Journal articles on the topic 'Inland navigation B Germany'

Problem setting. The article deals with the concept of inland navigation law and related issues based on the materials of Germany and Ukraine. The relevance of the study of the concept of inland navigation law is due to its importance for science and practice and its lack of research in Ukraine. The methods of analysis and comparison of theoretical concepts and legal norms, as well as the method of socio-economic statistics were used to argue proposals on the topic under study. Analysis of recent researches and publications. The connection between the concepts of inland navigation law and inland waterway is shown. The German-language works of W. Coriot, J.-H. Krumme, T. Wal-dstein, G. Holland. The subject and direction of the research of Ukrainian scientists P.E. Kazansky, A.V. Kulko, A.P. Efymenko, E.A. Samoilenko and G.V. Samoilenko were determined. Target of the research is to contribute to the improvement of the concept of inland navigation law. Article’s main body. The research was carried out in several stages: from a large number of sources, only those classified as essential by the Institute of Transport and Traffic Law of the University of Mannheim (Germany), one of the most authoritative specialized institutions in Europe, were selected and analyzed; then the commenting on the German law on private law relations of inland shipping and other sources, translated by us into Ukrainian, was completed; in conclusion, the results obtained in Ukraine are compared with the data of German authors. The study showed that the concept of «inland navigation law» is closely related to the definition of the terms inland navigation and inland waterway. The current legislation of Ukraine and the law do not provide an unambiguous formulation of the concept of inland shipping. The assumption that shipping is called inland because it uses inland waterways only partially captures the point. Inland waterways are actually used mainly by inland water transport, the activity of which is regulated by the law of inland navigation. Sea routes mostly serve maritime navigation, which is regulated by maritime law. However, the division of shipping into sea and inland based on the specified criterion (characteristics of the routes used) does not agree with the norms of domestic law and the conclusions of foreign studies. Conclusions and prospects for the development. The results of the study allowed to formulate the concept of inland navigation law as a set of mainly private law norms that regulate relations in the field of navigable use of inland waterways. The analysis of the theoretical and normative bases of the concept of inland waterway and indicators of the level of socioeconomic development of Ukraine and Germany, which affect the state and development of the concepts and norms of inland navigation law, is carried out. The volume of possible increase of cargo transportation, which can stimulate the development of the main issues of inland navigation law, is shown. It is proposed to apply the advanced German experience and temporary solution of the problem of deficiency of normative acts in the field of inland water transport of Ukraine.

The article examines the economic and legal issues of inland navigation development based on the materials of Germany and Ukraine. The relevance of the paper of economic and legal aspects of the development of inland navigation and the legal status of a shipowner is due to their importance for science and practice and insufficient development in Ukraine, as well as a significant expansion of inland navigation against the background of curtailment of sea traffic due to Russian military restrictions on the Black Sea. The purpose of the study is to identify and analyse the economic and legal factors that contribute to the improvement of inland navigation. The authors use the methods of analysis and comparison of theoretical concepts and legal norms, and the method of socio-economic statistics is also used to argue proposals on the topic under study. The paper shows the connection between the concepts of inland navigation law and inland waterways law. This work uses German-language works by W. Korioth, J.-H. Krumme, T. Waldstein, H. Holland. The subject and direction of research of Ukrainian scientists P. Kazanski, A. V. Kulko, A. P. Efimenko, E. A. Samoilenko and G. V. Samoilenko are determined. The results of the study allowed to expand the understanding of the subject matter of inland navigation law as a set of predominantly private law provisions regulating relations in the field of navigation use of inland waterways. The research analyses the theoretical and regulatory foundations of the concept of inland waterway and indicators of the level of socio-economic development of Ukraine and Germany, which influence the state and development of concepts and norms of inland navigation law. Economic justification is provided for the limits of possible increase in cargo transportation, which may have a stimulating effect on the development of inland navigation law. It is proposed to adopt the best German experience and a temporary solution to the problem of the lack of regulations in the field of inland waterway transport of Ukraine.

Problem setting. The development of inland water transport in the European Union is supported by significant investments, legislation and innovations. The results of foreign studies indicate the need to improve the concept of inland waterway in science and legislation, as these are important components of water transport development. By the Resolution of the Cabinet of Ministers of Ukraine No. 136 dated 09.02.2022. "On Approval of the List of Inland Sea Waters and Inland Waterways Categorized as Navigable" and Resolution of the Cabinet of Ministers of Ukraine No. 640 of 12.06.1996 (no longer in force), the Ukrainian part of the Danube River was granted the status of a sea lane. Accordingly, the ports on the Danube River are called not river ports, but sea ports. The granting of the status of a sea lane on a particular river results in the attribution of transportation carried out on them to sea transportation. The share of cargo processing on inland waterways and ports located on them decreases accordingly. Persons involved in river transportation, in order to attract as many customers as possible, are trying to expand the range of their services by granting the port the status of a sea port. If it is able to accept sea vessels, despite the location on the river. This contributes to the reduction of both the volume of traffic on inland waterways and the reduction of funding for their development and legal support. Analysis of recent researches and publications. The term inland waterway was used in the works of the pre-revolutionary scientist Kazansky P.E., in the works of contemporaries Kulko A.V., Efimenko A.P., Samoilenko G.V., Samoilenko E.A., but without its analysis in the context of German law. Target of the research is a comparative analysis of the concept of waterway and its status in the law of inland navigation based on the materials of Ukraine and Germany, studying the possibilities of their improvement in the context of changes in the situation on inland water transport. Article’s main body. The legal status of inland waterways develops along with the development of transport relations. We are talking about relations that arise in connection with the use of waterways, infrastructure and means of transport, as well as relations that exist in the process of preparation and regulation of transportation. The study of the problem of the status of the inland shipping route based only on the materials of Ukraine would be incomplete given the fact that our country does not occupy a leadership position in the specified mode of transport and, as a result, in the relevant law. In Germany, there are thorough laws and extensive commentaries, monographs and scientific articles based on the results of the analysis of court cases, which are a consequence of the rapid development of inland shipping. In Germany, inland shipping relations are regulated by more than a dozen special laws, the most important of which is the law «On Private Law Relations of Inland Shipping (Binnenschiffahrtsgesetz)», which has been in operation for over 100 years - since January 1, 1896. Conclusions and prospects for the development. This allowed to formulate conclusions on the concept and status of inland waterway and proposals for its improvement. There are numerous sources in Germany - thorough laws and extensive commentaries, monographs and scientific articles written on the basis of court cases, which creates grounds for borrowing positive experience. Comparative consideration of the concept of "inland waterway" has revealed the existence of differences that have a negative impact on navigation. They indirectly affect the limits of legal regulation and, as a result, the determination of the share of traffic carried out by certain modes of transport. Differences do not contribute to the development of law or shipping. Ukraine is a party to a number of multilateral and bilateral international conventions, treaties, programs - which creates an information base and the prospect of developing a unified doctrinal and legislative definition of the

<p class="VARAbstract">Rivers form major traffic arteries in pre-modern Central Europe and accurate regional to supra-regional network models of inland navigation are crucial for economic history. However, navigation distances have hitherto been based on modern flow distances, which could be a significant source of error due to modern changes in flow distance and channel pattern. Here, we use a systematic comparison of vectorized old maps, which enlighten the fluvial landscape before most of the large-scale river engineering took place, and modern opensource geodata to deduce change ratios of flow distance and channel patterns. The river courses have been vectorised, edited and divided into comparable grid units. Based on the thalweg, meandering and braided/anabranching river sections have been identified and various ratios have been calculated in order to detect changes in length and channel patterns. Our large-scale analytical approach and Geographic Information System (GIS) workflow are transferable to other rivers in order to deduce change ratios on a European scale. The 19^th century flow distance is suitable to model pre-modern navigation distances. As a case study, we have used our approach to reconstruct changes of flow pattern, flow distance and subsequent changes in navigation distance and transportation time for the rivers Altmühl, Danube, Main, Regnitz, Rednitz, Franconian and Swabian Rezat (Southern Germany). The change ratio is rather heterogeneous with length and travel time changes of the main channel up to 24% and an extensive transformation of channel morphology in many river sections. Based on published travel time data, we have modelled the effect of our change ratios. Shipping between the commercial hubs Ulm and Regensburg, to give an example, was up to 5 days longer based on pre-modern distances. This is highly significant and underlines the necessity for river-specific correction values to model supra-regional networks of pre-modern inland waterways and navigation with higher precision.</p><p>Highlights:</p><ul><li><p>Systematic comparison of old maps and modern geodata to deduce river-specific length correction values to improve supra-regional network models of pre-modern inland navigation.</p></li><li><p>Large-scale analytical approach and transferable GIS workflow for flow distance reconstruction with case studies in Southern Germany.</p></li><li><p>Length changes of navigated fairways result in pre-modern period travel times up to 24% higher in corrected models.</p></li></ul>

Making transport sentences requires taking into account many external and internal factors dependent on changes taking place on the shipping market. The place, time and type of transported cargo, etc., have an impact on the complexity of the transport system structure, which is why it is important to explore the possibilities and create transport optimization models throughout the entire cargo supply chain and analyze issues related to their organization, which affects the safety and reliability of this type of systems. The aim of the article is to present and analyze the concept of the agro cargo supply chain model using inland navigation, in the relations between Poland and the Federal Republic of Germany on the example of the Capital Group OT Logistics S.A. (OTL SA Capital Group). Taking into account the complexity and structure of transport tasks, it is important to look for optimal solutions in the field of transport. Each supply chain model includes only certain selected factors that have a limited impact on the volatility of the transport. It is not possible to build a model that would fully recreate the behavior of the object, with all possible external influences. The article considers the optimization model of inland wheat transport to final consumers, which predicts a constant demand for cereal loads in certain time segments. This model does not provide any rapid domestic fluctuations in demand for wheat at certain time intervals.

Europe's strategies to overcome the challenges in its transport networks since the 1990s are described. In the 1990s, emerging traffic problems and the increasing number of bottlenecks in Europe's transport infrastructure forced the European Union to take action toward integrated transport planning. The political changes in Eastern Europe in 1989 needed to be considered in the development of infrastructure planning, and in 1996 the European Union defined the trans-European network, which covers all transport modes. The transport infrastructure needs assessment process analyzed the transport infrastructure in these countries from 1997 to 1999. Two conferences in 1994 and 1997 defined 10 Pan-European transport corridors in the European Union's neighboring areas. Corridor VII represents the Danube River from Germany to its delta at the Black Sea [2,415 km (1,500 mi)]. The Danube is connected by the Main–Danube Channel with the Rhine River and thus is a backbone of inland navigation in Europe. Improvement of the Danube is one of 30 prioritized projects that were defined by the Van Miert High-Level Group in 2003. Corridor VII has a high potential to solve upcoming transport problems in southeastern Europe. However, inland navigation must improve its services to meet the logistics market's requirements; many European Union–funded and national projects foster these aims.

As recent years have shown, inland waterways are prone to hydroclimatic impacts. Dry spells, such as in 2003, 2015 or 2018, significantly affected freight transport as well as passenger shipping along Central Europe’s major inland waterways, such as the River Rhine. At the same time, heavy rainfall and the proceeding sea-level rise increasingly hamper the management of numerous inland waterways, such as the Kiel Canal. As prognostic information enables waterway stakeholders to take preventive measures regarding hydroclimatic impacts, the demand for extended-range hydrological forecasts tailored to the management and use of waterways is significantly increasing. Based on preliminary studies, the Federal Institute of Hydrology started developing preliminary extended-range forecast products for relevant gauges at the German waterways since 2015. Step-by-step operational services supplying these new forecast products have been set-up. For the River Rhine, a ten-day forecast has been publicly available since 2019. In 2022, a six-week forecast for Rhine and Elbe will further extend the waterway-related forecasting services in Germany. This article provides insight into the setting of these extended navigation-related forecasting services, where the communication of forecast uncertainties is still a major challenge.

In total hip arthroplasty (THA), combined anteversion (CA), the sum of cup anteversion (AV) and stem antetorsion (AT) are used as parameters to assess the appropriateness of overall prosthetic alignment. In this study, we evaluated the CA value based on the post-operative computed tomography (CT) measurements in our patient population who underwent THA using the OrthoPilotTM image-free navigation system (B/BRAUN-Aesculap, Tuttlingen, Germany). During surgery, cup alignment was adjusted with the use of the navigation system while the positioning of the femoral stem was arbitrarily adjusted by the surgeon. Seventy-nine THAs were included in the study. Post-operative CT assessment for the prosthetic alignment showed the average cup inclination and AV values to be 40.5°±4.1° and 20.6°±4.6°, respectively, demonstrating the effectiveness of the navigation system by small values of standard deviation. By contrast, the AT value measured for the stem showed wide variability (mean 23.6°±11.2°). Consequently, the resulting CA was also inconsistent (mean 44.4°±11.2°) and only 61 of the 79 THAs (77.2%) were defined as satisfactory.

