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The inland waters around southern Vancouver Island and northern Washington State, known as the Salish Sea, host critical habitat for endangered southern resident killer whales (SRKW). This is, however, a highly traversed area, with approaches to industrial ports and coastal cities, international shipping lanes, ferry routes, and considerable recreational vessel traffic. Vessel noise is a key threat to SRKW prosperity, and so conservation measures directed to mitigate its effects have been explored annually since 2017. Here, we describe trials undertaken in 2020, which included spatially limited slowdown zones, exclusion areas as Interim whale Sanctuary Zones (ISZs), and a lateral displacement of tug transits to increase the distance between their route and SRKW foraging areas. To assess each of the measures we first considered the level of mariner participation using data from the Automated Identification Systems (AIS), mandatory for commercial vessels. Knowing this, the changes in soundscape were examined, focused on impacts on broadband (10 Hz to 100 kHz) ambient noise and the frequencies used by SRKW for communication (500 Hz to 15 kHz) and echolocation (15 to 100 kHz). A control period of two-months prior to trial initiation was used to quantify the changes. High levels (> 80%) of compliance were found for each measure, except ISZs, where observance was low. Median reduction in speeds ranged from 0.2-3.5 knots. Resulting sound reductions were most notable in the lower frequencies, although reductions were also recorded in SRKW pertinent ranges. Tug displacement also reduced ambient noise in these frequencies, despite making up a small portion of the overall traffic. The management trials were effective in reducing potential impacts singularly and in concert. Greater awareness and stakeholder engagement may increase compliance and, therefore, the efficacy of measures in the future.

The global COVID-19 pandemic of 2020 has forced small island states to make rapid changes to the way they manage their marine estates following changes in global shipping practices and access which are essential for the supply of food items and island's infrastructure. Following the closure of the border of neighboring French Polynesia, changes had to be made to the PITCAIRN Islands' sole supply vessel route, which resulted in the vessel requiring to set anchor on arrival at the island to conserve fuel. Considering this change and to ensure the continued protection of vulnerable coral habitats the local government has had to make swift decisions to identify anchoring zones that minimize seabed disturbance. Data collected in January 2020, just prior to the pandemic, were assessed using a rapid assessment method and combined with earth observation data to create the first shallow water (s pristine, marine habitats during these unprecedented times.

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.

Ship strikes are a widespread conservation issue for many cetacean species globally. Population level impacts depend on the occurrence and severity of collisions, which may lead to life altering injuries or fatalities. Such impacts are a major concern for large, long-lived, and reproductively slow species like the fin whale. Since 2014, a seasonal feeding aggregation of fin whales has been monitored from February to June off the Catalan coast (Spain), in the northwest Mediterranean Sea. Oceanographical factors influence the occurrence and high density of krill within submarine canyons along the continental shelf, resulting in high whale abundance within a small spatial area. The study area extends 37 km offshore across a 1,944 km2 marine strip situated between the towns of Torredembarra and Castelldefels. This fin whale feeding ground is exposed to high density marine vessel traffic, given its location between the northern Mediterranean shipping lane, which links Barcelona and Tarragona Ports to the Atlantic Ocean and wider Mediterranean Basin. Ship strikes represent the greatest conservation threat for fin whales in the Mediterranean Sea. At least four fin whales have been found dead in Barcelona Port since 1986 due to ship strikes and seven live whales have been documented with injuries in the study area since 2018. Fin whale distribution was mapped with known high-risk marine vessels' (cargo, tanker and passenger vessels) shipping lanes. Vessel density and shipping lanes characterised by speed were considered. Collision risk was estimated monthly based on the predicted fin whale occurrence and traffic density. Several shipping lanes crossed the fin whale feeding habitat every month with an average speed of 15 kn. Cargo vessels displayed the highest ship-strike risk during April, overlapping with the peak of fin whale sightings in the critical feeding area. Slower vessel speeds (8 kn) in waters <200 m depth or along the continental shelf should be implemented al

Effective environmental policy often involves introducing and maintaining important activities with positive outcomes while minimizing environmental consequences; essentially decoupling a positive activity from its negative impacts. In-water cleaning (IWC) of biofouling from ships' submerged surfaces is an example of an activity with positive outcomes (e.g., maintaining optimal ship energy efficiency and decreased biosecurity risk) and unintended negative consequences (e.g., release of living organisms, biocides, and microplastics). Several approaches exist to mitigate these negative consequences, including debris capture, with primary and secondary treatment of removed particulate and dissolved materials. However, it is unlikely that these approaches will eliminate environmental risk. Policy makers should be aware of the full suite of risks related to ship IWC and the tradeoffs to consider when balancing mitigation approaches.

