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President Donald Trump will meet Saturday with Chinese President Xi Jinping in Buenos Aires. | Amilcar Orfali/Getty Images South China Morning Post Language used in statements issued after the two leaders meet will offer clues as to the temperature in the room - so what does it all mean? By TEDDY NG I SOUTH CHINA…

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A voluntary commercial vessel slowdown trial was conducted through 16 nm of shipping lanes overlapping critical habitat of at-risk southern resident killer whales (SRKW) in the Salish Sea. From August 7 to October 6, 2017, the trial requested piloted vessels to slow to 11 knots speed-through-water. Analysis of AIS vessel tracking data showed that 350 of 951 (37%) piloted transits achieved this target speed, 421 of 951 (44%) transits achieved speeds within one knot of this target (i.e., ≤12 knots), and 55% achieved speeds ≤ 13 knots. Slowdown results were compared to 'Baseline' noise of the same region, matched across lunar months. A local hydrophone listening station in Lime Kiln State Park, 2.3 km from the shipping lane, recorded 1.2 dB reductions in median broadband noise (10-100,000 Hz, rms) compared to the Baseline period, despite longer transit. The median reduction was 2.5 dB when filtering only for periods when commercial vessels were within 6 km radius of Lime Kiln. The reductions were highest in the 1st decade band (-3.1 dB, 10-100 Hz) and lowest in the 4th decade band (-0.3 dB reduction, 10-100 kHz). A regional vessel noise model predicted noise for a range of traffic volume and vessel speed scenarios for a 1133 km2 'Slowdown region' containing the 16 nm of shipping lanes. A temporally and spatially explicit simulation model evaluated the changes in traffic volume and speed on SRKW in their foraging habitat within this Slowdown region. The model tracked the number and magnitude of noise-exposure events that impacted each of 78 (simulated) SRKW across different traffic scenarios. These disturbance metrics were simplified to a cumulative effect termed 'potential lost foraging time' that corresponded to the sum of disturbance events described by assumptions of time that whales could not forage due to noise disturbance. The model predicted that the voluntary Slowdown trial achieved 22% reduction in 'potential lost foraging time' for SRK

On 30th December 2016 PM Modi launched the BHIM app i.e Bharat Interface for Money which aimed at unifying Indian citizens in terms of online cashless payments. Developed by the National Payments Corporation (NPC), the app saw a significant growth in the number of users which has reached a mark of 125 lakh Indian citizens as of March 2017.

One of the last pristine marine soundscapes, the Arctic, is exposed to increasing anthropogenic activities due to climate-induced decrease in sea ice coverage. In this study, we combined movement and behavioral data from animal-borne tags in a controlled sound exposure study to describe the reactions of narwhals, Monodon monoceros, to airgun pulses and ship noise. Sixteen narwhals were live captured and instrumented with satellite tags and Acousonde acoustic-behavioral recorders, and 11 of them were exposed to airgun pulses and vessel sounds. The sound exposure levels (SELs) of pulses from a small airgun (3.4 L) used in 2017 and a larger one (17.0 L) used in 2018 were measured using drifting recorders. The experiment was divided into trials with airgun and ship-noise exposure, intertrials with only ship-noise, and pre- and postexposure periods. Both trials and intertrials lasted ∼4 h on average per individual. Depending on the location of the whales, the number of separate exposures ranged between one and eight trials or intertrials. Received pulse SELs dropped below 130 dB re 1 μPa2 s by 2.5 km for the small airgun and 4-9 km for the larger airgun, and background noise levels were reached at distances of ∼3 and 8-10.5 km, respectively, for the small and big airguns. Avoidance reactions of the whales could be detected at distances >5 km in 2017 and >11 km in 2018 when in line of sight of the seismic vessel. Meanwhile, a ∼30% increase in horizontal travel speed could be detected up to 2 h before the seismic vessel was in line of sight. Applying line of sight as the criterion for exposure thus excludes some potential pre-response effects, and our estimates of effects must therefore be considered conservative. The whales reacted by changing their swimming speed and direction at distances between 5 and 24 km depending on topographical surroundings where the exposure occurred. The propensity of the whales to move towards the shore increased with increasing exp

