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Port accessibility is an important factor in the efficiency of a port collection and distribution systems. And the carbon emission of the collection and transportation system is large, which is an important factor that cannot be ignored when constructing the collection and transportation system. In order to analyze the carbon emission characteristics of the port collection and distribution system, the paper incorporates the carbon emission factor into the accessibility measurement of the port collection and distribution system. To solve the problem of unbalanced demand of each logistics node, the distribution of logistics demand in the system is realized by the method based on the appropriate freight volume. The carbon emission cost factor is introduced, and the accessibility measurement model based on the generalized cost impedance function is constructed. Taking the collection and distribution system of Douala Port in West Africa as an example to verify, the results show that, after adding the carbon emission factor, the accessibility of each logistics node shows different degrees of decline which shows that the addition of the carbon emission factor can be more comprehensive and can reflect the accessibility of the system.

Russia Releases Comprehensive Plan for Arctic Logistics.

- CMA-CGM and WWF France are building a strategic partnership to protect biodiversity and decarbonize maritime transport and logistics. - With this partnership, CMA-CGM and WWF France share their expertise to propose solutions that are more respectful of the environment and the planet. - This partnership is in line with CMA-CGM's numerous initiatives to protect the environment and its commitment to achieve Net Zero Carbon by 2050.

Port operator APM Terminals, part of Denmark's A.P. MØLLER-MAERSK, is buying 11 container ports from Spanish shipping and logistics group Perez y Cia to boost its presence in emerging markets and better serve bigger container vessels.

Port operator APM Terminals, part of Denmark's A.P. MØLLER-MAERSK, is buying 11 container ports from Spanish shipping and logistics group Perez y Cia to boost its presence in emerging markets and better serve bigger container vessels.

Sailing might be the most recognisable seaborne pursuit at the Rio Olympic Games but if they gave out medals for shipping, France's CMA CGM would definitely be a contender.

Port and maritime studies dealing with containerization have observed traffic concentration and dispersion throughout the world. Globalization, intermodal transportation, and technological revolutions in the shipping industry have resulted in both network extension and rationalization. However, lack of precise data on inter-port relations prevent the application of wide network theories to global maritime container networks, which are often examined through case studies of specific firms or regions. This paper presents an analysis of the global liner shipping network in 1996 and 2006, a period of rapid change in port hierarchies and liner service configurations. While it refers to literature on port system development, shipping networks, and port selection, it is one of the only analyses of the properties of the global container shipping network. The paper analyzes the relative position of ports in the global network through indicators of centrality. The results reveal a certain level of robustness in the global shipping network. While transhipment hub flows and gateway flows might slightly shift among nodes in the network, the network properties remain rather stable in terms of the main nodes polarizing the network and the overall structure of the system. Additionally, mapping the changing centrality of ports confirms the impacts of global trade and logistics shifts on the port hierarchy and indicates that changes are predominantly geographic.

Ship strikes of whales are a growing concern around the world and especially along the U.S. West Coast, home to some of busiest ports in the world and where ship strikes on a number of species including blue, fin, and humpback whales have been documented. This trial program examined the feasibility, logistics, industry cooperation, and effectiveness of placing an observer on board a commercial ship. An experienced marine mammal observer went on five voyages, spanning over 8 days on ships operating between U.S. West Coast ports. Daylight observations were conducted over 68 h and covered over 1300 nm as ships transited between three ports [Seattle, Oakland, and LA/Long Beach (LA/LB)]. Sightings of large whales were reported on all (n = 42), totaling an estimated 57 individuals that included humpback, blue, fin, and beaked whales. Close encounters of large whales occurred (on one occasion a near miss, estimated at 40 m, of two humpbacks), and on another, a ship chose to alter course to avoid whale sightings in its path identified by the observer. All ships personnel cooperated and voluntarily aided in the observations even after initial skepticism by some crew about the program. While most effort on mitigating ship strikes along the U.S. West Coast has focused on shipping lanes, the vast majority of these sightings occurred outside these lanes and on the transit routes, emphasizing the need for added attention to these areas. This experiment demonstrates the effectiveness and promise of observations from ships providing critical information on whale locations at risk to ship strikes.