Abstract. Emission plumes of around 4700 ship passages were detected between March 2021 and June 2022 in the Upper Rhine Valley in Worms, Germany. In combination with ship-related data recorded via the automatic identification system (AIS), the plume composition of individuals ships was analyzed, and it was possible to quantify their contribution to the overall emission load. To obtain an integral picture of inland ship emissions, nitrogen oxide (NOx = NO + NO2) and carbon dioxide (CO2) measurements in the gas phase were combined with detailed particle-phase measurements including particle number concentration (PNC), particle size distribution (PSD) from 5 nm to 10 µm, particulate matter (PM1 and PM2.5), ultrafine particle fraction (UFP, diameter < 100 nm) and aerosol black carbon (BC). One measuring station was located inside a bridge directly above the navigation channel and was especially helpful in deriving emission factors under real-world driving conditions for the fleet on the Upper Rhine. The other station was situated on a riverbank at about 40 m distance to the shipping lane and was thus representative of the exposure of people working or living close to the Rhine. Inland ships contributed 1.2 µg m−3 or 7 % on average to the local nitrogen dioxide (NO2) concentration at the bridge above the shipping lane. NOx concentrations were increased by 10.5 µg m−3 (50 %), PNC by 800 cm−3 (10 %), PM1 by 0.4 µg m−3 (4 %) and BC by 0.15 µg m−3 (15 %). On the riverbank a NOx increase of 1.6 µg m−3 (8 %) and an NO2 increase of 0.4 µg m−3 (3 %) were observed. More than 75 % of emitted particles were found in the UFP range with a geometric mean particle diameter of 52±23 nm. Calculated emission factors (25–75 percentiles) were 26–44 g kg−1 of fuel for NOx, 1.9–3.2 g kg−1 for NO2, 0.3–0.7 g kg−1 for BC, 0.9–2.3 g kg−1 for PM1 and (1–3) × 1015 kg−1 for PNC, with a large variability observed from ship to ship. Relating these values to ship-specific parameters revealed the importance of engine characteristics, i.e., vessels using old motors with low revolutions per minute (rpm) caused comparably high emission factors for both NOx and PNC. A comparison with emission regulation limits set by the Central Commission for the Navigation of the Rhine (CCNR) and the European Union (EU) showed that – within the uncertainty of our calculation method – mean energy-dependent emission factors under real-driving conditions were slightly exceeding those under controlled laboratory conditions. The results from this study underline the importance of long-term measurements with high temporal resolution to reliably estimate the contribution of inland shipping to air pollution in cities along heavy traffic waterways and to monitor a potential future emission reduction when modernizing the fleet.

The design of a standalone ice breaker vessel destined for inland navigation could be a costly solution for a temporary problem, due to the limited period of time when the vessel is engaged in ice breaking operations. The Romanian Authorities have in their possession a dedicated ice breaker, Perseus, destinated to clear the navigation path on the Maritime Danube River but which cannot navigate upstream on the Fluvial Danube River due to its draft limitations. As a consequence, most vessels trading from Braila and upstream are exposed to high risks due to the possibility of being trapped in ice formations that could be dangerous for both for the crew and vessels during the winter season. A viable solution is represented by designing a removable ice breaker module that could be attached to the existing fleet of pusher vessels. Since it is not a stand-alone vessel, it will not require a dedicated crew onboard and will only operate when ice dams are created along the river and the navigation path needs to be cleared. The existing fleet of pusher vessels is not prepared to navigate in ice covered water and thus structural reinforcement are required to comply with the requirements provided by classification society. The current paper presents the evaluation of the existing structure of a pusher vessel and proposes means of reinforcement to comply with ICE B class notation provided by DNV Class Society. The paper will conclude on the definition of the ice belt area (LIWL, UIWL) along the ship’s side and will provide scantling information for the new structure within the ice belt area.

Abstract The automation of ships will in the long run enable new mobility concepts and profitable business models both for offshore and inland vessels. However, automation in shipping can already today offer significant benefits for the environment as well as for the safety of people, infrastructure and the vessel itself. To gain these advantages, sophisticated sensors, reliable propulsion systems and intelligent algorithms are required. In this context, the project AKOON is investigating the potential of the automation of a river ferry. The ferry under investigation operates on the Rhine near Mainz in Germany and is being converted to a fully automated vessel as part of the research project. This article gives an overview of the guidance, navigation and control (GNC) modules of the automation with focus on the trajectory planning and trajectory tracking modules. The trajectory planning uses hybrid-state A* to find safe and fuel-efficient routes. The subsequent trajectory tracking is achieved by a two-level approach that uses a state-space controller and an optimization-based thrust allocation to efficiently operate the over-actuated propulsion system consisting of four cycloidal propellers. Results from a high-fidelity vessel simulator based on state-of-the-art hydrodynamic simulations show that the presented approach allows the generation of collision-free reference trajectories, that can be tracked safely even in cases of model mismatches and disturbances.

AbstractThe lower limb alignment is influenced by the geometry of the joint surfaces and surrounding soft tissue tension. The mechanical behavior changes in a normal, osteoarthritic, and postoperative knee. The purpose of this study is to determine the dynamic coronal femoral tibial mechanical angle (FTMA) in osteoarthritic knees using computer navigation. The authors hypothesize that there are different varus-valgus patterns between flexion and extension in the osteoarthritic knee. We conducted a transversal observational study and included patients with osteoarthritis who underwent primary navigation TKA (Orthopilot version 4.2; B. Braun Aesculap, Tuttlingen, Germany). In total, 98 consecutive patients with 100 osteoarthritic knee joints, on which total knee arthroplasty was performed in our institution from 2009 to 2010, were enrolled in this prospective study. The FTMA was measured with the patient supine with maximum knee extension possible (considering the value as 0), 30, 60, and 90 degrees. All FMTA data obtained were segmented by hierarchic cluster measuring method. Through the clustering system, five segments were generated for varus patients and three for valgus patients: expected varus, expected valgus, severe varus, severe valgus, structured varus, structured valgus, concave varus, mixed varus-valgus, and mixed valgus-varus. The findings of the present study have demonstrated that there is a well-defined dynamic alignment in osteoarthritic knees, resulting in a wide kinematic variation in the coronal FTMA between flexion and full extension. Further studies will be necessary to determine whether this dynamic approach to FTMA has clinical utility in the surgeon's decision-making process.

INTRODUCTION: Individual motion sickness susceptibility can be rapidly estimated by the motion sickness susceptibility questionnaire (MSSQ), but its stability is affected by various factors. The purpose of this study was to investigate the involved predictive factors of motion sickness screened with uniform samples of Chinese college students and to verify the individual susceptibility difference in marine navigation.METHODS: A total of 1051 college students (719 men, 332 women; mean age: 18.32 ± 0.65 yr) completed the MSSQ. Another 42 men (mean age: 21.12 ± 1.10 yr) took part in 2 separate voyages. MSSQ data were collected before sailing and Graybiel motion sickness questionnaire (GMSQ) data were collected within 24 h after sailing and 24 h before landing.RESULTS: The internal consistency of the MSSQ was 0.685. The mean subscore of the MSSQ-A (18.47 ± 19.49) was significantly higher than that of the MSSQ-B (12.69 ± 14.97). Women had significantly higher MSSQ scores (38.29 ± 33.49) than men (27.87 ± 30.27). The mean MSSQ score of the inland subjects (33.97 ± 33.35) was significantly higher than that of the coastal subjects (27.81 ± 29.24). Nearly 93% of new seafarers experienced seasickness during their first navigation. The MSSQ score was positively correlated with seasickness symptoms (r = 0.706).CONCLUSION: Gender, age, and birthplace appear to be important predictors of motion sickness for Chinese college students. Specifically, women, younger people, and people who were born in inland China seem more prone to the syndrome. A high MSSQ score is a risk factor for seasickness. However, long-term voyages can lead to habituation, which reduces the occurrence of seasickness.Zhang X, Sun Y. Motion sickness predictors in college students and their first experience sailing at sea. Aerosp Med Hum Perform. 2020; 91(2):71–78.

Представлены результаты сравнения расчётов сопротивления приближенными параметрическими и численными методами. Рассчитано сопротивление воды движению речного служебного судна. Использованы параметрические методы G. van Oortmerssen, DeGroot RB, Holtrop, реализованные в программных продуктах FreeShip и NavCad. Для численного моделирования использовался программный комплекс вычислительной гидродинамики FineMarineTM. По сравнению с результатами численного моделирования, расчеты в программе FreeShip методом van Oortmerssen показывают достаточное совпадение при Fr>0,29, в то время как NavCad этот же метод в диапазоне Fr от 0,29 до 0,41 показывает отличие от 0 до 40 процентов. Метод DE Groot RB в диапазоне Fr=0,24…0,36 показывает большую ошибку, занижая сопротивление на 14…26%, и завышает результат при Fr=0,41 до 20%. Сделан вывод о необходимости разработки специального параметрического метода оценки сопротивления для судов вспомогательного флота внутреннего плавания с небольшими отношениями L/B и B/T. The comparison results for parametric and numerical methods of ships resistance prediction are given. The water resistance to the movement of a river service vessel was calculated by the parametric methods of G. van Oortmerssen, DeGroot RB, Holtrop, implemented in the FreeShip and NavCad software products. For numerical modeling, the FineMarineTM САВ-code was used. Compared with the results of numerical simulations, the calculations results FreeShip using the van Oortmerssen method show sufficient agreement at Fr> 0.29, while the NavCad method in the Fr range from 0.29 to 0.41 shows a difference from 0 to 40 percent. DE Groot RB method in the range Fr = 0.24 0.36 shows a larger error, underestimating the resistance by 14 ... 26%, and overestimates the result at Fr = 0.41 to 20%. In general, the work shows that for technical fleet ships of the inland navigation with small L/B and B/T ratios, it is advisable to develop a special parametric method for determining resistance, based on the results of model and field tests, as well as numerical modeling.

Historically, the main cause of urban disasters in Brazil is flooding events, which are becoming more recurrent due to climate changes and intensive urbanization, causing extensive infrastructure, economic and life losses. The formation of Brazilian Metropolitan Areas goes back to the early twentieth century, with urban expansion following river basins, as regional transportation relied on inland navigation. The transition to road-based transport structured further urban sprawl from the mid-twentieth century onward, as road-circulation axes expanded across flood-prone areas. Mapping those hydrogeological risks is important to understand their effect on the existent road-circulation network structure cohesiveness. From the hydrogeological risk assessment data, this article evaluates potential changes imposed by extreme flood events on the road infrastructure at municipal and metropolitan scales. Space Syntax methods applied to an empirical case – the Porto Alegre Metropolitan Region – allow for comparative analyses between the urban network of current and flooding-event simulations and depict (a) the urban grids’ structural transformations under flooding, (b) the road elements at risk, and (c) the system’s spatial integrity and circulation disruptions. The resulting cartography can subside governance and urban planning strategies to cope with floodings at different territorial scales, addressing changes on local–regional circulation patterns, system breaking points and tendencies of urban land parcelling on vulnerable areas.

The main regularities of the post-war recovery and growth of the cargo turnover of the Soviet commercial seaports in 1946-1955 are determined. The analysis of the dynamics of the cargo turnover of the ports of the USSR, the ports of Great Britain, Germany, Italy, the Netherlands, France and the USA for 1946-1955, 1928-1955, 1913-1955 is carried out, a quantitative assessment is given of the recovery rate of the cargo turnover of their seaports after the Second World War. A comparison is made of the decrease in the cargo turnover of Soviet ports as a result of the Civil, First and Second World Wars. The dynamics of the volume and cost of transshipment of export and import cargoes in seaports and foreign trade cargo turnover of the USSR has been studied. An analysis was made of the growth rates of the cargo turnover of seaports in comparison with the growth rates of the volume of transportation by rail and inland water transport, the volume of production of industries, the products of which formed the basis of the cargo base of maritime transport. The dynamics of the cargo turnover of ports by sea basins is studied, a quantitative assessment is given of the growth in the cargo turnover of sea basins due to ports in the annexed territories based on the results of the Second World War. The cargo turnover of the largest ports of the Baltic basin in the first half of the 20th century is studied. The dynamics of cargo turnover of seaports by types of cargo has been studied. A decrease in the share of oil transshipment due to the development of a new oil-producing region and the development of pipeline transport has been revealed. The dynamics of port cargo turnover by types of navigation has been studied. An increase in the transshipment of imported cargo due to trophy cargo and war reparations was revealed. There has been analyzed the volume, cost and transportation length of the goods from Germany, Hungary, Romania and Finland on account of reparations.

The aim of our study was to provide a first overview of the population genetic structure of the invasive Chinese sleeper, Perccottus glenii, (Actinopterygii: Odontobutidae) in European water bodies. This species originates from inland waters of north-eastern China, northern North Korea and the Russian Far East. The 1172 bp long portion of the cytochrome b gene was sequenced from Chinese sleeper specimens collected from a variety of water bodies in Belarus, Bulgaria, Hungary, Germany, Latvia, Lithuania, Poland, Russia (European part) and Ukraine. Our study revealed that the invasive Chinese sleeper in Europe consists of at least three distinct haplogroups that may represent independent introduction events from different parts of its native area; i.e. three founding populations: (1) Baltic haplogroup that may originate either from fish introduced inadvertent from Russia or from some unidentified source (release by aquarists). So far, this haplogroup has been found only in the Daugava basin in Latvia. (2) East-European haplogroup that may originate from an unintentional introduction to the Volga basin in Russia and has expanded westward. So far, this group was recorded in the Volga, Upper Dnieper and Neman drainages in Belarus, Lithuania, and Russia. (3) Carpathian haplogroup, that originated from individuals unintentionally introduced with Asian cyprinid fishes to Lviv region in Ukraine and are now widely distributed in Central Europe.