As underwater noise from ship traffic increases, profound effects on the marine environment highlight the need for improved mitigation measures. One measure, reduction in ship speed, has been shown to be one of the key drivers in reducing sound source levels of vessels. In 2017, a study began to assess the impacts of increasing commercial shipping traffic on sperm whales in Northwest Providence Channel, northern Bahamas, an international trade route that primarily serves the southeast US. Ship data were collected from an Automatic Identification System (AIS) station combined with recordings from an acoustic recorder to measure underwater sound levels and to detect the presence of sperm whales. Here we analyze a subset of these data to opportunistically investigate potential changes in ship traffic before and during the COVID-19 pandemic. These data span one calendar year from October 2019 to October 2020. A pre-COVID-19 dataset of 121 days, from a recorder approximately 2 km from the shipping route was compared to a 134-day dataset collected during COVID-19 from the same site, comprising 2900 and 3181 ten-minute recordings, respectively. A dramatic decrease in ocean noise levels concurrent with changes in shipping activity occurred during the pandemic. The mean pre-COVID-19 power density level in the 111-140 Hz 1/3-octave band was 88.81 dB re 1 μPa (range 81.38-100.90) and decreased to 84.27 dB re 1 μPa (range 78.60-99.51) during COVID-19, equating to a 41% reduction in sound pressure levels (SPL). After differences in seasonal changes in wind speed were accounted for, SPL decreased during the pandemic by 3.98 dB (37%). The most notable changes in ship activity were significantly reduced vessel speeds for all ship types and fewer ships using the area during the pandemic. Vessel speed was highly correlated to SPL and the only ship-based variable that predicted SPLs. Despite the opportunistic nature [i.e., not a standard before-after-control-impact (BACI) stud

The Protocol on Environmental Protection of the Antarctic Treaty stipulates that the protection of the Antarctic environment and associated ecosystems be fundamentally considered in the planning and conducting of all activities in the Antarctic Treaty area. One of the key pollutants created by human activities in the Antarctic is noise, which is primarily caused by ship traffic (from tourism, fisheries, and research), but also by geophysical research (e.g., seismic surveys) and by research station support activities (including construction). Arguably, amongst the species most vulnerable to noise are marine mammals since they specialize in using sound for communication, navigation and foraging, and therefore have evolved the highest auditory sensitivity among marine organisms. Reported effects of noise on marine mammals in lower-latitude oceans include stress, behavioral changes such as avoidance, auditory masking, hearing threshold shifts, and-in extreme cases-death. Eight mysticete species, 10 odontocete species, and six pinniped species occur south of 60°S (i.e., in the Southern or Antarctic Ocean). For many of these, the Southern Ocean is a key area for foraging and reproduction. Yet, little is known about how these species are affected by noise. We review the current prevalence of anthropogenic noise and the distribution of marine mammals in the Southern Ocean, and the current research gaps that prevent us from accurately assessing noise impacts on Antarctic marine mammals. A questionnaire given to 29 international experts on marine mammals revealed a variety of research needs. Those that received the highest rankings were (1) improved data on abundance and distribution of Antarctic marine mammals, (2) hearing data for Antarctic marine mammals, in particular a mysticete audiogram, and (3) an assessment of the effectiveness of various noise mitigation options. The management need with the highest score was a refinement of noise exposure criteria. Environment

Prioritizing groupings of organisms or 'units' below the species level is a critical issue for conservation purposes. Several techniques encompassing different time-frames, from genetics to ecological markers, have been considered to evaluate existing biological diversity at a sufficient temporal resolution to define conservation units. Given that acoustic signals are expressions of phenotypic diversity, their analysis may provide crucial information on current differentiation patterns within species. Here, we tested whether differences previously delineated within dolphin species based on i) geographic isolation, ii) genetics regardless isolation, and iii) habitat, regardless isolation and genetics, can be detected through acoustic monitoring. Recordings collected from 104 acoustic encounters of Stenella coeruleoalba, Delphinus delphis and Tursiops truncatus in the Azores, Canary Islands, the Alboran Sea and the Western Mediterranean basin between 1996 and 2012 were analyzed. The acoustic structure of communication signals was evaluated by analyzing parameters of whistles in relation to the known genetic and habitat-driven population structure.