Most species of whales are vulnerable to vessel collisions, and the probability of lethality increases logistically with vessel speed. An Automatic Identification System (AIS) can provide valuable vessel activity data, but terrestrial-based AIS has a limited spatial range. As the need for open ocean monitoring increases, AIS broadcasts relayed over earth-orbiting satellites, satellite AIS (SAIS), provides a method for expanding the range of AIS broadcast reception. We used SAIS data from 2013 and 2014 to calculate vessel density and speed over ground around the coast of Washington state in the northwestern United States. Nearby shipping lanes connecting the Ports of Seattle, Tacoma, Portland, and in Canada, Vancouver, have the greatest density of vessel traffic arriving and departing. Knowledge of shipping activity is important in this area due to the nearby presence of NOAA designated Cetacean Density and Distribution Working Group's Biologically Important Areas (BIA) for large whale species vulnerable to vessel collisions. We quantified density and speed for each vessel type that transits through BIA's. We found that cargo and tanker vessels traveled the farthest distance at the greatest speeds. As ship-strike risk assessments have traditionally relied on terrestrial AIS, we explored issues in the application of SAIS data. Temporal gaps in SAIS data led to a resulting systematic underestimation of vessel speed in calculated speed over ground. However, SAIS can be helpful in documenting minimum vessel speeds across large geographic areas and across national boundaries, especially beyond the reach of terrestrial AIS receivers. SAIS data can also be useful in examining vessel density at broad scales and could be used to assess basin-wide open ocean routes. Future use of additional satellite platforms with AIS receivers and technological advances will help rectify this issue and improve data coverage and quality.

MICHELIN signs a letter of commitment for maritime transport with Neoline, a French shipowner relying on main propulsion by sail.

Major increase in the Group's operating margin in an environment experiencing decline in volumes carried. CEVA Logistics' turnaround plan on track. Positive net income, Group share up sharply. Strong financial outlook for the third quarter of 2020.

Seamounts are prominent features of the seafloor that are often located in Areas Beyond National Jurisdiction (ABNJs). Whilst comprehensive biological information is lacking on most of these features, they have been recognised for hosting high biodiversity across multiple trophic levels. Technological advancements have enabled greater exploitation of biological resources further offshore with increasing concern over the long-term impacts of anthropogenic activities on vulnerable distant and deep-sea habitats. Analysis of ex situ vessel tracking technologies such as Automatic Identification Systems (AIS) have enabled spatial patterns of fishing activity to be monitored over large geographical areas. In this study, analysis of fishing activity within 30 km of seamount summits at the global scale found that these features within the waters of the Pacific Island Group and the Mediterranean Sea were subject to the highest levels of longlining and trawling activities respectively. Fishing in proximity to seamounts is dominated by the flag states of Taiwan, China, Japan, South Korea and Spain. Furthermore, our results reveal that the majority of sea areas managed by many Regional Fishery Management Organisations (RFMOs) have experienced increased fishing activity at seamounts compared to areas in the same ocean basin without management. This study demonstrates how free web-accessible data can be used to gain insights into remote areas where in situ research is prohibitively expensive and logistically challenging.

Social transformation is an emerging trend and a new phenomenon in the cruise industry in the 21st century. Cruise lines encounter stiff competition with many competitors and face sophisticated and unpredictable challenges from the wave of social transformation. Furthermore, the outbreak of the COVID-19 pandemic has accelerated the social transformation phenomena in the industry. This study investigates how social transformation reshapes the cruise industry to discuss the remarkable social and economic changes in the industry. The study builds upon the 4C descriptive framework to suggest how cruise lines take measures to create resilience against the influence affected by social transformation. The study is conducted through 18 semi-structured and in-depth interviews with cruise terminals, travel agencies, logistics, and tourism associations, researchers, cruise lines and passengers, and airlines. The cruise shipping industry structure has fundamentally shifted from supply-driven to demand-driven. The concept of social transformation becomes vital and is a driving force that is more society specific. Findings are drawn as valuable guidelines for cruise lines to scale up in operations and strategies that create social transformation. Cruise lines can also maintain sustainable development and resilient recovery post-COVID-19

Woods Hole Oceanographic Institution (WHOI) and The CMA CGM Group, a global player in sea, land, air, and logistics solutions, have deployed an acoustic monitoring buoy 33 miles off the coast of Norfolk, Virginia. A second buoy is slated for deployment off the coast of Savannah, Georgia in the coming weeks.

- Investments part of MAERSK's global integrator strategy to strengthen footprint across warehousing and distribution, air, inland logistics, ocean and terminal to support the region"s emergence as a global production and consumption powerhouse. - Approximately 480,000 sqm warehouse capacity to be added by 2026. - Plans to build green fuel infrastructure, pilot biodiesel fuel, and introduce EV trucks by mid-2024.