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Spatial risk assessments are an effective management tool used in multiple-use marine parks to balance the needs for conservation of natural properties and to provide for varying socio-economic demands for development. The multiple-use Great Barrier Reef Marine Park (GBRMP) has recently experienced substantial increases in current and proposed port expansions and subsequent shipping. Globally, large whale populations are recovering from commercial whaling and ship strike is a significant threat to some populations and a potential welfare issue for others. Within the GBRMP, there is spatial conflict between the main breeding ground of the east Australian humpback whale population and the main inner shipping route that services several large natural resource export ports. The east coast humpback whale population is one of the largest humpback whale populations globally, exponentially increasing (11% per annum) close to the maximum potential rate and estimated to reach pre-exploitation population numbers in the next 4-5 years. We quantify the relative risk of ship strike to calving and mating humpback whales, with areas of highest relative risk coinciding with areas offshore of two major natural resource export ports. We found females with a dependent calf had a higher risk of ship strike compared to groups without a calf when standardized for group size and their inshore movement and coastal dependence later in the breeding season increases their overlap with shipping, although their lower relative abundance decreases risk. The formalization of a two-way shipping route has provided little change to risk and projected risk estimates indicate a three- to five-fold increase in risk to humpback whales from ship strike over the next 10 years. Currently, the whale Protection Area in the GBRMP does not cover the main mating and calving areas, whereas provisions within the legislation for establishment of a Special Management Area during the peak breeding season in high-ris

A significant increase in the human population on marine coast and steady growth of maritime water transport causes the construction of port infrastructure and the creation of new lands, which affects the ecosystems of coastal waters. Despite the widespread occurrence of such large-scale engineering projects in coastal areas, their impact on various components of aquatic ecosystems, including phytoplankton, is still poorly understood. The aim of the study was to assess the effect of the construction of ports and the alluvium of new lands in the Neva Estuary in 2000s on the productivity of phytoplankton. Digging and dredging of bottom sediments results in one order of magnitude elevation of suspended particulate matter (SM), which mostly consisted of sand and clayed deposits and in significant decrease water transparency, as compared to the average long-term values. Concentrations of total phosphorus in the estuarine waters during the works significantly positively correlated with the concentrations of SM. However, the multiple increase in nutrients was less important for phytoplankton development than expected. Analysis of variance and stepwise multiple regression analyses showed that the main predictor of the primary production of plankton in the periods of construction was water transparency. Gross primary production decreased significantly. In contrast to short-term effects caused by wind-induced events, which often stimulated phytoplankton development, long-term construction works of new port facilities negatively influenced phytoplankton productivity. Apart from pristine conditions when the phosphorus concentration was the main factor limiting the primary production in the estuary, the main limiting factor during long-term engineering projects became water transparency. Taking into account plans for further development of ports in coastal areas around the world, the influence of the large-scale engineering projects on the conditions for the development of phyto

Trieste aims to be China's main port in Europe.

Japan's Three Main Shipowners Announce New Joint Venture, Located in Singapore.

Strike To Disrupt Operations At Jakarta's Main Port.

Super Typhoon Meranti, the strongest storm on record anywhere in the world so far this year, wreaked havoc and chaos as it transited near Taiwan's main port of Kaohsiung yesterday. A 14,000 teu newbuild, unfortunately named YM Wind, broke from its mooring lines at local yard CSBC and drifted to Kaohsiung's sixth container terminal where …

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The main target of DSP in respect of Contship Italia Group, is to address the IT strategies of the various companies to guarantee an harmonious development respecting the peculiarity and the autonomy of the single realities. In the last years DSP, using the acquired know-how in the IT problems of shipping, port management and intermodal transportation has enlarged is portfolio of activities offering to the market professional services in terminal operations processes and systems deployment and optimisiation. In 2007 DSP became partner of NAVIS (part of Cargotec Corporation) and certified its staff as SPARCS 3.7 and SPARCS N4 senior consultants, carrying out various international projects. DSP has recently developed for Contship Italia Group an innovative and flexible system for automatic invoicing (Fatteuro) for container and general cargo terminals interfaced with other systems in order to manage all the necessary information to calculate and register the invoices. It is currently is use at CICT (Cagliari), EGT(Tangier), LSCT(La Spezia) and at the General Cargo Terminal SPETER of La Spezia. DSP is also tightly linked with the new University of Applied Science of Southern Switzerland. In his team a professor of this university is leading analysis and design activities and most part of his personnel has a degree in Computer Science and where recruited there. This also gives the chance to DSP to participate to research projects on the transport and IT area and to remain always skilled with the newest technology

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Up to 200 bodies have been discovered floating off the coast of one of Libya's main people-smuggling hubs on Thursday.