Contemporary advances in technology have allowed the transfer of knowledge from industrial laser melting systems to surgery; such an approach could increase the degree of accuracy in orbital restoration. The aim of this study was to examine the accuracy of selective laser melted PSIs (patient-specific implants) and navigation in primary orbital reconstruction. Ninety-six patients with orbital fractures were included in this study. Planned vs. achieved orbital volumes (a) and angles (b) were compared to the unaffected side (n = 96). The analysis included the overlay of post-treatment on planned images (iPlan 3.0.5, Brainlab®, Feldkirchen, Germany). The mean difference in orbital volume between the digitally planned orbit and the postoperative orbit was 29.16 cm3 (SD 3.54, presurgical) to 28.33 cm3 (SD 3.64, postsurgical, t = 5.00, df = 95.00; p < 0.001), resulting in a mean volume difference (planned vs. postop) of less than 1 cm3. A 3D analysis of the color mapping showed minor deviations compared to the mirrored unaffected side. The results suggested that primary reconstruction in complex orbital wall fractures can be routinely achieved with a high degree of accuracy by using selective laser melted orbital PSIs.

Na przełomie XVIII i XIX wieku władze pruskie połączyły kanałem wodnym Wartę koło Konina z Jeziorem Pątnowskim, a także planowały kolejny kanał łączący jeziora Ślesińskie i Gopło. Z powodów wojen i poprowadzenia granicy między Niemcami i Rosją w rejonie Gopła do realizacji tego projektu nie doszło. Istniejący przez cały XIX wiek Kanał Mikorzyński pełnił funkcję rowu odwadniającego, a w mniejszym stopniu kanału do spławu drewna czy żeglugi. Powstanie państwa polskiego w 1918 roku dało impuls do projektowania kanału śródlądowego Śląsk-Wisła, biegnącego przez centralne ziemie państwa, ale niewykorzystującego połączenia między Wartą i Gopłem. Odcinek ten mający charakter lokalny (do 200 ton) projektowały władze Wielkopolski z Poznaniem i Bydgoszczą. Ostatecznie kanał warciańsko-goplański rząd włączył w skład projektowanego kanału węglowego określając jego wielkość transportową na 600 ton. Brak funduszy powodował stałe przekładanie terminu rozpoczęcia budowy kanału Wart-Gopło, pomimo ponawiania przez rząd co kila lat zapowiedzi rozpoczęciu robót. Za budową szlaku wodnego opowiadały się powiaty leżące przy kanale a także te dalej położone, władze miast dużych i małych, organizacje oraz stowarzyszenia techniczne a także gospodarcze Polski zachodniej. Wstępny plan kanału przygotowany w latach 1923-1927 został w latach 1936-1937 uszczegółowiony i przyjęty do realizacji. Prace ziemne ruszyły w maju 1938 roku. Treatment of Water Binks of Warta with Goplo (until 1937) At the turn of the 18th and 19th centuries, the Prussian authorities connected the Warta water channel near Konin with Lake Pątnowski and planned another canal linking Lakes Ślesińskie and Gopło. Due to the wars and the demarcation of borders between Germany and Russia in the Goplo region, this project could not be realized. The Mikorzyn Canal, which existed throughout the 19th century, was used as a drainage ditch and, to a lesser extent, as a channel for the drainage of wood or navigation. The founding of the Polish state in 1918 led to the planning of the Silesian-Vistula inland canal, which runs through the central areas of the state but does not use the connection between Warta and Goplo. This section with a local character (up to 200 tonnes) was planned by the authorities of Wielkopolska with Poznań and Bydgoszcza. Finally, the government in Warciańsko-Goplansk included the planned coal channel and defined its transport volume at 600 tonnes. The lack of funding led to a constant postponement of the start of construction of the Warta-Gopło Canal, despite the government’s announcement that it would begin work every few years. For the construction of the waterway the counties located on the canal and the more distant counties, the authorities of the large and small towns, the organizations and technical and economic associations of western Poland have spoken out. The preliminary canal plan drawn up in the years 1923-1927 was refined from 1936 to 1937 and accepted for realisation. Earthworks began in May 1938.

This research intends to cover the process of establishment of the U.S.–Saudi relations, and the factors it was influenced by. It is based on the study of the U.S. foreign policy documents. The research has revealed that the United States recognized the government of the Kingdom of Hejaz and Nejd (February 1931) after an agreement was reached to elevate its diplomatic representation in Iraq to the ambassadorial level. That means that the U.S. prioritized relations with the Kingdom of Iraq to relations with the Kingdom of Hejaz and Nejd. The United States recognized the government of the King Ibn Saud due to commercial interests. Hereafter the Department of State initiated the U.S.–Saudi Provisional Agreement in regard to Diplomatic and Consular Representation, Juridical Protection, Commerce and Navigation, signed in November 1933. It was aimed at protecting the rights of the U.S. citizens, who worked in the Kingdom since 1931, especially after obtaining the oil concession by the California Standard Oil company in May 1933. However, the diplomatic representative to Saudi Arabia was not appointed. This issue was mainstreamed when commercial volumes of oil were discovered in Saudi Arabia in 1938, the U.S. oil company signed its second concession agreement in 1939, and the U. S. commercial interests in Saudi Arabia had significantly increased. Besides, the representatives of Great Britain, Germany and Japan intensified their activities to obtain oil concessions in Saudi Arabia. The King Ibn Saud highly appreciated exclusively commercial U.S. interests, the absence of its intentions to expand political influence or to take over Saudi territories. For these reasons, he preferred cooperation with the United States to other nations. The U.S.–Saudi diplomatic relations were established on February 4, 1940, when B. Fish, who was the U. S. Minister–resident in Egypt, presented his credentials to the King Ibn Saud. The decision to establish diplomatic representation in Saudi Arabia was taken in June–July 1939. It was caused by the increasing competition for Saudi oil, not a beginning of the World War, as some scholars suggest.

Na atualidade, um grande impacto nos reservatórios de água doce é a eutrofização, que afeta diretamente o tratamento e uso da água para abastecimento público, navegação, fauna e flora aquática e impacto visual. A clorofila-a é um dos indicadores de estado trófico da água e pode ser determinada utilizando sensoriamento remoto. Desta forma, este estudo objetivou determinar a concentração de clorofila-a na barragem de Chapéu d’Uvas em Juiz de Fora (Brasil), um dos principais mananciais de abastecimento público da cidade. Através de um modelo utilizando imagens do satélite Sentinel-2 foi avaliado o comportamento espaço-temporal da concentração do componente, foi correlacionado com dados de pluviosidade, temperatura, evaporação e uso e ocupação do solo em torno da barragem. Também foi aplicado um modelo para determinar o índice de estado trófico, que apresenta o grau de trofia que o corpo hídrico se encontra, classificando Chapéu d’Uvas como estado mesotrófico. Os resultados se mostraram satisfatórios para a espacialização e análise temporal da concentração de clorofila-a, a correlação com os dados de evaporação nos permitiu observar uma compatibilidade direta com a concentração do componente e verificou-se valores de clorofila-a acima da média do reservatório nas regiões de entradas de água pelos riachos e próximos as margens com menos cobertura de vegetação.Determination of Chlorophyll-a Concentration from Remote Sensing in Chapéu d’Úvas Reservoir (State of Minas Gerais, Brazil) A B S T R A C TCurrently, one of the great impacts on the freshwater reservoirs is eutrophication, which directly affects the treatment and use of water for public water supply, navigation, aquatic fauna and flora and visual impact. Chlorophyll-a is one of the water trophic state indicators and it can be determined using remote sensing. Thus, this study aimed to determine chlorophyll-a concentration in Chapéu d’Uvas dam, in Juiz de Fora (Brazil), one of the main water sources of public water supply for the city. From a model that uses Sentinel-2 satellite images, the spatial-temporal behavior of that component concentration was evaluated and correlated with data regarding rainfall, temperature, evaporation, and soil use and occupation around the dam. A model was also applied to determine trophic state index, which presents the body of water trophic state, classifying Chapéu d’Uvas as mesotrophic state. The results were satisfactory regarding spatialization and temporal analysis of chlorophyll-a concentration. The correlation with evaporation data permitted us to observe a direct correspondence with the component concentration. Chlorophyll-a values higher than the reservoir average were found in creek inlets and near the shore with lower vegetal cover.Keywords: eutrophication, Sentinel-2, quality of water, inland waters, trophic state

In 2022, Poland and Germany experienced a prolonged and extensive mass fish kill in the Odra River. During the period from the end of July to the beginning of September 2022, a high level of incidental disease and mortality was observed in various fish species (dozens of different species were found dead). The fish mortality affected five Polish provinces (Silesia, Opole, Lower Silesia, Lubuskie, and Western Pomerania) and involved reservoir systems covering most of the river (the Odra River is 854 km long, of which 742 km are in Poland). Fatal cases were investigated using toxicological, anatomopathological, and histopathological tests. Water samples were collected to determine nutrient status in the water column, phytoplankton biomass, and community composition. High nutrient concentrations indicated high phytoplankton productivity, with favorable conditions for golden algal blooms. The harmful toxins (prymnesins secreted by Prymnesium parvum habitats) had not been found in Poland before, but it was only a matter of time, especially in the Odra River, whose waters are permanently saline and still used for navigation. The observed fish mortality resulted in a 50% decrease in the fish population in the river and affected mainly cold-blooded species. Histopathological examinations of fish showed acute damage to the most perfused organs (gills, spleen, kidneys). The disruption to hematopoietic processes and damage to the gills were due to the action of hemolytic toxins (prymnesins). An evaluation of the collected hydrological, meteorological, biological, and physico-chemical data on the observed spatio-temporal course of the catastrophe, as well as the detection of three compounds from the group of B-type prymnesins in the analyzed material (the presence of prymnesins was confirmed using an analysis of the fragmentation spectrum and the accurate tandem mass spectrometry (MS/MS) measurement, in combination with high-performance liquid chromatography-tandem mass spectrometry (LC-MS/MS), allowed the formulation and subsequent testing of the hypothesis for a direct link between the observed fish mortality and the presence of prymnesins in the Odra River. This article systematizes what is known about the causes of the fish kill in the Odra River in 2022, based on official government reports (one Polish and one German) and the EU technical report by the Joint Research Centre. A review and critical analysis of government findings (Polish and German) on this disaster were conducted in the context of what is known to date about similar cases of mass fish kills.