The optimization of empty container repositioning nets has become an essential problem in low-carbon port cooperation. This paper proposed three optimization models of multi-port low-carbon empty container repositioning considering threshold under input and output of empty containers as random variables. Non repositioning strategy means the highest threshold, and complete-repositioning strategy means the lowest threshold; threshold-repositioning strategy is in the middle. The probability of empty-container inventory in each port and the storage cost, repositioning cost, lease cost, and carbon emission cost of empty containers are calculated. This paper mainly compares each cost of three models. The results have shown that: (1) Compared with the non repositioning strategy, the threshold-repositioning strategy and complete-repositioning strategy can reduce the ports storage costs and lease costs of empty containers and also reduce carbon emissions. The lower the repositioning threshold of empty containers between ports is, the more obvious the advantages of the threshold-repositioning strategy become. (2) When the cost of storage per empty container increases, under three strategies, the total cost, storage cost, lease cost, and carbon emission cost of the port will all increase. The ports proportion of dependence on its own empty-container storage will decrease, and the proportion of dependence on other ports and leasing companies will both increase.

Introduction: The Scotia Sea and Antarctic Peninsula are warming rapidly and changes in species distribution are expected. In predicting habitat shifts and considering appropriate management strategies for marine predators, a community-level understanding of how these predators are distributed is desirable. Acquiring such data, particularly in remote areas, is often problematic given the cost associated with the operation of research vessels. Here we use cruise vessels as sampling platforms to explore seabird distribution relative to habitat characteristics.

With the construction of China's ecological civilization and the proposal of carbon peaking and carbon neutrality goals, shore power has been vigorously developed as an important technology for the future green development of ports. However, China's electricity is still mostly coal-fired, which produces many carbon emissions. Coupled with regional differences, shore power is by no means certain to lower carbon emissions compared with fuel throughout China. Considering the power energy structure in different regions, this paper establishes a carbon emission correlation model between fuel and shore power during ship berthing, calculates the feasibility and actual emission reduction effect of shore power in coastal ports, and studies the restriction condition of starting time for the use of shore power for ships attached to ports according to the national policy of mandatory use of shore power. The results show that only a small part of coastal provinces and cities are suitable for using shore power, and it is limited by the berthing time of the ship. However, this condition is not related to the size of ships but related to the proportion of power generation. Therefore, the government should develop shore power according to local conditions, and vigorously increase the proportion of clean energy, so that the shore power truly achieve zero carbon emissions.

As ocean environment is complicated and varied, underwater vehicles (UVs) are facing great challenges in safe and precise navigation. Therefore, it is important to evaluate the underwater ocean environment safety for the UV navigation. To deal with the uncertain knowledge and various information in the safety assessment, we present an evaluation model based on the dynamic Bayesian network (DBN) theory. Firstly, characteristic indicators are extract from marine environment systems and discretized with Cloud model. Then, the DBN is constructed through structure learning and parameter learning based on Dempster-Shafer (DS) evidence theory. Finally, the dynamic evaluation and risk zoning of the navigation safety is realized based on Bayesian probabilistic reasoning. The DBN-based assessment model fully considers the uncertainty of influence relationships between marine environment and UV navigation, and effectively fuses expert knowledge and quantitative data for assessment modeling. The experimental results show the proposed model has high reliability and good value of application.

The Baltic Sea is considered one of the world's most polluted seas. Now, new research from CHALMERS University of Technology reveals a relatively unknown environmental culprit. The study shows that the discharge water from ships' exhaust gas treatment systems, so-called scrubbers, is responsible for up to nine percent of certain emissions of carcinogenic and environmentally harmful substances in the Baltic Sea, which is considerably more than was previously known. Furthermore, the number of ships equipped with scrubbers have tripled since the study was carried out.