Jan DE NUL Group joins forces with Seiche Ltd to start trials for the development of an automated marine mammal detection system on board of its vessels. To this purpose, Seiche's visual and thermal cameras have been installed on board the vessel Adhémar de Saint-Venant currently working in the Netherlands. A collaboration agreement to start this innovative pilot project with Seiche's new second-generation HD thermal cameras was signed in May 2021. The first camera trials will be used to optimize the A.I software for future use on projects.

Ship biofouling is a major vector for the introduction and spread of harmful marine species globally; however, its importance in Arctic coastal ecosystems is understudied. The objective of this study was to provide insight regarding the extent of biofouling (i.e., percent cover, abundance, and species richness) on commercial ships operating in the Canadian Arctic. A questionnaire was used to collect information on travel history, antifouling practices, and self-reported estimates of biofouling extent from ships operating in the region during 2015-2016. Twenty-five percent of ships operating in the region during the study period completed the questionnaire (n = 50). Regression trees were developed to infer the percent cover of biofouling, total abundance of fouling invertebrates, and fouling species richness on respondent ships based on previous underwater wetted surface assessments of commercial ships in Canada. Age of antifouling coating system was the only significant predictor of percent cover and total abundance of biofouling invertebrates, while the number of biogeographic realms previously visited and port residence time were significant predictors for fouling species richness. Comparison of relevant travel history features reported through the questionnaire to the regression tree models revealed that 41.9% of 43 respondent ships had antifouling coating systems older than 630 days and are therefore inferred to have relatively high (> 9.3%) biofouling percent cover. More than half of respondent ships (62.8%) had antifouling coating systems older than 354 days and are therefore inferred to have a relatively high total abundance (over 6,500 individuals) of fouling invertebrates. Nearly half of respondent ships (45.9% of 37 ships) had visited at least three biogeographic realms during their last 10 ports-of-call and are therefore inferred to have relatively high fouling species richness (mean 42 taxa). Self-reported estimates of biofouling cover were unreliable,

Ocean-based industries like shipping, aquaculture, and wind energy are growing at an unprecedented rate resulting in challenges related to siting and environmental management. As marine aquaculture and other ocean-based industries continue to expand, robust marine spatial planning analyses that reconcile existing ocean uses and integrate pertinent environmental and planning data are critical for identifying compatible locations. In this study, a series of geospatial analyses were used for aquaculture siting within and around a heavily trafficked and highly utilized maritime port in the San Diego Bay area of California, USA. Using a centralized geodatabase representing key aquaculture planning spatial datasets, recommendations for specific areas for aquaculture were developed based on appropriate environmental conditions for candidate shellfish and algae aquaculture species culture systems. Areas that were known constraints were first identified to determine potentially usable areas for shellfish and macroalgae (i.e., seaweed) aquaculture using an exclusion analysis, a type of multi-criteria decision analysis, to eliminate all areas without compatibility. Within the remaining usable area, we further considered shellfish and macroalgae culture system-specific factors within a 'culture systems analysis' to determine where different culture systems have potential for success. This analysis provides a foundation of coastal intelligence for guiding the aquaculture industry and natural resource managers towards appropriate siting decisions. This study can serve as a replicable example of aquaculture spatial planning approaches for siting sustainable aquaculture and other blue economy industries.

* Boaters reported high levels of compliance, motivated by normative factors. * Certain characteristics predispose boaters to be motivated by normative factors. * Boaters had a strong sense of responsibility and concern for orcas. * Education and outreach are important to fill gaps in awareness about regulations. *I nterventions based on normative factors should be complemented by enforcement.