Ringkøbing in the Middle Ages The last 25 years have seen frequent archaeological excavations in the medieval market town of Ringkøbing. In this paper, the author presents the results and weighs them against the written and cartographic sources in order to gain an overall picture of the emergence and development of the town during the Middle Ages (Fig. 1). Over the years, several local historians have dealt with the history of Ringkøbing. They based their investigations exclusively on the few medieval sources referring to the town, however, and the main issues they concentrated on were the reason for the town being situated exactly there, the origin of its name, its age, and whether it had grown out of an earlier settlement or had been a planned construction. In the first known reference to Ringkøbing, the town is called “rennumkøpingh,” or “the town at Rindum” (Fig. 2). Rindum, or “rennum,” was the rural parish, which had transferred some of its land to the town. A town prospect from around 1677 depicts the small town as seen from the north, with ships anchored on the fjord (Fig. 3). It gives a good impression of the number of streets and their directions. Nevertheless, the first reliable survey of the market town is from the early 19th century (Fig. 4).Ringkøbing is situated on the northern coast of Ringkøbing Fjord, on the edge of a moraine hill, well protected against floods. From the early days, Ringkøbing’s existence was inextricably linked with the navigation conditions on the fjord. Geologists have pointed out that during the Middle Ages the present islands in the tidal area south of Blåvandshuk continued further north, to Bovbjerg. This row of islands is visible on a chart from the mid-16th century (Fig. 5). On the chart, one of the islands is called “Numit,” which is interpreted as “Nyminde,” or “the new mouth.” Huge floods during the 17th century started a major process of drifting of material from the north along the coast, and the channels between the islands sanded up. Just one channel remained navigable, but it moved southward and eventually closed up completely (Fig. 6), which was a disastrous development for Ringkøbing. Nevertheless, during the Middle Ages, ships could still pass unhindered from the sea into the fjord and to Ringkøbing, where they could trade and take in supplies and water.Ringkøbing is situated in an area which has been inhabited since the last Ice Age, and which was especially rich during the Iron Age. By the mid-13th century the area was divided into districts and parishes, and the market town sprouted up in the middle of a well functioning agricultural region. The first actual excavation took place in Ringkøbing in 1978, when the property of Vester Strandgade 14 was investigated by Ringkøbing Museum. An area measuring 44 square metres was examined, and the excavation revealed part of the medieval town (Fig. 7). At the bottom of the excavated area, several furrows observed in a 15 to 20-cm thick humus layer indicated that the area had been farmed right up until the beginning of the activities there in the medieval period. Of the two ditches registered in the area, the earlier one had been dug into the ploughed field, whereas the later ditch was situated approximately in the middle of the medieval culture layer (Fig. 8). Twenty-three post-holes were found, but unfortunately their relationships to each other could not be determined. An extensive layer with a 3.4-metre diameter turned out to be the remains of a well, the shaft of which had been built from granite boulders (Fig. 9). A small bronze buckle was found at the bottom of the well (Fig. 10), and several sherds of imported pottery from around 1300 were found in the filling around the well shaft.The layer sequence was visible in the walls, with the yellow-brown moraine gravel at the bottom, then the above-mentioned humus layer with furrows, and then the homogeneous, grey, medieval culture layer. Above this an earthen floor from the 17th century was visible in several places. The upper layer, with a thickness of c.60 cm, was modern.The medieval layer contained large amounts of pottery sherds, mainly from locally produced grey-brown globular vessels. The rim sherds were from two main pottery types, A and B. Type A, which constitutes the largest group, has the classical, almost S-shaped rim (Fig. 12), whereas type B is characterized by an outward-folded edge creating a flat inner rim (Fig. 13). Both types exist concurrently throughout the medieval culture layer.The glazed pottery sherds represent two types, locally produced earthenware (Fig. 14), and imported pottery. Both types were present in the Vester Strandgade excavation. Of the imported sherds, 39 are from green-glazed jugs with a “raspberry” decoration (Fig. 15). These jugs were produced in the Netherlands around 1300. Sherds from German stoneware found in the medieval layer date from the same time (Fig. 16).The Vester Strandgade excavation was followed by several large and small investigations in the town centre (Fig. 17). “Dyekjærs Have” contained several traces of medieval structures, for instance a large number of post-holes, some of which were from a small building. The pottery material was abundant and consisted mainly of sherds from greyish-brown globular vessels (Fig. 18), but there were also sherds from imported and locally manufactured jugs. Other important town excavations include that of Marens Maw’, where the numerous traces of medieval structure included a row of post-holes interpreted as the outer wall of a house, and the excavation of Øster Strandgade 4, which revealed a late medieval turf-built well (Fig. 19). The excavation of Bojsens Gård also gave interesting results. It was very close to the street, and in this area the medieval culture layer had a depth of up to 60 cm. A ditch dug into the ploughed medieval field represented the earliest activity on this spot. Several structural traces reflected a continuous settlement going back to the early days of the town. Here, too, sherds from globular vessels dominated, but glazed ceramics and stoneware were also represented. The written sources from the Middle Ages reveal nothing about the medieval appearance of the town. The archaeological excavations, on the other hand, have shown that the settlement consisted of houses made from posts dug into the ground, probably half-timbered constructions with wattle-and-daub outer walls, earthen floors, and thatched roofs. The archaeological excavations have also revealed that Ringkøbing sprang up on a ploughed field during the second half of the 13th century. There are no signs of any settlement prior to this, and it is most likely that the town was laid out all at once according to a fixed town plan. No building traces were found in the streets, on Torvet (the market square), on Kirkepladsen (the church square), or on Havnepladsen (the harbour square), and so these squares must have been planned as such from the beginning. The numerous grooves and ditches are interpreted as boundary markers made when the plots were first established. The earliest ones are dug into the ploughed field, and so they must indicate the very first land-registration of the town.In order to found the new market town, an oblong part of Rindum parish had to be confiscated, and the town was marked out in the western part of this as an area measuring approximately 550 by 250 metres (Fig. 20). The streets were laid out in the still existing regular network. There was no harbour, and the ships would anchor in the shallow water off the town. Goods were transported by barge or horse-drawn carriage.In the town centre the market square was laid out, and behind it the square by the church. Ringkøbing’s church is a small Gothic brick building from around 1400. The townsmen probably used the parish church in Rindum during the first 150 years.At the time when Ringkøbing was founded, the Crown was establishing several small coastal towns throughout the kingdom. There was a notable lack of towns along the west coast of Jutland, and the founding of Ringkøbing probably represents a wish to fill this vacuum. At the same time, it was a friendly gesture directed towards the merchants from Northwest Europe whose large merchant ships sailed along the west coast on their way to and from the major markets in the Baltic. It was in the king’s interest to control the trade in the country, as it enabled him to levy taxes and to oppose the Hanseatic League’s attempt to monopolise foreign trade.Life in medieval Ringkøbing was based on trade and crafts, and the king controlled both through his assignment of privileges. The first preserved trade licence concerning medieval Ringkøbing is from 1443, but that document is in fact a confirmation of a privilege previously granted.The archaeological excavations and the written sources have informed us that the town’s trade interests lay across the North Sea. The town’s own merchants travelled overseas, and foreign merchants passed through. Foreign goods such as glazed jugs, stoneware jugs, and woollen cloth were imported from the Netherlands, Flanders, and Germany. The sources also indicate that a hinterland reaching far into Jutland used Ringkøbing for disembarkation. After the Middle Ages, the sources describe Ringkøbing as a small town, at times rather poor, which often had to ask permission to postpone the tax payments for which it was liable. The earliest depictions and maps also give the impression of a small town taking up less space than it did during the Middle Ages (Fig. 21).It will be interesting to learn whether future excavations in Ringkøbing will radically change the picture of the town presented here.Helle HenningsenRingkøbing Museum Translated by Annette Lerche Trolle

