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Ships' ballast water and sediments are vectors that contribute to the unintentional spread of aquatic non-native species globally. Ballast water management, as well as commissioning testing of ballast water management systems and compliance monitoring under the regulations of the International Maritime Organization (IMO) aim at minimizing the unwanted spread of organisms. This study compiles data for treated ballast water samples collected and analyzed from 228 ships during 2017-2023. The samples were collected from the ballast discharge line or directly from the ballast tank for enumeration of living organism concentrations in the categories of ≥50µm and ballast water should be undertaken to ensure that the systems remain operational after commissioning and ships meet requirements of the D-2 standard. Furthermore, the study

Globally, movements of commercial vessels can facilitate the spread of marine non-indigenous species (NIS) beyond their current biogeographic ranges. Authorities at potential destination locations employ a number of biosecurity risk assessment strategies to estimate threat levels from potential origin locations, vulnerability levels of specific destination regions, or the consequences of successful establishment of particular NIS species. Among the many factors and processes that have an influence on the probability that NIS will survive transport and establish successfully at new locations, vessel type has been identified as an important risk factor. Different vessel types have different structural and operational characteristics that affect their overall level of marine biosecurity risk. Several recent studies have examined subsets of vessel types or vessel characteristics for their ability to spread NIS. While high-quality information is available via these endeavors, it is fragmented and not readily available as an integrated resource to support biosecurity regulators or other end-users. In this study, we synthesize available empirical data on a wide range of vessel types and characteristics to develop a framework that allows systematic quantification of the relative risk of NIS transfer by common commercial vessel types. We explain our approach for constructing the framework, from selection of key risk factors for inclusion, to selection of which datasets to use for those risk factors. The framework output is a set of risk scores which denote the relative biosecurity risk of common commercial vessel types. To demonstrate a potential application of our framework, we applied the risk scores to vessel visit data for commercial ports around New Zealand and assigned a relative risk level per port based on the arrival frequencies of different vessel types. The resulting per-port risk levels matched closely with the results of a prior benchmark study that employed sta

In addressing climate change, the shipping industry, which is regarded as one sector that cannot be ignored in controlling greenhouse gas emissions, has become a key area of concern for the international community to achieve emissions reduction targets. The International Maritime Organization-the body that regulates international shipping-as well as the European Union and other international entities have adopted a series of emissions reduction policies, beginning a new era of shipping emissions reduction. In view of the urgency and complexity of this issue, the future policy direction of shipping emissions reduction and whether or not existing policies can achieve the emissions reduction targets have become the focus of attention in the global shipping industry. In addition, China's dual identity as a shipping magnate and a developing country plays a crucial role in the development of shipping emissions reduction trends, and reducing shipping emissions is necessary for China to achieve the "double carbon" commitment. In view of the above, this study endeavours to compare the current major shipping emission reduction policies from the perspective of international law and the perspective of macro policies, and analyze the future direction of international shipping emissions reduction policy. At the same time, the study identify China as one of the key countries to influence future policy making and proposes the position and path for China's participation in international shipping emissions reduction, which provided valuable contributions for China to participate in accelerating energy transformation, exploring participation in the carbon emission market, and promoting international unified shipping policy.

International limits on the concentrations of living organisms in ballast water are now in force for commercial ships. Microscopy-based, "direct count" assays estimate the concentrations of organisms. These assays are used in performance tests of Ballast Water Management Systems (BWMSs), which are shipboard technologies designed to reduce living organisms in ballast water to below the discharge limits. Here, we examine the factors that affect the method detection limit (MDL) of direct count assays. The MDL depends upon the volumes sampled, concentrated (or diluted), and analyzed, so the MDL will vary as these volumes vary from analysis-to-analysis. Decreasing the MDL to detect exceedingly rare individuals (e.g., ~1 individual per m3 or fewer) is possible, but problematic, given the challenges in analyzing dynamic communities of living organisms: increasing sample and analysis volumes to lower the MDL will likely accelerate the loss of individuals, as organisms are concentrated to several orders of magnitude above in situ concentrations and held for extended times. Results of direct count assays may be widely disseminated as an indicator of the performance of BWMSs, and when no organisms are detected, concentrations may be shown as "0 organisms per m3 or mL" rather than "-provides context to results and transparency into the sensitivity of the assay.

Nigeria fumbles in responding to piracy threat; insurers rate risk as high as hard-hit Somalia.

Air on board cruise ships 'is twice as bad as at Piccadilly Circus'.