Although the number of vessels with exhaust gas cleaning systems (EGCSs or scrubbers) has sharply increased to comply with strengthened regulations for marine environment, secondary pollutions are caused by discharged polycyclic aromatic hydrocarbons (PAHs) from scrubber effluent. Here, liquid-phase plasma (LPP) is employed to remediate water contaminated with PAHs. The increased frequency and pulse width enhanced the degradation efficiency, and 93.3, 90.7, 86.0, and 85.4% for naphthalene (Nap), acenaphthene (Ace), fluorene (Flu), and phenanthrene (Phe), respectively, are degraded at a frequency of 30 kHz and pulse width of 3 μs in 10 min. Considering physical condition of the plasma, long pulse width accelerated electrons, leading to increased generation of active species from intensified collision between electrons and surrounding molecules. Conversely, high frequency decelerated electrons due to the excessive changes in the polarity. However, the increased number of plasma discharges results in the generation of numerous active species. Generations of *OH and O radicals are confirmed by optical emission spectrometry and electron paramagnetic resonance. In addition, changes in functional groups which are corresponding to hydroxyl and oxygen groups are identified by Fourier transform infrared spectroscopy. Total PAHs in real scrubber are reduced from 1.1 to 0.4 μgL-1 with degradation efficiency of 63.6% after 10 min of LPP treatment. This study suggests LPP can be a promising method to protect diverse aqueous environments and provides optimal electrical discharge condition for degradation of organic pollutants.

With the COVID-19 pandemic came what media has deemed the "port congestion pandemic". Intensified by the pandemic, the commonplace anchoring of high-tonnage ships causes a substantial geomorphologial footprint on the seabed outside marine ports globally, but isn't yet quantified. We present the first characterisation of the footprint and extent of anchoring in a low congestion port in New Zealand-Aotearoa, demonstrating that high-tonnage ship anchors excavate the seabed by up to 80 cm, with the impacts preserved for at least 4 years. The calcuated volume of sediment displaced by one high-tonnage ship (> 9000 Gross Tonnage) on anchor can reach 2800 m3. Scaled-up globally, this provides the first estimates of the footprint of anchoring to the coastal seabed, worldwide. Seafloor damage due to anchoring has far-reaching implications for already stressed marine ecosystems and carbon cycling. As seaborne trade is projected to quadruple by 2050, the poorly constrained impacts of anchoring must be considered to avoid irreversible damage to marine habitats.

Since the Brexit happened in January 2020, it is likely to impact the United Kingdom (UK) and the whole of Europe in different ways. The UK and other European countries will revise their preferences concerning fisheries, ports access and governance, and bilateral diplomatic relationships with the countries alongside the 21st Century Maritime Silk Road (MSR). However, this is not an end to uncertainties, but the beginning to show the double-edged effects of Brexit. This paper focuses on the opportunities and challenges for Sino-UK as well as European Union (EU) relations arising from Brexit. The present study considers Brexit's impact on the MSR countries, especially China, Pakistan, and India. It examines what Brexit means for the Sino-UK/EU relationship, politically, economically, and culturally. It concludes with the potential impacts of Brexit on Sino-UK/EU trade relations, maritime security, marine resources usage, the safety of navigation, port governance and cooperation, and suggests the appropriate strategies that can be put in place to capitalise on opportunities to reap benefits while mitigating the challenges.

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

Climate change generates impacts on coastal areas due to sea-level rise and potential modifications in wave and storm surge patterns. Since harbours are located in littoral areas, they will experience different impacts associated to such processes. In this paper, the effects of climate change on port berthing areas in terms of operability are quantified. The study is focused on the ports of the Balearic Islands (Western Mediterranean Sea) and analyses the loss of operability due to the reduction of freeboard in berthing structures and the potential variation in agitation within these harbours during the 21st century, considering two different climate scenarios (RCP4.5 and RCP8.5) and two-time horizons (2045 and 2100). In addition, adaptation measures to address such impacts are proposed and their cost estimated. The results indicate that climate change will not generate significant changes in wave agitation due to negligible variations in wave patterns under future scenarios. On the contrary, sea-level rise will cause huge increases of inoperability for berthing structures due to insufficient freeboard: 10.5% under RCP4.5 or 20.5% under RCP8.5 in 2045, increasing to 57.1% (RCP4.5) and even 83.2% (RCP8.5) in 2100.

With increasing demand for exploration and utilization of marine resources, achieving direct and efficient communication between water and air has been an urgent need. Sound waves, as the only propagation way with low attenuation in both water and air, has been considered the most practical way to achieve water-air communication.

Sustainable shipping can bring competitive advantage. New research shows that especially refined goods can benefit from using renewable fuels in transportation.