Education in Oceania continues to reflect the embedded implicit and explicit colonial practices and processes from the past. This paper conceptualises a cultural approach to education and leadership appropriate and relevant to the Republic of the Marshall Islands. As elementary school leaders, we highlight Kanne Lobal, a traditional Marshallese navigation practice based on indigenous language, values and practices. We conceptualise and develop Kanne Lobal in this paper as a framework for understanding the usefulness of our indigenous knowledge in leadership and educational practices within formal education. Through bwebwenato, a method of talk story, our key learnings and reflexivities were captured. We argue that realising the value of Marshallese indigenous knowledge and practices for school leaders requires purposeful training of the ways in which our knowledge can be made useful in our professional educational responsibilities. Drawing from our Marshallese knowledge is an intentional effort to inspire, empower and express what education and leadership partnership means for Marshallese people, as articulated by Marshallese themselves. Introduction As noted in the call for papers within the Waikato Journal of Education (WJE) for this special issue, bodies of knowledge and histories in Oceania have long sustained generations across geographic boundaries to ensure cultural survival. For Marshallese people, we cannot really know ourselves “until we know how we came to be where we are today” (Walsh, Heine, Bigler & Stege, 2012). Jitdam Kapeel is a popular Marshallese concept and ideal associated with inquiring into relationships within the family and community. In a similar way, the practice of relating is about connecting the present and future to the past. Education and leadership partnerships are linked and we look back to the past, our history, to make sense and feel inspired to transform practices that will benefit our people. In this paper and in light of our next generation, we reconnect with our navigation stories to inspire and empower education and leadership. Kanne lobal is part of our navigation stories, a conceptual framework centred on cultural practices, values, and concepts that embrace collective partnerships. Our link to this talanoa vā with others in the special issue is to attempt to make sense of connections given the global COVID-19 context by providing a Marshallese approach to address the physical and relational “distance” between education and leadership partnerships in Oceania. Like the majority of developing small island nations in Oceania, the Republic of the Marshall Islands (RMI) has had its share of educational challenges through colonial legacies of the past which continues to drive education systems in the region (Heine, 2002). The historical administration and education in the RMI is one of colonisation. Successive administrations by the Spanish, German, Japanese, and now the US, has resulted in education and learning that privileges western knowledge and forms of learning. This paper foregrounds understandings of education and learning as told by the voices of elementary school leaders from the RMI. The move to re-think education and leadership from Marshallese perspectives is an act of shifting the focus of bwebwenato or conversations that centres on Marshallese language and worldviews. The concept of jelalokjen was conceptualised as traditional education framed mainly within the community context. In the past, jelalokjen was practiced and transmitted to the younger generation for cultural continuity. During the arrival of colonial administrations into the RMI, jelalokjen was likened to the western notions of education and schooling (Kupferman, 2004). Today, the primary function of jelalokjen, as traditional and formal education, it is for “survival in a hostile [and challenging] environment” (Kupferman, 2004, p. 43). Because western approaches to learning in the RMI have not always resulted in positive outcomes for those engaged within the education system, as school leaders who value our cultural knowledge and practices, and aspire to maintain our language with the next generation, we turn to Kanne Lobal, a practice embedded in our navigation stories, collective aspirations, and leadership. The significance in the development of Kanne Lobal, as an appropriate framework for education and leadership, resulted in us coming together and working together. Not only were we able to share our leadership concerns, however, the engagement strengthened our connections with each other as school leaders, our communities, and the Public Schooling System (PSS). Prior to that, many of us were in competition for resources. Educational Leadership: IQBE and GCSL Leadership is a valued practice in the RMI. Before the IQBE programme started in 2018, the majority of the school leaders on the main island of Majuro had not engaged in collaborative partnerships with each other before. Our main educational purpose was to achieve accreditation from the Western Association of Schools and Colleges (WASC), an accreditation commission for schools in the United States. The WASC accreditation dictated our work and relationships and many school leaders on Majuro felt the pressure of competition against each other. We, the authors in this paper, share our collective bwebwenato, highlighting our school leadership experiences and how we gained strength from our own ancestral knowledge to empower “us”, to collaborate with each other, our teachers, communities, as well as with PSS; a collaborative partnership we had not realised in the past. The paucity of literature that captures Kajin Majol (Marshallese language) and education in general in the RMI is what we intend to fill by sharing our reflections and experiences. To move our educational practices forward we highlight Kanne Lobal, a cultural approach that focuses on our strengths, collective social responsibilities and wellbeing. For a long time, there was no formal training in place for elementary school leaders. School principals and vice principals were appointed primarily on their academic merit through having an undergraduate qualification. As part of the first cohort of fifteen school leaders, we engaged in the professional training programme, the Graduate Certificate in School Leadership (GCSL), refitted to our context after its initial development in the Solomon Islands. GCSL was coordinated by the Institute of Education (IOE) at the University of the South Pacific (USP). GCSL was seen as a relevant and appropriate training programme for school leaders in the RMI as part of an Asia Development Bank (ADB) funded programme which aimed at “Improving Quality Basic Education” (IQBE) in parts of the northern Pacific. GCSL was managed on Majuro, RMI’s main island, by the director at the time Dr Irene Taafaki, coordinator Yolanda McKay, and administrators at the University of the South Pacific’s (USP) RMI campus. Through the provision of GCSL, as school leaders we were encouraged to re-think and draw-from our own cultural repository and connect to our ancestral knowledge that have always provided strength for us. This kind of thinking and practice was encouraged by our educational leaders (Heine, 2002). We argue that a culturally-affirming and culturally-contextual framework that reflects the lived experiences of Marshallese people is much needed and enables the disruption of inherent colonial processes left behind by Western and Eastern administrations which have influenced our education system in the RMI (Heine, 2002). Kanne Lobal, an approach utilising a traditional navigation has warranted its need to provide solutions for today’s educational challenges for us in the RMI. Education in the Pacific Education in the Pacific cannot be understood without contextualising it in its history and culture. It is the same for us in the RMI (Heine, 2002; Walsh et al., 2012). The RMI is located in the Pacific Ocean and is part of Micronesia. It was named after a British captain, John Marshall in the 1700s. The atolls in the RMI were explored by the Spanish in the 16th century. Germany unsuccessfully attempted to colonize the islands in 1885. Japan took control in 1914, but after several battles during World War II, the US seized the RMI from them. In 1947, the United Nations made the island group, along with the Mariana and Caroline archipelagos, a U.S. trust territory (Walsh et al, 2012). Education in the RMI reflects the colonial administrations of Germany, Japan, and now the US. Before the turn of the century, formal education in the Pacific reflected western values, practices, and standards. Prior to that, education was informal and not binded to formal learning institutions (Thaman, 1997) and oral traditions was used as the medium for transmitting learning about customs and practices living with parents, grandparents, great grandparents. As alluded to by Jiba B. Kabua (2004), any “discussion about education is necessarily a discussion of culture, and any policy on education is also a policy of culture” (p. 181). It is impossible to promote one without the other, and it is not logical to understand one without the other. Re-thinking how education should look like, the pedagogical strategies that are relevant in our classrooms, the ways to engage with our parents and communities - such re-thinking sits within our cultural approaches and frameworks. Our collective attempts to provide a cultural framework that is relevant and appropriate for education in our context, sits within the political endeavour to decolonize. This means that what we are providing will not only be useful, but it can be used as a tool to question and identify whether things in place restrict and prevent our culture or whether they promote and foreground cultural ideas and concepts, a significant discussion of culture linked to education (Kabua, 2004). Donor funded development aid programmes were provided to support the challenges within education systems. Concerned with the persistent low educational outcomes of Pacific students, despite the prevalence of aid programmes in the region, in 2000 Pacific educators and leaders with support from New Zealand Aid (NZ Aid) decided to intervene (Heine, 2002; Taufe’ulungaki, 2014). In April 2001, a group of Pacific educators and leaders across the region were invited to a colloquium funded by the New Zealand Overseas Development Agency held in Suva Fiji at the University of the South Pacific. The main purpose of the colloquium was to enable “Pacific educators to re-think the values, assumptions and beliefs underlying [formal] schooling in Oceania” (Benson, 2002). Leadership, in general, is a valued practice in the RMI (Heine, 2002). Despite education leadership being identified as a significant factor in school improvement (Sanga & Chu, 2009), the limited formal training opportunities of school principals in the region was a persistent concern. As part of an Asia Development Bank (ADB) funded project, the Improve Quality Basic Education (IQBE) intervention was developed and implemented in the RMI in 2017. Mentoring is a process associated with the continuity and sustainability of leadership knowledge and practices (Sanga & Chu, 2009). It is a key aspect of building capacity and capabilities within human resources in education (ibid). Indigenous knowledges and education research According to Hilda Heine, the relationship between education and leadership is about understanding Marshallese history and culture (cited in Walsh et al., 2012). It is about sharing indigenous knowledge and histories that “details for future generations a story of survival and resilience and the pride we possess as a people” (Heine, cited in Walsh et al., 2012, p. v). This paper is fuelled by postcolonial aspirations yet is grounded in Pacific indigenous research. This means that our intentions are driven by postcolonial pursuits and discourses linked to challenging the colonial systems and schooling in the Pacific region that privileges western knowledge and learning and marginalises the education practices and processes of local people (Thiong’o, 1986). A point of difference and orientation from postcolonialism is a desire to foreground indigenous Pacific language, specifically Majin Majol, through Marshallese concepts. Our collective bwebwenato and conversation honours and values kautiej (respect), jouj eo mour eo (reciprocity), and jouj (kindness) (Taafaki & Fowler, 2019). Pacific leaders developed the Rethinking Pacific Education Initiative for and by Pacific People (RPEIPP) in 2002 to take control of the ways in which education research was conducted by donor funded organisations (Taufe’ulungaki, 2014). Our former president, Dr Hilda Heine was part of the group of leaders who sought to counter the ways in which our educational and leadership stories were controlled and told by non-Marshallese (Heine, 2002). As a former minister of education in the RMI, Hilda Heine continues to inspire and encourage the next generation of educators, school leaders, and researchers to re-think and de-construct the way learning and education is conceptualised for Marshallese people. The conceptualisation of Kanne Lobal acknowledges its origin, grounded in Marshallese navigation knowledge and practice. Our decision to unpack and deconstruct Kanne Lobal within the context of formal education and leadership responds to the need to not only draw from indigenous Marshallese ideas and practice but to consider that the next generation will continue to be educated using western processes and initiatives particularly from the US where we get a lot of our funding from. According to indigenous researchers Dawn Bessarab and Bridget Ng’andu (2010), doing research that considers “culturally appropriate processes to engage with indigenous groups and individuals is particularly pertinent in today’s research environment” (p. 37). Pacific indigenous educators and researchers have turned to their own ancestral knowledge and practices for inspiration and empowerment. Within western research contexts, the often stringent ideals and processes are not always encouraging of indigenous methods and practices. However, many were able to ground and articulate their use of indigenous methods as being relevant and appropriate to capturing the realities of their communities (Nabobo-Baba, 2008; Sualii-Sauni & Fulu-Aiolupotea, 2014; Thaman, 1997). At the same time, utilising Pacific indigenous methods and approaches enabled research engagement with their communities that honoured and respected them and their communities. For example, Tongan, Samoan, and Fijian researchers used the talanoa method as a way to capture the stories, lived realities, and worldviews of their communities within education in the diaspora (Fa’avae, Jones, & Manu’atu, 2016; Nabobo-Baba, 2008; Sualii-Sauni & Aiolupotea, 2014; Vaioleti, 2005). Tok stori was used by Solomon Islander educators and school leaders to highlight the unique circles of conversational practice and storytelling that leads to more positive engagement with their community members, capturing rich and meaningful narratives as a result (Sanga & Houma, 2004). The Indigenous Aborigine in Australia utilise yarning as a “relaxed discussion through which both the researcher and participant journey together visiting places and topics of interest relevant” (Bessarab & Ng’andu, 2010, p. 38). Despite the diverse forms of discussions and storytelling by indigenous peoples, of significance are the cultural protocols, ethics, and language for conducting and guiding the engagement (Bessarab & Ng’andu, 2010; Nabobo-Baba, 2008; Sualii-Sauni & Aiolupotea, 2014). Through the ethics, values, protocols, and language, these are what makes indigenous methods or frameworks unique compared to western methods like in-depth interviews or semi-structured interviews. This is why it is important for us as Marshallese educators to frame, ground, and articulate how our own methods and frameworks of learning could be realised in western education (Heine, 2002; Jetnil-Kijiner, 2014). In this paper, we utilise bwebwenato as an appropriate method linked to “talk story”, capturing our collective stories and experiences during GCSL and how we sought to build partnerships and collaboration with each other, our communities, and the PSS. Bwebwenato and drawing from Kajin Majel Legends and stories that reflect Marshallese society and its cultural values have survived through our oral traditions. The practice of weaving also holds knowledge about our “valuable and earliest sources of knowledge” (Taafaki & Fowler, 2019, p. 2). The skilful navigation of Marshallese wayfarers on the walap (large canoes) in the ocean is testament of their leadership and the value they place on ensuring the survival and continuity of Marshallese people (Taafaki & Fowler, 2019; Walsh et al., 2012). During her graduate study in 2014, Kathy Jetnil-Kijiner conceptualised bwebwenato as being the most “well-known form of Marshallese orality” (p. 38). The Marshallese-English dictionary defined bwebwenato as talk, conversation, story, history, article, episode, lore, myth, or tale (cited in Jetnil Kijiner, 2014). Three years later in 2017, bwebwenato was utilised in a doctoral project by Natalie Nimmer as a research method to gather “talk stories” about the experiences of 10 Marshallese experts in knowledge and skills ranging from sewing to linguistics, canoe-making and business. Our collective bwebwenato in this paper centres on Marshallese ideas and language. The philosophy of Marshallese knowledge is rooted in our “Kajin Majel”, or Marshallese language and is shared and transmitted through our oral traditions. For instance, through our historical stories and myths. Marshallese philosophy, that is, the knowledge systems inherent in our beliefs, values, customs, and practices are shared. They are inherently relational, meaning that knowledge systems and philosophies within our world are connected, in mind, body, and spirit (Jetnil-Kijiner, 2014; Nimmer, 2017). Although some Marshallese believe that our knowledge is disappearing as more and more elders pass away, it is therefore important work together, and learn from each other about the knowledges shared not only by the living but through their lamentations and stories of those who are no longer with us (Jetnil-Kijiner, 2014). As a Marshallese practice, weaving has been passed-down from generation to generation. Although the art of weaving is no longer as common as it used to be, the artefacts such as the “jaki-ed” (clothing mats) continue to embody significant Marshallese values and traditions. For our weavers, the jouj (check spelling) is the centre of the mat and it is where the weaving starts. When the jouj is correct and weaved well, the remainder and every other part of the mat will be right. The jouj is symbolic of the “heart” and if the heart is prepared well, trained well, then life or all other parts of the body will be well (Taafaki & Fowler, 2019). In that light, we have applied the same to this paper. Conceptualising and drawing from cultural practices that are close and dear to our hearts embodies a significant ontological attempt to prioritize our own knowledge and language, a sense of endearment to who we are and what we believe education to be like for us and the next generation. The application of the phrase “Majolizing '' was used by the Ministry of Education when Hilda Heine was minister, to weave cultural ideas and language into the way that teachers understand the curriculum, develop lesson plans and execute them in the classroom. Despite this, there were still concerns with the embedded colonized practices where teachers defaulted to eurocentric methods of doing things, like the strategies provided in the textbooks given to us. In some ways, our education was slow to adjust to the “Majolizing '' intention by our former minister. In this paper, we provide Kanne Lobal as a way to contribute to the “Majolizing intention” and perhaps speed up yet still be collectively responsible to all involved in education. Kajin Wa and Kanne Lobal “Wa” is the Marshallese concept for canoe. Kajin wa, as in canoe language, has a lot of symbolic meaning linked to deeply-held Marshallese values and practices. The canoe was the foundational practice that supported the livelihood of harsh atoll island living which reflects the Marshallese social world. The experts of Kajin wa often refer to “wa” as being the vessel of life, a means and source of sustaining life (Kelen, 2009, cited in Miller, 2010). “Jouj” means kindness and is the lower part of the main hull of the canoe. It is often referred to by some canoe builders in the RMI as the heart of the canoe and is linked to love. The jouj is one of the first parts of the canoe that is built and is “used to do all other measurements, and then the rest of the canoe is built on top of it” (Miller, 2010, p. 67). The significance of the jouj is that when the canoe is in the water, the jouj is the part of the hull that is underwater and ensures that all the cargo and passengers are safe. For Marshallese, jouj or kindness is what living is about and is associated with selflessly carrying the responsibility of keeping the family and community safe. The parts of the canoe reflect Marshallese culture, legend, family, lineage, and kinship. They embody social responsibilities that guide, direct, and sustain Marshallese families’ wellbeing, from atoll to atoll. For example, the rojak (boom), rojak maan (upper boom), rojak kōrā (lower boom), and they support the edges of the ujelā/ujele (sail) (see figure 1). The literal meaning of rojak maan is male boom and rojak kōrā means female boom which together strengthens the sail and ensures the canoe propels forward in a strong yet safe way. Figuratively, the rojak maan and rojak kōrā symbolise the mother and father relationship which when strong, through the jouj (kindness and love), it can strengthen families and sustain them into the future. Figure 1. Parts of the canoe Source: https://www.canoesmarshallislands.com/2014/09/names-of-canoe-parts/ From a socio-cultural, communal, and leadership view, the canoe (wa) provides understanding of the relationships required to inspire and sustain Marshallese peoples’ education and learning. We draw from Kajin wa because they provide cultural ideas and practices that enable understanding of education and leadership necessary for sustaining Marshallese people and realities in Oceania. When building a canoe, the women are tasked with the weaving of the ujelā/ujele (sail) and to ensure that it is strong enough to withstand long journeys and the fierce winds and waters of the ocean. The Kanne Lobal relates to the front part of the ujelā/ujele (sail) where the rojak maan and rojak kōrā meet and connect (see the red lines in figure 1). Kanne Lobal is linked to the strategic use of the ujelā/ujele by navigators, when there is no wind north wind to propel them forward, to find ways to capture the winds so that their journey can continue. As a proverbial saying, Kanne Lobal is used to ignite thinking and inspire and transform practice particularly when the journey is rough and tough. In this paper we draw from Kanne Lobal to ignite, inspire, and transform our educational and leadership practices, a move to explore what has always been meaningful to Marshallese people when we are faced with challenges. The Kanne Lobal utilises our language, and cultural practices and values by sourcing from the concepts of jouj (kindness, love), kautiej (respect), and jouj eo mour eo (reciprocity). A key Marshallese proverb, “Enra bwe jen lale rara”, is the cultural practice where families enact compassion through the sharing of food in all occurrences. The term “enra” is a small basket weaved from the coconut leaves, and often used by Marshallese as a plate to share and distribute food amongst each other. Bwe-jen-lale-rara is about noticing and providing for the needs of others, and “enra” the basket will help support and provide for all that are in need. “Enra-bwe-jen-lale-rara” is symbolic of cultural exchange and reciprocity and the cultural values associated with building and maintaining relationships, and constantly honouring each other. As a Marshallese practice, in this article we share our understanding and knowledge about the challenges as well as possible solutions for education concerns in our nation. In addition, we highlight another proverb, “wa kuk wa jimor”, which relates to having one canoe, and despite its capacity to feed and provide for the individual, but within the canoe all people can benefit from what it can provide. In the same way, we provide in this paper a cultural framework that will enable all educators to benefit from. It is a framework that is far-reaching and relevant to the lived realities of Marshallese people today. Kumit relates to people united to build strength, all co-operating and working together, living in peace, harmony, and good health. Kanne Lobal: conceptual framework for education and leadership An education framework is a conceptual structure that can be used to capture ideas and thinking related to aspects of learning. Kanne Lobal is conceptualised and framed in this paper as an educational framework. Kanne Lobal highlights the significance of education as a collective partnership whereby leadership is an important aspect. Kanne Lobal draws-from indigenous Marshallese concepts like kautiej (respect), jouj eo mour eo (reciprocity), and jouj (kindness, heart). The role of a leader, including an education leader, is to prioritise collective learning and partnerships that benefits Marshallese people and the continuity and survival of the next generation (Heine, 2002; Thaman, 1995). As described by Ejnar Aerōk, an expert canoe builder in the RMI, he stated: “jerbal ippān doon bwe en maron maan wa e” (cited in Miller, 2010, p. 69). His description emphasises the significance of partnerships and working together when navigating and journeying together in order to move the canoe forward. The kubaak, the outrigger of the wa (canoe) is about “partnerships”. For us as elementary school leaders on Majuro, kubaak encourages us to value collaborative partnerships with each other as well as our communities, PSS, and other stakeholders. Partnerships is an important part of the Kanne Lobal education and leadership framework. It requires ongoing bwebwenato – the inspiring as well as confronting and challenging conversations that should be mediated and negotiated if we and our education stakeholders are to journey together to ensure that the educational services we provide benefits our next generation of young people in the RMI. Navigating ahead the partnerships, mediation, and negotiation are the core values of jouj (kindness, love), kautiej (respect), and jouj eo mour eo (reciprocity). As an organic conceptual framework grounded in indigenous values, inspired through our lived experiences, Kanne Lobal provides ideas and concepts for re-thinking education and leadership practices that are conducive to learning and teaching in the schooling context in the RMI. By no means does it provide the solution to the education ills in our nation. However, we argue that Kanne Lobal is a more relevant approach which is much needed for the negatively stigmatised system as a consequence of the various colonial administrations that have and continue to shape and reframe our ideas about what education should be like for us in the RMI. Moreover, Kannel Lobal is our attempt to decolonize the framing of education and leadership, moving our bwebwenato to re-framing conversations of teaching and learning so that our cultural knowledge and values are foregrounded, appreciated, and realised within our education system. Bwebwenato: sharing our stories In this section, we use bwebwenato as a method of gathering and capturing our stories as data. Below we capture our stories and ongoing conversations about the richness in Marshallese cultural knowledge in the outer islands and on Majuro and the potentialities in Kanne Lobal. Danny Jim When I was in third grade (9-10 years of age), during my grandfather’s speech in Arno, an atoll near Majuro, during a time when a wa (canoe) was being blessed and ready to put the canoe into the ocean. My grandfather told me the canoe was a blessing for the family. “Without a canoe, a family cannot provide for them”, he said. The canoe allows for travelling between places to gather food and other sources to provide for the family. My grandfather’s stories about people’s roles within the canoe reminded me that everyone within the family has a responsibility to each other. Our women, mothers and daughters too have a significant responsibility in the journey, in fact, they hold us, care for us, and given strength to their husbands, brothers, and sons. The wise man or elder sits in the middle of the canoe, directing the young man who help to steer. The young man, he does all the work, directed by the older man. They take advice and seek the wisdom of the elder. In front of the canoe, a young boy is placed there and because of his strong and youthful vision, he is able to help the elder as well as the young man on the canoe. The story can be linked to the roles that school leaders, teachers, and students have in schooling. Without each person knowing intricately their role and responsibility, the sight and vision ahead for the collective aspirations of the school and the community is difficult to comprehend. For me, the canoe is symbolic of our educational journey within our education system. As the school leader, a central, trusted, and respected figure in the school, they provide support for teachers who are at the helm, pedagogically striving to provide for their students. For without strong direction from the school leaders and teachers at the helm, the students, like the young boy, cannot foresee their futures, or envisage how education can benefit them. This is why Kanne Lobal is a significant framework for us in the Marshall Islands because within the practice we are able to take heed and empower each other so that all benefit from the process. Kanne Lobal is linked to our culture, an essential part of who we are. We must rely on our own local approaches, rather than relying on others that are not relevant to what we know and how we live in today’s society. One of the things I can tell is that in Majuro, compared to the outer islands, it’s different. In the outer islands, parents bring children together and tell them legends and stories. The elders tell them about the legends and stories – the bwebwenato. Children from outer islands know a lot more about Marshallese legends compared to children from the Majuro atoll. They usually stay close to their parents, observe how to prepare food and all types of Marshallese skills. Loretta Joseph Case There is little Western influence in the outer islands. They grow up learning their own culture with their parents, not having tv. They are closely knit, making their own food, learning to weave. They use fire for cooking food. They are more connected because there are few of them, doing their own culture. For example, if they’re building a house, the ladies will come together and make food to take to the males that are building the house, encouraging them to keep on working - “jemjem maal” (sharpening tools i.e. axe, like encouraging workers to empower them). It’s when they bring food and entertainment. Rubon Rubon Togetherness, work together, sharing of food, these are important practices as a school leader. Jemjem maal – the whole village works together, men working and the women encourage them with food and entertainment. All the young children are involved in all of the cultural practices, cultural transmission is consistently part of their everyday life. These are stronger in the outer islands. Kanne Lobal has the potential to provide solutions using our own knowledge and practices. Connie Joel When new teachers become a teacher, they learn more about their culture in teaching. Teaching raises the question, who are we? A popular saying amongst our people, “Aelon kein ad ej aelon in manit”, means that “Our islands are cultural islands”. Therefore, when we are teaching, and managing the school, we must do this culturally. When we live and breathe, we must do this culturally. There is more socialising with family and extended family. Respect the elderly. When they’re doing things the ladies all get together, in groups and do it. Cut the breadfruit, and preserve the breadfruit and pandanus. They come together and do it. Same as fishing, building houses, building canoes. They use and speak the language often spoken by the older people. There are words that people in the outer islands use and understand language regularly applied by the elderly. Respect elderly and leaders more i.e., chiefs (iroj), commoners (alap), and the workers on the land (ri-jerbal) (social layer under the commoners). All the kids, they gather with their families, and go and visit the chiefs and alap, and take gifts from their land, first produce/food from the plantation (eojōk). Tommy Almet The people are more connected to the culture in the outer islands because they help one another. They don’t have to always buy things by themselves, everyone contributes to the occasion. For instance, for birthdays, boys go fishing, others contribute and all share with everyone. Kanne Lobal is a practice that can bring people together – leaders, teachers, stakeholders. We want our colleagues to keep strong and work together to fix problems like students and teachers’ absenteeism which is a big problem for us in schools. Demetria Malachi The culture in the outer islands are more accessible and exposed to children. In Majuro, there is a mixedness of cultures and knowledges, influenced by Western thinking and practices. Kanne Lobal is an idea that can enhance quality educational purposes for the RMI. We, the school leaders who did GCSL, we want to merge and use this idea because it will help benefit students’ learning and teachers’ teaching. Kanne Lobal will help students to learn and teachers to teach though traditional skills and knowledge. We want to revitalize our ways of life through teaching because it is slowly fading away. Also, we want to have our own Marshallese learning process because it is in our own language making it easier to use and understand. Essentially, we want to proudly use our own ways of teaching from our ancestors showing the appreciation and blessings given to us. Way Forward To think of ways forward is about reflecting on the past and current learnings. Instead of a traditional discussion within a research publication, we have opted to continue our bwebwenato by sharing what we have learnt through the Graduate Certificate in School Leadership (GCSL) programme. Our bwebwenato does not end in this article and this opportunity to collaborate and partner together in this piece of writing has been a meaningful experience to conceptualise and unpack the Kanne Lobal framework. Our collaborative bwebwenato has enabled us to dig deep into our own wise knowledges for guidance through mediating and negotiating the challenges in education and leadership (Sanga & Houma, 2004). For example, bwe-jen-lale-rara reminds us to inquire, pay attention, and focus on supporting the needs of others. Through enra-bwe-jen-lale-rara, it reminds us to value cultural exchange and reciprocity which will strengthen the development and maintaining of relationships based on ways we continue to honour each other (Nimmer, 2017). We not only continue to support each other, but also help mentor the next generation of school leaders within our education system (Heine, 2002). Education and leadership are all about collaborative partnerships (Sanga & Chu, 2009; Thaman, 1997). Developing partnerships through the GCSL was useful learning for us. It encouraged us to work together, share knowledge, respect each other, and be kind. The values of jouj (kindness, love), kautiej (respect), and jouj eo mour eo (reciprocity) are meaningful in being and becoming and educational leader in the RMI (Jetnil-Kijiner, 2014; Miller, 2010; Nimmer, 2017). These values are meaningful for us practice particularly given the drive by PSS for schools to become accredited. The workshops and meetings delivered during the GCSL in the RMI from 2018 to 2019 about Kanne Lobal has given us strength to share our stories and experiences from the meeting with the stakeholders. But before we met with the stakeholders, we were encouraged to share and speak in our language within our courses: EDP05 (Professional Development and Learning), EDP06 (School Leadership), EDP07 (School Management), EDP08 (Teaching and Learning), and EDP09 (Community Partnerships). In groups, we shared our presentations with our peers, the 15 school leaders in the GCSL programme. We also invited USP RMI staff. They liked the way we presented Kannel Lobal. They provided us with feedback, for example: how the use of the sail on the canoe, the parts and their functions can be conceptualised in education and how they are related to the way that we teach our own young people. Engaging stakeholders in the conceptualisation and design stages of Kanne Lobal strengthened our understanding of leadership and collaborative partnerships. Based on various meetings with the RMI Pacific Resources for Education and Learning (PREL) team, PSS general assembly, teachers from the outer islands, and the PSS executive committee, we were able to share and receive feedback on the Kanne Lobal framework. The coordinators of the PREL programme in the RMI were excited by the possibilities around using Kanne Lobal, as a way to teach culture in an inspirational way to Marshallese students. Our Marshallese knowledge, particularly through the proverbial meaning of Kanne Lobal provided so much inspiration and insight for the groups during the presentation which gave us hope and confidence to develop the framework. Kanne Lobal is an organic and indigenous approach, grounded in Marshallese ways of doing things (Heine, 2002; Taafaki & Fowler, 2019). Given the persistent presence of colonial processes within the education system and the constant reference to practices and initiatives from the US, Kanne Lobal for us provides a refreshing yet fulfilling experience and makes us feel warm inside because it is something that belongs to all Marshallese people. Conclusion Marshallese indigenous knowledge and practices provide meaningful educational and leadership understanding and learnings. They ignite, inspire, and transform thinking and practice. The Kanne Lobal conceptual framework emphasises key concepts and values necessary for collaborative partnerships within education and leadership practices in the RMI. The bwebwenato or talk stories have been insightful and have highlighted the strengths and benefits that our Marshallese ideas and practices possess when looking for appropriate and relevant ways to understand education and leadership. Acknowledgements We want to acknowledge our GCSL cohort of school leaders who have supported us in the development of Kanne Lobal as a conceptual framework. A huge kommol tata to our friends: Joana, Rosana, Loretta, Jellan, Alvin, Ellice, Rolando, Stephen, and Alan. References Benson, C. (2002). Preface. In F. Pene, A. M. Taufe’ulungaki, & C. Benson (Eds.), Tree of Opportunity: re-thinking Pacific Education (p. iv). Suva, Fiji: University of the South Pacific, Institute of Education. Bessarab, D., Ng’andu, B. (2010). Yarning about yarning as a legitimate method in indigenous research. International Journal of Critical Indigenous Studies, 3(1), 37-50. Fa’avae, D., Jones, A., & Manu’atu, L. (2016). Talanoa’i ‘a e talanoa - talking about talanoa: Some dilemmas of a novice researcher. AlterNative: An Indigenous Journal of Indigenous Peoples,12(2),138-150. Heine, H. C. (2002). A Marshall Islands perspective. In F. Pene, A. M. Taufe’ulungaki, & C. Benson (Eds.), Tree of Opportunity: re-thinking Pacific Education (pp. 84 – 90). Suva, Fiji: University of the South Pacific, Institute of Education. Infoplease Staff (2017, February 28). Marshall Islands, retrieved from https://www.infoplease.com/world/countries/marshall-islands Jetnil-Kijiner, K. (2014). Iep Jaltok: A history of Marshallese literature. (Unpublished masters’ thesis). Honolulu, HW: University of Hawaii. Kabua, J. B. (2004). We are the land, the land is us: The moral responsibility of our education and sustainability. In A.L. Loeak, V.C. Kiluwe and L. Crowl (Eds.), Life in the Republic of the Marshall Islands, pp. 180 – 191. Suva, Fiji: University of the South Pacific. Kupferman, D. (2004). Jelalokjen in flux: Pitfalls and prospects of contextualising teacher training programmes in the Marshall Islands. Directions: Journal of Educational Studies, 26(1), 42 – 54. http://directions.usp.ac.fj/collect/direct/index/assoc/D1175062.dir/doc.pdf Miller, R. L. (2010). Wa kuk wa jimor: Outrigger canoes, social change, and modern life in the Marshall Islands (Unpublished masters’ thesis). Honolulu, HW: University of Hawaii. Nabobo-Baba, U. (2008). Decolonising framings in Pacific research: Indigenous Fijian vanua research framework as an organic response. AlterNative: An Indigenous Journal of Indigenous Peoples, 4(2), 141-154. Nimmer, N. E. (2017). Documenting a Marshallese indigenous learning framework (Unpublished doctoral thesis). Honolulu, HW: University of Hawaii. Sanga, K., & Houma, S. (2004). Solomon Islands principalship: Roles perceived, performed, preferred, and expected. Directions: Journal of Educational Studies, 26(1), 55-69. Sanga, K., & Chu, C. (2009). Introduction. In K. Sanga & C. Chu (Eds.), Living and Leaving a Legacy of Hope: Stories by New Generation Pacific Leaders (pp. 10-12). NZ: He Parekereke & Victoria University of Wellington. Suaalii-Sauni, T., & Fulu-Aiolupotea, S. M. (2014). Decolonising Pacific research, building Pacific research communities, and developing Pacific research tools: The case of the talanoa and the faafaletui in Samoa. Asia Pacific Viewpoint, 55(3), 331-344. Taafaki, I., & Fowler, M. K. (2019). Clothing mats of the Marshall Islands: The history, the culture, and the weavers. US: Kindle Direct. Taufe’ulungaki, A. M. (2014). Look back to look forward: A reflective Pacific journey. In M. ‘Otunuku, U. Nabobo-Baba, S. Johansson Fua (Eds.), Of Waves, Winds, and Wonderful Things: A Decade of Rethinking Pacific Education (pp. 1-15). Fiji: USP Press. Thaman, K. H. (1995). Concepts of learning, knowledge and wisdom in Tonga, and their relevance to modern education. Prospects, 25(4), 723-733. Thaman, K. H. (1997). Reclaiming a place: Towards a Pacific concept of education for cultural development. The Journal of the Polynesian Society, 106(2), 119-130. Thiong’o, N. W. (1986). Decolonising the mind: The politics of language in African literature. Kenya: East African Educational Publishers. Vaioleti, T. (2006). Talanoa research methodology: A developing position on Pacific research. Waikato Journal of Education, 12, 21-34. Walsh, J. M., Heine, H. C., Bigler, C. M., & Stege, M. (2012). Etto nan raan kein: A Marshall Islands history (First Edition). China: Bess Press.