Vessel strike is recognized as a major modern threat to the recovery of large whale populations globally, but the issue is notoriously difficult to assess. Vessel strikes by large ships frequently go unnoticed, and those involving smaller vessels are rarely reported. Interpreting global patterns of vessel strikes is further hindered by underlying reporting biases caused by differences in countries' research efforts, legislation, reporting structures and enforcement. This leaves global strike data "patchy" and typically scarce outside of developed countries, where resources are more limited. To explore this we investigated vessel strikes with large whales in the Eastern Tropical Pacific (ETP), a coastal region of ten developing countries where heavy shipping and high cetacean densities overlap. Although this is characteristic of vessel strike "hotspots" worldwide, only 11 ETP strike reports from just four countries (∼2% of total reports) existed in the International Whaling Commission's Global Ship Strike Database (2010). This contrasts greatly with abundant reports from the neighboring state of California (United States), and the greater United States/Canadian west coast, making it a compelling case study for investigating underreporting. By reviewing online media databases and articles, peer review publications and requesting information from government agencies, scientists, and tourism companies, we compiled a regional ETP vessel strike database. We found over three times as many strike reports (n = 40), from twice as many countries (n = 8), identifying the geographic extent and severity of the threat, although likely still underestimating the true number of strikes. Reports were found from 1905 until 2017, showing that strikes are a regional, historic, and present threat to large whales. The humpback whale (Megaptera novaeangliae) was the most commonly hit species, and whale-watch industries involving small vessels in areas of high whale densities were recogniz

For decades, the shipping sector has been incorporated into the global decarbonization process. At present, global shipping - as a whole - aims to reduce its emission levels by 40 % by 2030 in relation to the 2008 level. In reducing greenhouse gas emissions, regulations such as the MARPOL 73/78 Convention and Energy Efficiency Design Index as well as other monitoring and managing schemes already in operation (e.g., Ship Energy Efficiency Management Plan and Energy Efficiency Operational Indicator) play a crucial role in measuring fuel consumption and ship engine emission output. Energy Efficiency Existing Ship Index (EEXI) is another measure, projected to be ratified in 2023, in-line with decarbonization targets in which the International Maritime Organization has planned a 70 % reduction in emissions level by 2050 using the same 2008 baseline. For this to happen, ship speed may need to be reduced, a decrease of fleet capacity may also need to be considered, and new ships may need to replace older ones already in service. The costs of implementing these types of reforms are obviously significant to the sector. Such change will augment the overall shipping overhead, effecting subsequent transportation and consumer costs. This paper aims to specify the scale of the expected costs of implementing EEXI globally. The current maritime fleet has been analyzed in terms of energy demand, deadweight tonnage, and expected CO2 emission reduction marginal abatement costs (MAC). Two pathways to achieve the desired EEXI values are presented, including the most common and available technologies to reduce demand. These technologies are subjected to MAC valuation and presented quantitatively for the world fleet. The research also investigates alternative fuel options in regard to lessening the CO2 impact, developing wind support systems, and avoiding conventional advancements to ships (e.g., upgrading the propeller or the propulsion system). At length, the target of the work is t

SART or Search and Rescue Transponder is extremely vital equipment on the ship as it acts as ship SOS call in an emergency situation. It is a vital machine during distress for it helps in locating the position of the vessel in case it goes off-track and to perform search and rescue at sea. It is portable equipment which can either be carried along by the crew when abandoning a ship on a lifeboat or liferaft and it can remain float in water as it is made of waterproof material. Search and Rescue Radar Transponder is incorporated with a transmitter and a receiver which reacts to the search signal sent from an X-band radar of a ship in the vicinity, typically of 9 GHz. The response is usually displayed on radar screens as a sequence of dots on a X band-radar, which helps rescuers reach the vessels in time.

Biofouling in the marine environment refers to an unwanted build-up of marine organisms on subsea surfaces including harbor docks, hulls of ships and offshore installations. The first stage of marine fouling occurs as a microbial biofilm which forms via the aggregation of bacterial, algal, and fungal cells. This biofilm provides a favorable substrate for the larval settlement of larger organisms such as mussels, barnacles and hard corals which accumulate to uncontrollable extents, causing issues for the maritime industries. Since the ban of tributyltin (TBT) in 2008 by the International Maritime Organisation, alternative antifouling agents have been used such as algaecides and copper-based coatings. Recent studies are showing that these can accumulate in the marine environment and have toxic effects against non-target species. Marine microbes and invertebrates are known to be prolific producers of bioactive molecules, including antifouling active compounds. These compounds are often produced by marine organisms as a means of chemical defense to deter predators and prevent fouling of their own surfaces, making them a promising source of new antifouling agents. This article discusses the effects of biofouling on the maritime industries, the environmental dangers of currently used antifouling compounds and why natural products from marine organisms could be a source of environmentally friendly antifouling agents.