The quick-thinking crew of a cargo ship thwarted a possible a hijacking or robbery at sea Saturday off Davao del Sur province by locking themselves in their quarters, the Philippine Coast Guard (PCG) said. About eight men on two motorized outriggers boarded the MV Cecilia, but the crew quickly locked all the vessel's hatches and windows, said Commodore Joselito dela Cruz, PCG district commander on the main southern island of Mindanao. He said the suspected pirates left empty-handed before a Coast Guard vessel arrived at the site, near Balut Island.

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.

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NOAA scientists studying sounds made by Atlantic cod and haddock at spawning sites in the Gulf of Maine have found that vessel traffic noise is reducing the distance over which these animals can communicate with each other. As a result, daily behavior, feeding, mating, and socializing during critical biological periods for these commercially and ecologically important fish may be altered, according to a study published in Nature Scientific Reports.

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

The sources and impact of sea-based marine litter form the focus of a new report by the Group of Experts on the Scientific Aspects of Marine Environmental Protection (GESAMP), an advisory body to the United Nations sponsored by ten UN entities including IMO. The report, which can be downloaded here, outlines the various sources of marine litter and the impact and assesses the current availability of data and identifies knowledge gaps for the main categories of sea-based sources of marine plastic litter. The Working Group was established by GESAMP, on the request of IMO, Food and Agriculture Organization (FAO), and United Nations Environment Programme (UNEP).

The collection and distribution network of ports is the main cause of carbon emissions. The carbon peak is a basic policy in China, and the subsidy policy is one of the common measures used by the government to incentivize carbon reduction. We analyzed the transportation methods and the flow direction of a port and proposed a carbon emission calculation method based on emission factors. Based on the transportation time and the cost, a generalized transportation utility function was constructed, and the logit model was used to analyze the impacts of subsidy policies on transportation, thus calculating the effects of the subsidies on carbon reduction. We used Guangzhou Port as a case study, and calculated the carbon reduction effects in six different subsidy policy scenarios and concluded that the absolute carbon reduction value was proportional to the subsidy intensity. In addition, we constructed a subsidy carbon reduction efficiency index and found that the Guangzhou Port collection and distribution network had higher subsidy carbon reduction efficiency in low-subsidy scenarios. Finally, a sensitivity analysis was conducted on the subsidy parameters, and scenario 8 was found to have the highest subsidy carbon reduction efficiency. This achievement can provide decision support for the carbon emission strategy of the port collection and distribution network.

Under strict resource and environmental constraints, improving the overall green efficiency of the industrial chain is crucial to the sustainable development of the marine ship industry. Based on the data of 40 listed companies in the industry chain from 2015 to 2019, the meta-frontier framework and three-stage epsilon based measure (EBM) model are employed to study the green technical efficiency (GTE) in each link of the industry chain and the technical gap between each link. The impact of the external environment on GTE, the main reasons hindering the development of GTE, and the ways to improve GTE are also discussed for policy reference. The results show that: (1) under the meta-frontier, the GTEs of the whole industry chain and the composed links are all high and rising year by year. (2) There are obvious green technological development gaps among the links of the industry chain. The GTEs are ranked as the upstream>the downstream>the midstream. (3) The inefficiencies of green technology (GTEI) in the upstream and downstream of the industry chain come from endogenous hindrance, while the GTEI of the midstream is due to exogenous hindrance. (4) The external environment has a significant influence on the development of GTE in the industrial chain. Highly open and innovative external environment can effectively reduce the input redundancy. (5) After eliminating the external influencing factors and random interferences, the actual GTE of the industrial chain is only 0.4 or so, with more serious imbalance among the three links. Therefore, it is important for the marine ship industry chain to optimize the allocation of innovation resources and cultivate an open and shared innovation environment.

The in-band full-duplex underwater acoustic communication (IBFD-UWAC) mode has twice the information throughput of the traditional half-duplex communication mode, significantly increasing the communication efficiency. Extracting the weak desired signal from the high-power self-interference signal without distortion remains a challenging problem in implementing IBFD-UWAC systems. This paper proposes a spatial-digital joint self-interference cancellation (SDSIC) method for IBFD-UWAC. We first perform spatial self-interference cancellation (SSIC) and propose an improved wideband constant-beamwidth beamformer to overcome the problem of direction- and array-dependent interference in IBFD-UWAC systems. Convex optimization is used to maintain a constant beam response in the main flap and cancel the self-interference signal from a fixed direction, thus increasing the signal-to-interference ratio of the desired signal. Subsequently, we perform digital self-interference cancellation (DSIC) on the residual self-interference signal, and propose a variable-step-size least-mean-squares algorithm based on the spatial noise threshold. This algorithm modifies the least-mean-squares step-size adjustment criterion according to the noise level after SSIC and the desired signal, resulting in better DSIC. A series of simulations are implemented in a hardware-in-the-loop platform to verify the practicality and real-time performance of the proposed SDSIC method. The results show that the self-interference signal power can be reduced by 41.5 dB using the proposed method, an improvement of 13.5 dB over the conventional SIC method.