Abstract Background An articulated laparoscope comprises a rigid shaft with an articulated distal end to change the viewing direction. The articulation provides improved navigation of the operating field in confined spaces. Furthermore, incorporation of an actuation system tends to enhance the control of an articulated laparoscope. Methods A preliminary prototype of a scope actuation system to maneuver an off-the-shelf articulated laparoscope (EndoCAMaleon by Karl Storz, Germany) was developed. A user study was conducted to evaluate this prototype for the surgical paradigm of video-assisted thoracic surgery. In the study, the subjects maneuvered an articulated scope under two modes of operation: (a) actuated mode where an operating surgeon maneuvers the scope using the developed prototype and (b) manual mode where a surgical assistant directly maneuvers the scope. The actuated mode was further assessed for multiple configurations based on the orientation of the articulated scope at the incision. Results The data show the actuated mode scored better than the manual mode on all the measured performance parameters including (a) total duration to visualize a marked region, (a) duration for which scope focus shifts outside a predefined visualization region, and (c) number of times for which scope focus shifts outside a predefined visualization region. Among the different configurations tested using the actuated mode, no significant difference was observed. Conclusions The proposed articulated scope actuation system facilitates better navigation of an operative field as compared to a human assistant. Secondly, irrespective of the orientation in which an articulated scope’s shaft is inserted through an incision, the proposed actuation system can navigate and visualize the operative field.