To meet demand for increasingly popular cruise travel, international shipyards are building new ships as fast as they can.

To meet demand for increasingly popular cruise travel, international shipyards are building new ships as fast as they can.

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The UK's Maritime and Coastguard Agency rates the pollution risk from the grounding of the semi-submersible drilling rig Transocean Winner as "low" as salvage efforts continue off Scotland's Isle of Lewis.

As part of the efforts exerted by INEGMA's "Counter-Piracy and Somalia Capacity-Building Program" (CPSCB) to spread awareness for the purpose of building expertise and providing recommendations with regards to maritime piracy off the coast of Somalia, the INEGMA team held discussions with Rear Admiral Antoine BEAUSSANT, Commander of the French Joint Force in the Indian Ocean , who deliberated on the latest developments, efforts, recommendations, as well as the upcoming agenda of ALINDIEN* and EUNAVFOR with regards to maritime piracy.

China has published new regulations designating three areas as sulphur control areas effective January 1st 2019. Eleven key ports are allowed to impose requirements for fuel burned at berth as early as January 1st 2016. Mandatory port requirements will go into force January 1st 2017 for all ports in designated areas.

The U.S. military has a problem in the Western Pacific: the tyranny of distance and time. Delivering military force across the vast Pacific Ocean has never been easy, even for a country as blessed in resources and ingenuity as the United States. The problem has worsened as America's chief regional rival, China, has improved its ability to harm American interests quickly and with limited forewarning. Seventy years after Mao Zedong proclaimed the People's Republic of China, China's military capabilities have matured to the point where, if directed by the Chinese Communist Party (CCP), the People's Liberation Army (PLA) could launch a rapid attack to change the status quo, including territorial seizure, before the United States could meaningfully respond, thus presenting Washington with a fait accompli. American forces located outside the conflict area would have to penetrate China's anti-access/area-denial (A2/AD) network to restore the status quo ex-ante, a daunting proposition. Under these circumstances, Washington might face the unenviable choice of doing nothing or escalating to higher levels of violence. Either way, the national interests of both the United States and its closest allies would suffer dramatically.

The recurrence of lethal ship-whale collisions ('ship strikes') has prompted management entities across the globe to seek effective ways for reducing collision risk. Here we describe 'active whale avoidance' defined as a mariner making operational decisions to reduce the chance of a collision with a sighted whale. We generated a conceptual model of active whale avoidance and, as a proof of concept, apply data to the model based on observations of humpback whales surfacing in the proximity of large cruise ships, and simulations run in a full-mission bridge simulator and commonly used pilotage software. Application of the model demonstrated that (1) the opportunities for detecting a surfacing whale are often limited and temporary, (2) the cumulative probability of detecting one of the available 'cues' of whale's presence (and direction of travel) decreases with increased ship-to-whale distances, and (3) following detection time delays occur related to avoidance operations. These delays were attributed to the mariner evaluating competing risks (e.g., risk of whale collision vs. risk to human life, the ship, or other aspects of the marine environment), deciding upon an appropriate avoidance action, and achieving a new operational state by the ship once a maneuver is commanded. We thus identify several options for enhancing whale avoidance including training Lookouts to focus search efforts on a 'Cone of Concern,' defined here as the area forward of the ship where whales are at risk of collision based on the whale and ship's transit/swimming speed and direction of travel. Standardizing protocols for rapid communication of relevant sighting information among bridge team members can also increase avoidance by sharing information on the whale that is of sufficient quality to be actionable. We also found that, for marine pilots in Alaska, a slight change in course tends to be preferable to slowing the ship in response to a single sighted whale, owing, in part, to the substan

Drowning accidents followed by the disappearance of the body are particularly distressing events. When such tragedy strikes, Search and Rescue Operations are usually deployed to recover the body. The efficiency of such efforts can be enhanced by timely data and appropriate data integration tools, such as operational prediction systems relying on numerical models or other data sources. In this paper, we propose four stages for Search and Rescue Operations after drowning accidents and briefly address the critical role of ocean observations at each stage, as well as the relevancy of available computational resources. The potential of the combination of different data sources on the state of the sea to provide better insights is discussed. This work encourages oceanographers, data scientists and relevant marine stakeholders to produce knowledge and tools to support Search and Rescue Operations after drowning accidents.

Chaos at sea: Pirates are said to have hijacked the tanker "Aegean II" in the Gulf of Aden, the shipping service "G-Captain" reported at the end of August. Two days later it was reported that men in police uniforms had boarded the "Aegean II". They took the weapons from the private security forces on board the ship and demanded money from the 20-member ship crew. As a Spanish military ship approached, they disappeared as quickly as they had come. It is still unclear whether the perpetrators were pirates - or even Somali policemen...