBUTION: Actionable implications for policy implementation, the economic regulation and horizontal separation of the freight railway, shifting freight from road to rail, the corporatisation of the port authority, and increasing port efficiency and capacity

Resumen Objetivo: El objetivo del trabajo es analizar la situación actual de las empresas del sector portuario de Veracruz en México en relación con los ODS. Metodología: Para alcanzar este objetivo se desarrolló y aplico una encuesta en línea en empresas del sector portuario en la ciudad de Veracruz. Resultados: Los resultados generales indican que en su mayoría las empresas del sector portuario no conocen los ODS, sin embargo, realizan, sin saberlo, actividades que son propias de ellos. Limitaciones: La falta de respuesta de algunas empresas a las que se envió el cuestionario desarrollado. Conclusiones: Las principales conclusiones son que la situación actual de los ODS en Veracruz es que en su mayoría las empresas del puerto de Veracruz desconocen los ODS, pero hay apertura para poder involucrarse en actividades relacionadas con ellos, así como que hay ODS más representativas que otras debido a la naturaleza de la actividad portuaria. También las acciones para poder desarrollar los ODS en las estrategias de las empresas deben ser integrales, es decir, no deben ser solo una moda o estrategia de mercadotecnia.

Abstract Objective: The objective of this work is to analyze the current situation of companies in the port sector of Veracruz in Mexico in relation to the SDGs. Methodology: To achieve this objective, an online survey was developed and applied to companies in the port sector in the city of Veracruz. Results: The general results indicate that most of the companies in the port sector are not aware of the SDGs, however, they unknowingly carry out activities that are specific to them. Limitations: The lack of response from some companies to which the developed questionnaire was sent. Conclusions: The main conclusions are that the current situation of the SDGs in Veracruz is that most of the companies in the port of Veracruz are unaware of the SDGs, but there is an opening to be able to get involved in activities related to them, as well as that there are SDGs that are more representative than others due to the nature of the port activity. Also, the actions to be able to develop the SDGs in the strategies of the companies must be comprehensive, that is, they must not be just a fad or a marketing strategy.