AbstractErosion‐control measures in rivers aim to provide sufficient navigation width, reduce local erosion, or to protect neighboring communities from flooding. These measures are typically devised to solve a local problem. However, local channel modifications trigger a large‐scale channel response in the form of migrating bed level and sediment sorting waves. Our objective is to investigate the large‐scale channel response to such measures. We consider the lower Rhine River from Bonn (Germany) to Gorinchem (the Netherlands), where numerous erosion‐control measures have been implemented since the 1980s. We analyze measured bed level data (1999–2020) around four erosion‐control measures, comprising scour filling, bendway weirs, and two fixed beds. To get further insight on the physics behind the observed behavior, we set up an idealized one‐dimensional numerical model. Finally, we study how the geometry and spacing of the measures affect channel response. We show that erosion‐control measures reduce the sediment flux due to (a) lack of erosion over the measure and (b) sediment trapping upstream of the measure, resulting in downstream‐migrating incision waves that travel tens of kilometers at decadal timescales. When the measures are in close proximity, their downstream effects may be amplified. We conclude that, despite fulfilling erosion‐control goals at the local scale, erosion‐control measures may worsen large‐scale channel‐bed incision.

The article is devoted to the study of foreign trade in goods of Ukraine with the countries of the European Union (hereinafter – the EU) with the identification of priority partners for the purpose of diversification and activation of foreign trade cooperation. It was emphasized that the foreign trade of Ukraine is dominated by trade in goods, where a negative trade balance is formed, in particular, in trade with EU countries. In order to determine the key consumers of domestic goods among the EU-27 countries, an ABC analysis was conducted based on the volume of goods exported to them by Ukraine in 2016–2021. The distribution of EU countries into groups was carried out as follows: group A – countries that account for a significant volume of exports of goods by Ukraine (about 80% of the total volume); group B – countries with an average level of export supplies of goods from Ukraine (about 15%); group C – countries with a small volume of exports of goods from Ukraine (about 5%). ABC-analysis is complemented by XYZ-analysis, which allows to analyze and forecast the stability of export of goods to EU countries. Based on the results of the ABC-XYZ analysis, a conclusion was made regarding the expediency of supporting the volume and dynamics of trade cooperation with key EU partner countries in the export of goods – Poland, Italy, Germany, the Netherlands, Spain, Romania, the Czech Republic, Hungary, Slovakia, Austria, and the need to intensify efforts to increasing the export of goods to countries that in the medium term have the potential to become attractive markets for the consumption of domestic products – France, Bulgaria, Belgium, Lithuania, and to a lesser extent – Denmark, Greece and Latvia. At the same time, it is noted that the vast majority of these countries are highly developed economies of the European Union, and trade in goods with them for Ukraine is disparate. Therefore, it is important to continue cooperation with the EU regarding the signing of the Agreement on Conformity Assessment and Acceptance of Industrial Products, recognition of the equivalence of sanitary and phytosanitary measures for opening markets, and simplifying the export of food and agricultural products. It is also necessary to increase efforts to gradually open public procurement markets. The further liberalization of transport with the EU, the conclusion of agreements in the field of road, inland water and railway transport are also important.

Problem setting. Despite the enormous number of human casualties in transport accidents, as well as the enormous human toll, it is important to recognize the importance of transport safety. Unfortunately, for the time being, neither the authorities nor the public have this understanding. In particular, this is evidenced by the fact that there are practically no regulatory acts that are directly aimed at solving the problem of transport safety. There is no transport safety law, no proper concept and strategy for transport safety. Regulations governing specific transport safety issues are flawed and often contain conflicting provisions. System work in this direction, too, is practically not conducted. Therefore, the creation of a single set of regulatory acts in the field of transport safety in Ukraine is one of the priority tasks today. The aforementioned regulations should be clear, internally consistent and in line with European transport safety standards. To achieve this goal, it is necessary to first develop basic, conceptual provisions, on the basis of which to form the entire subsequent system. The urgency of this problem is caused by the huge losses suffered daily by Ukraine due to the low level of transport safety.In addition to the general legal documents in the form of law, concept, strategy and program, it is necessary to develop sectoral safety programs for individual modes of transport. A public transport development program and an aviation security program are urgently needed. The necessity of bringing national legislation in line with international standards is in particular due to the importance of active development of international transit in Ukraine. Imperfect regulation and a generally low level of transport security in Ukraine can be a major obstacle to making significant profits from international transit, as the security factor for European partners is crucial.Revision, development and approval of a package of regulatory documents on transport safety should be carried out taking into account the current national and international standards, their certification, issuing licenses for the carriage of passengers and goods. Foreign experience in the development of national legislation governing relations in the field of transport safety should be used to create a mechanism for legal regulation of this problem in Ukraine.Recent research and publications analysis. Issues of national security, political, legal, social and psychological aspects of terrorism in the works of V. Antipenko, V. Bogdanovich, V. Yemelyanov, V. Krutov, V. Lipkan, N. Nizhnik, D. Olshansky, M. Sahakyan are sufficiently thoroughly considered. G. Sytnik, Y. Kondratyev, V. Malison and S. Malison, B. Romanyuk, M. Sahakyan, S. Teleshun. Traffic safety, state regulation of transportation were considered by D. Zerkalov, O. Krupina, Y. Nekrasov, A. Tkachenko, O. Sokolov.Highlighting previously unsettled parts of the general problem. Although some of the issues addressed in this work have been addressed in the works of the aforementioned and other authors, the definition of the main areas of application of the regulatory and legal principles of transport safety has not been sufficiently considered. Today a whole set of problems (financial, logistical, social, informational, scientific and technical) of regulatory nature have accumulated, which has not been solved in time.The situation is exacerbated by the lack of a well-established system of ensuring transport safety, insufficient performance of the tasks and functions assigned to it, reducing the level of scientific and technical support of the said activity. This is facilitated by the complexity and lack of study of the nature and peculiarities of the social interconnections that arise between different categories of participants in public relations in the process of functioning of different modes of transport, and especially their legal and regulatory background in ensuring transport safety.Paper main body. The organization of transport security is entrusted to the heads of transport security entities. The subject of transport safety is the main authority in the field of transport safety, the authorities which are competent for transport safety issues, the owners of transport safety objects and persons who use them under other conditions in accordance with the legislation.Structural units are created within the central bodies of executive power, which are responsible for transport safety issues.For the purpose of accomplishing the tasks of ensuring transport safety, the formation of the provision of transport safety is created or contracts are concluded for services with other entities, which are legally entitled to provide transport safety services at other sites.There are transport security actors in each mode of transport. Let’s briefly consider the role of the above entities in each mode of transport of Ukraine.The central executive body, whose activities are directed and coordinated by the Cabinet of Ministers of Ukraine through the Minister of Infrastructure, and which implements the state policy on safety on land transport is the State Transport Security Service of Ukraine (Ukrtransbezopa).State Service for Maritime and River Transport of Ukraine (Maritime Administration), which is the central executive body, whose activities are directed and coordinated by the Cabinet of Ministers of Ukraine through the Minister of Infrastructure and which implements state policy in the fields of maritime and inland waterway transport, merchant shipping, inland navigation, navigation and hydrographic support for maritime affairs, as well as in the field of maritime and inland waterway transport (except in the field of maritime safety of ships fleet fishing industry).The State Aviation Service of Ukraine as the authorized body for civil aviation issues implements the state aviation policy and strategy of Ukraine, carries out state regulation of activities in the field of civil aviation.The Cabinet of Ministers of Ukraine directs and coordinates the activity of this service through the Minister of Infrastructure of Ukraine, but not through regulations, but through regulations.In November 2005, the “Regulation on aviation safety management system” was approved, which defines the order of organization of works on prevention of aviation events, tasks and functions of management, bodies, objects and subjects of management, establishes forms of control over the performance of works and applies to all civil aviation entities of Ukraine irrespective of vi safety in order to harmonize the rules governing transport safety issues for different modes of transport, as well as to bring Ukrainian transport safety legislation into line with Ukraine’s international obligations. Ultimately, it is necessary to create a new, unified legal framework for the effective provision of transport security, taking into account changes in ownership, as well as management approaches.In addition to improving the regulatory aspect of transport safety, it also requires improving the interaction of all executive authorities responsible for transport safety.Conclusions of the research and prospects for further studies. 1. UkrTransport is responsible for safety only on land transport (road transport, urban electric transport and rail transport) therefore, water and air transport safety issues are not within its competence.2. The State Maritime and River Transport Service of Ukraine (Maritime Administration) performs separate functions for the implementation of the state policy in the field of maritime and inland waterway transport (except for the maritime safety of vessels of the fishing industry vessels).3. The State Aviation Service of Ukraine shall manage civil aviation safety and oversight of aviation security.4. The protection of the pipeline transport facilities shall be carried out by special departmental units of protection of the pipeline transport enterprises, as well as by the internal affairs bodies on a contractual basis.5. There are practically no legal acts that are directly aimed at solving the problem of transport safety of Ukraine and the interaction of the subjects of ensuring transport safety in different modes of transport among themselves.6. There is no single body for managing the transport safety of the state, and therefore there is no single overall coordination of the subjects of ensuring the transport safety of Ukraine.We consider the prospects of further exploration to be a study of transport safety issues both in transport in general and in its main types in particular.

IntroductionFor many, north is an abstract point on a compass, an arrow that tells you which way to hold up a map. Though scientifically defined according to the magnetic north pole, and/or the earth’s axis of rotation, these facts are not necessarily discernible to the average person. Perhaps for this reason, the Oxford English Dictionary begins with reference to the far more mundane and accessible sun and features of the human body, in defining north as; “in the direction of the part of the horizon on the left-hand side of a person facing the rising sun” (OED Online). Indeed, many of the words for ‘north’ around the world are etymologically linked to the left hand side (for example Cornish clēth ‘north, left’). We shall see later that even in English, many speakers conceptualise ‘north’ in an egocentric way. Other languages define ‘north’ in opposition to an orthogonal east-west axis defined by the sun’s rising and setting points (see, e.g., the extensive survey of Brown).Etymology aside, however, studies such as Brown’s presume a set of four cardinal directions which are available as primordial ontological categories which may (or may not) be labelled by the languages of the world. If we accept this premise, the fact that a word is translated as ‘north’ is sufficient to understand the direction it describes. There is good reason to reject this premise, however. We present data from three languages among which there is considerable variance in how the words translated as ‘north’ are typically used and understood. These languages are Kuuk Thaayorre (an Australian Aboriginal language spoken on Cape York Peninsula), Marshallese (an Oceanic language spoken in the Republic of the Marshall Islands), and Dhivehi (an Indo-Aryan language spoken in the Maldives). Lastly, we consider the results of an experiment that show Australian English speakers tend to interpret the word north according to the orientation of their own bodies and the objects they manipulate, rather than as a cardinal direction as such.‘North’ in Kuuk ThaayorreKuuk Thaayorre is a Pama-Nyungan language spoken on the west coast of Australia’s Cape York Peninsula in the community of Pormpuraaw. The Kuuk Thaayorre words equivalent to north, south, east and west (hereafter, ‘directionals’) are both complex and frequently used. They are complex in the sense that they combine with prefixes and suffixes to form dozens of words which indicate not only the direction involved, but also the degree of distance, whether there is motion from, towards, to a fixed point, or within a bounded area in that location, proximity to the local river, and more. The ubiquity of these words is illustrated by the fact that the most common greeting formula involves one person asking nhunt wanthan pal yan? ‘where are you going’ and the other responding, for example, ngay yuurriparrop yan ‘I’m going a long way southwards towards the river’, or ngay iilungkarruw yan ‘I’m coming from the northwest’. Directional terms are strewn liberally throughout Kuuk Thaayorre speech. They are employed in the description of both large-scale and small-scale spaces, whether giving directions to a far-off town, asking another person to ‘move a little to the north’, or identifying the person ‘to the east’ of another in a photograph. Likewise, directional gestures are highly frequent, sometimes augmenting the information given in the speech stream, sometimes used in the absence of spoken directions, and other times redundantly duplicating the information given by a directional word.The forms and meanings of directional words are described in detail in Gaby (Gaby 344–52). At the core of this system are six directional roots referring to the north and south banks of the nearby Edward River as well as two intersecting axes. One of these axes is equivalent to the east—west axis familiar to English speakers, and is defined by the apparent diurnal trajectory of the sun. (At a latitude of 14 degrees 54 minutes south, the Kuuk Thaayorre homeland sees little variation in the location of sunrise and sunset through the year.) While the poles of the second axis are translated by the English terms north and south, from a Western perspective this axis is skewed such that Kuuk Thaayorre -ungkarr ‘~north’ lies approximately 35 degrees west of magnetic north. Rather than being defined by magnetic or polar north, this axis aligns with the local coastline. This is true even when the terms are used at inland locations where there is no visual access to the water or parallel sand ridges. How Kuuk Thaayorre speakers apply this system to environments further removed from this particular stretch of coast—especially in the presence of a differently-oriented coast—remains a topic for future research.‘North’ in MarshalleseMarshallese is the language of the people of the Marshall Islands, an expansive archipelago consisting of 22 inhabited atolls and three inhabited non-atoll islands located in the Northern Pacific. The Marshallese have a long history as master navigators, a skill necessary to keep strong links between far-flung and disparate islands (Lewis; Genz).Figure 1: The location of the Marshall IslandsAs with other Pacific languages (e.g. Palmer; Ross; François), Marshallese deploys a complex system of geocentric references. Cardinal directions are historically derived from the Pacific trade winds, reflecting the importance of these winds for navigation and wayfinding. The etymologies of the Marshallese directions are shown in Table 1 below. The terms given in this table are in the Ralik dialect, spoken in the western Marshall Islands. The terms used in the Ratak (eastern) dialect are related, but slightly different in form. See Schlossberg for more detailed discussion. Etymologies originally sourced from Bender et al. and Ross.Table 1: Marshallese cardinal direction words with etymological source semantics EastWestNorthSouthNoun formrearrilik iōn̄ rōkEtymology‘calm shore (of islet)’‘rough shore (of islet)’‘windy season’; ‘season of northerly winds’‘dry season’; ‘season of southerly winds’Verb modifier formtatonin̄a rōn̄aEtymology‘up(wind)’‘down(wind)’‘windy season’; ‘season of northerly winds’‘dry season’; ‘season of southerly winds’As with many other Oceanic languages, Marshallese has three domains of spatial language use: the local domain, the inshore-maritime domain and the navigational domain. Cardinal directions are the sole strategy employed in the navigational domain, which occurs when sailing on the open ocean. In the inshore-maritime domain, which applies when sailing on the ocean or lagoon in sight of land, a land-sea axis is used (The question of whether, in fact, these directions form axes as such is considered further below). Similarly, when walking around an island, a calm side-rough side (of island) axis is employed. In both situations, either the cardinal north-south axis or east-west axis is used to form a secondary cross-axis to the topography-based axis. The cardinal axis parallel to the calm-rough or land-sea axis is rarely used. When the island is not oriented perfectly perpendicular to one of the cardinal axes, the cardinal axes rotate such that they are perpendicular to the primary axis. This can result in the orientation of iōn̄ ‘north’ being quite skewed away from ‘true’ north. An example of how the cardinal and topographic axes prototypically work is exemplified in Figure 2, which shows Jabor, an islet in Jaluit Atoll in the south-west Marshalls.Figure 2: The geocentric directional system of Jabor, Jaluit AtollWhile cartographic cardinal directions comprise two perpendicular axes, this is not the case for many Marshallese. The clearest evidence for this is the directional system of Kili Island, a small non-atoll island approximately 50km west of Jaluit Atoll. The directional system of Kili is similar to that of Jabor, with one notable exception; the iōn̄-rōk ‘north-south’ and rear-rilik ‘east-west’ axes are not perpendicular but rather parallel (Figure 3) The rear-rilik axis takes precedence and the iōn̄-rōk axis is rarely used, showing the primacy of the east-west axis on Kili. This is a clear indication that the Western abstraction of crossed cardinal axes is not in play in the Marshall Islands; the iōn̄-rōk and rear-rilik axes can function completely independently of one another.Figure 3: Geocentric system of spatial reference on KiliSpringdale is a small city in north-west of the landlocked state of Arkansas. It hosts the largest number of expatriate Marshallese in the United States. Of 26 participants in an object placement task, four respondents were able to correctly identify the four cardinal points (Schlossberg). Aside from some who said they simply did not know others gave a variety of answers, including that iōn̄, rōk, rilik and rear only exist in the Marshall Islands. Others imagined a canonical orientation derived from their home atoll and transposed this onto their current environment; one person who was facing the front door in their house in Springdale reported that they imagined they were in their house in the Marshall Islands, where when oriented towards the door, they were facing iōn̄ ‘north’, thus deriving an orientation with respect to a Marshallese cardinal direction. Aside from the four participants who identified the directions correctly, a further six participants responded in a consistent—if incorrect—way, i.e. although the directions were not correctly identified, the responses were consistent with the conceptualisation of crossed cardinal axes, merely that the locations identified were rotated from their true referents. This leaves 16 of the 26 participants (62%) who did not display evidence of having a conceptual system of two crossed cardinal axes.If one were to point in a direction and say ‘this is north’, most Westerners would easily be able to identify ‘south’ by pointing in the opposite direction. This is not the case with Marshallese speakers, many of whom are unable to do the same if given a Marshallese cardinal direction and asked to name its opposite (cf. Schlossberg). This demonstrates that for many Marshallese, each of these cardinal terms do not form axes at all, but rather are four unique locally-anchored points.‘North’ in DhivehiDhivehi is spoken in the Maldives, an archipelago to the southwest of India and Sri Lanka in the Indian Ocean (see Figure 4). Maldivians have a long history of sailing on the open waters, in order to fish and to trade. Traditionally, much of the adult male population would spend long periods of time on such voyages, riding the trade winds and navigating by the stars. For Maldivians, uturu ‘north’ is a direction of safety—the long axis of the Maldivian archipelago runs north to south, and so by sailing north, one has the best possible chance of reaching another island or (eventually) the mainlands of India or Sri Lanka.Figure 4: Location of the MaldivesIt is perhaps unsurprising, then, that many Maldivians are well attuned to the direction denoted by uturu ‘north’, as well as to the other cardinal directions. In an object placement task performed by 41 participants in Laamu Atoll, 32 participants (78%) correctly placed a plastic block ‘to the north’ (uturaṣ̊) of another block when instructed to do so (Lum). The prompts dekonaṣ̊ ‘to the south’ and huḷangaṣ̊ ‘to the west’ yielded similarly high rates of correct responses, though as many as 37 participants (90%) responded correctly to the prompt iraṣ̊ ‘to the east’—this is perhaps because the term for ‘east’ also means ‘sun’ and is strongly associated with the sunrise, whereas the terms for the other cardinal directions are comparatively opaque. However, the path of the sun is not the only environmental cue that shapes the use of Dhivehi cardinal directions. As in Kuuk Thaayorre and Marshallese, cardinal directions in Dhivehi are often ‘calibrated’ according to the orientation of local coastlines. In Fonadhoo, for example, which is oriented northeast to southwest, the system of cardinal directions is rotated about 45 degrees clockwise: uturu ‘north’ points to what is actually northeast and dekona/dekunu ‘south’ to what is actually southwest (i.e., along the length of the island), while iru/iramati ‘east’ and huḷangu ‘west’ are perpendicular to shore (see Figure 5). However, despite this rotated system being in use, residents of Fonadhoo often comment that these are not the ‘real’ cardinal directions, which are determined by the path of the sun.Figure 5: Directions in Fonadhoo, Laamu Atoll, MaldivesIn addition to the four cardinal directions, Dhivehi possesses four intercardinal directions, which are compound terms: iru-uturu ‘northeast’, iru-dekunu ‘southeast’, huḷangu-uturu ‘northwest’, and huḷangu-dekunu ‘southwest’. Yet even a system of eight compass points is not sufficient for describing directions over long distances, especially on the open sea where there are no landmarks to refer to. A system of 32 ‘sidereal’ compass directions (see Figure 6), based on the rising and setting points of stars in the night sky, is available for such purposes—for example, simāgu īran̊ ‘Arcturus rising’ points ENE or 67.5°, while simāgu astamān̊ ‘Arcturus setting’ points WNW or 292.5°. (These Dhivehi names for the sidereal directions are borrowings from Arabic, and were probably introduced by Arab seafarers in the medieval period, see Lum 174-79). Eight sidereal directions coincide with the basic (inter)cardinal directions of the solar compass described earlier. For example, gahā ‘Polaris’ in the sidereal compass corresponds exactly with uturu ‘north’ in the solar compass. Thus Dhivehi has both a sidereal ‘north’ and a solar ‘north’, though the latter is sometimes rotated according to local topography. However, the system of sidereal compass directions has largely fallen out of use, and is known only to older and some middle-aged men. This appears to be due to the diversification of the Maldivian economy in recent decades along with the modernisation of Maldivian fishing vessels, including the introduction of GPS technology. Nonetheless, fishermen and fishing communities use solar compass directions much more frequently than other groups in the Maldives (Lum; Palmer et al.), and some of the oldest men still use sidereal compass directions occasionally.Figure 6: Dhivehi sidereal compass with directions in Thaana script (used with kind permission of Abdulla Rasheed and Abdulla Zuhury)‘North’ in EnglishThe traditional definition of north in terms of Magnetic North or Geographic North is well known to native English speakers and may appear relatively straightforward. In practice, however, the use and interpretation of north is more variable. English speakers generally draw on cardinal directions only in restricted circumstances, i.e. in large-scale geographical or navigational contexts rather than, for example, small-scale configurations of manipulable objects (Majid et al. 108). Consequently, most English speakers do not need to maintain a mental compass to keep track of North at all times. So, if English speakers are generally unaware of where North is, how do they perform when required to use it?A group of 36 Australian English speakers participated in an experimental task where they were presented with a stimulus object (in this case, a 10cm wide cube) while facing S72ºE (Poulton). They were then handed another cube and asked to place it next to the stimulus cube in a particular direction (e.g. ‘put this cube to the north of that cube’). Participants completed a total of 48 trials, including each of the four cardinal directions as target, as well as expressions such as behind, in front of and to the left of. As shown in Figure 7, participants’ responses were categorised in one of three ways: correct, near-correct, or incorrect.Figure 7: Possible responses to prompt of north: A = correct, B = near-correct (aligned with the side of stimulus object closest to north), C = incorrect.Every participant placed their cube in alignment with the axes of the stimulus object (i.e. responses B and C in Figure 7). Orientation to Magnetic/Geographic North was thus insufficient to override the local cues of the task at hand. The 9% of participants showed some awareness of the location of Magnetic/Geographic North, however, by making the near-correct response type B. No participants who behaved in such a way expressed certainty in their responses, however. Most commonly, they calculated the rough direction concerned by triangulating with local landmarks such as nearby roads, or the location of Melbourne’s CBD (as verbally expressed both during the task and during an informal interview afterwards).The remaining 91% of participants’ responses were entirely incorrect. Of these, 13.2% involved similar thought processes as the near-correct responses, but did not result in the identification of the closest side of the stimulus to the instructed direction. However, 77.8% of the total participants interpreted north as the far side of the stimulus. While such responses were classified incorrect on the basis of Magnetic or Geographic North, they were consistent with one another and correct with respect to an alternative definition of English north in terms of the participant’s own body. One of the participants alludes to this alternative definition, asking “Do you mean my North or physical North?”. We refer to this alternative definition as Relative North. Relative North is not bound to any given point on the Earth or a derivation of the sun’s position; instead, it is entirely bound to the perceiver’s own orientation. This equates the north direction with forward and the other cardinals’ points are derived from this reference point (see Figure 8). Map-reading practices likely support the development of the secondary, Relative sense of North.Figure 8: Relative North and the Relative directions derived from itConclusionWe have compared the words closest in meaning to the English word north in four entirely unrelated languages. In the Australian Aboriginal language Kuuk Thaayorre, the ‘north’ direction aligns with the local coast, pointing in a direction 35 degrees west of Magnetic North. In Marshallese, the compass direction corresponding to ‘north’ is different for each island, being defined in opposition to an axis running between the ocean and lagoon sides of that island. The Dhivehi ‘north’ direction may be defined either in opposition to the (sun-based) east-west axis, calibrated to the configuration of the local island, as in Marshallese, or defined in terms of Polaris, the Pole star. In all these cases, though, the system of directions is anchored by properties of the external environment. English speakers, by contrast, are shown to—at least some of the time—define north with reference to their own embodied perspective, as the direction extending outwards from the front of their bodies. These findings demonstrate that, far from being universal, ‘north’ is a culture-specific category. As such, great care must be taken when translating or drawing equivalencies between these concepts across languages.ReferencesBender, Byron W., et al. “Proto-Micronesian Reconstructions: I.” Oceanic Linguistics 42.1 (2003): 1–110.Brown, Cecil H. “Where Do Cardinal Direction Terms Come From?” Anthropological Linguistics 25.2 (1983): 121–161. François, Alexandre. “Reconstructing the Geocentric System of Proto-Oceanic.” Oceanic Linguistics 43.1 (2004): 1–31. Gaby, Alice R. A Grammar of Kuuk Thaayorre. Vol. 74. Berlin: De Gruyter Mouton, 2017.Genz, Joseph. “Complementarity of Cognitive and Experiential Ways of Knowing the Ocean in Marshallese Navigation.” Ethos 42.3 (2014): 332–351.Lewis, David Henry. We, the Navigators: The Ancient Art of Landfinding in the Pacific. 2nd ed. Honolulu: University of Hawai'i Press, 1994. Lum, Jonathon. "Frames of Spatial Reference in Dhivehi Language and Cognition." PhD Thesis. Melbourne: Monash University, 2018. Majid, Asifa, et al. “Can Language Restructure Cognition? The Case for Space.” Trends in Cognitive Sciences 8.3 (2004): 108–114.OED Online. “North, Adv., Adj., and N.” Oxford English Dictionary. Oxford: Oxford University Press. <http://www.oed.com.ezproxy.lib.monash.edu.au/view/Entry/128325>.Palmer, Bill. “Absolute Spatial Reference and the Grammaticalisation of Perceptually Salient Phenomena.” Representing Space in Oceania: Culture in Language and Mind. Canberra: Pacific Linguistics, 2002. 107–133. ———, et al. "“Sociotopography: The Interplay of Language, Culture, and Environment.” Linguistic Typology 21.3 (2017). DOI:10.1515/lingty-2017-0011.Poulton, Thomas. “Exploring Space: Frame-of-Reference Selection in English.” Honours Thesis. Melbourne: Monash University, 2016.Ross, Malcolm D. “Talking about Space: Terms of Location and Direction.” The Lexicon of Proto-Oceanic: The Culture and Environment of Ancestral Oceanic Society: The Physical Environment. Eds. Malcolm D. Ross, Andrew Pawley, and Meredith Osmond. Vol. 2. Canberra: Pacific Linguistics, 2003. 229–294. Schlossberg, Jonathan. Atolls, Islands and Endless Suburbia: Spatial Reference in Marshallese. PhD thesis. Newcastle: University of Newcastle, in preparation.