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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

Stony coral tissue loss disease (SCTLD) is a troubling new disease that is spreading rapidly across the greater Caribbean region, but the etiological agent(s) and the mechanisms(s) of spread are both unknown. First detected off the coast of Miami, Florida, major ocean currents alone do not explain the pattern of spread, with outbreaks occurring across geographically disjunct and distant locations. This has raised concerns by researchers and resource managers that commercial vessels may contribute as vectors to spread of the disease. Despite existing regulatory and management strategies intended to limit coastal marine invasion risks, the efficacy of these measures is still unresolved for ship-borne microorganisms, and disease transport via ballast water and hull biofouling are under examination given the high ship traffic in the region. Here, to help inform the discussion of ships as possible vectors of SCTLD, we provide an overview of the current state of knowledge about ships and their potential to transfer organisms in the greater Caribbean, focusing in particular on ballast water, and outline a set of recommendations for future research.

Internal seawater systems (ISS) are critical to the proper functioning of maritime vessels. Sea water is pumped on board ships for a broad array of uses, primarily for temperature control (e.g., engine and electrical systems), cooling capacity (e.g., air conditioners and refrigeration), and water provision (e.g., drinking, firefighting, steam, and ballast). Although sea water may spend only a brief period within ISS of a vessel, it can carry microorganisms and larval stages of macroorganisms throughout the system leading to biofouling accumulation that can impair system function or integrity. ISS can also act as a sub-vector of species translocations, potentially facilitating biological invasions. This review describes ships' ISS with a focus on operational impacts of biofouling and current drivers and barriers associated with ISS biofouling management. As ISS internal components are difficult to access, reports and studies of ISS biofouling are uncommon and much of the dedicated literature is decades old. The impact of biofouling on ISS and vessel operations is based on increased surface roughness of pipework and equipment, restricted water flow, corrosion and subsequent component impingement, reduced surface functional efficiency, and potential contamination by pathogens that can affect human and aquatic animal health. Biofouling management is primarily achieved using antifouling coatings and marine growth prevention systems, but independent and accessible data on their efficacy in ISS remain limited. Further research is required to resolve the extent to which biofouling occurs in ISS of the modern commercial fleet and the efficacy of preventive systems. Such information can ultimately inform decisions to improve operational efficiency for vessel operators and ensure any biosecurity risks are appropriately managed.

Many marine megafauna taxa are tied to the sea surface for breathing which makes them vulnerable to vessel collisions. Sea turtles have developed efficient mechanisms to reduce surface time for breathing to a few seconds, but they can extend their surface periods to rest or to rewarm after diving into deep and colder waters. However, knowledge of collision occurrences is limited to data of turtles stranded along the coastline worldwide, whereas events occurring offshore go likely underestimated due to the sinking of carcasses. Here we performed a spatially explicit assessment to identify, for the first time, oceanic areas of higher exposure for sea turtles from maritime traffic in the Tyrrhenian Sea, Western Mediterranean. Satellite-tracking data were used to estimate utilization distributions of loggerhead turtles using Brownian bridge kernel density estimation. Maritime traffic density maps based on Automatic Identification System (AIS) data were extracted from open-access data layers, provided by the European Maritime Safety Agency, summarized, and used for the exposure analysis. Turtle occurrences were also investigated in response to vessel densities and seasonal patterns by fitting a generalized additive model to the data. Our results demonstrated that loggerhead turtles are potentially exposed to maritime traffic across the entire basin, especially in the easternmost part. The exposure varies among spring/summer and autumn/winter months. Highest turtle occurrences were found in regions primarily subjected to cargo, tanker, and passenger transportation. This study represents the first-ever effort to characterize the exposure of oceanic loggerhead turtles to maritime traffic and highlights oceanic areas of higher exposure where research and conservation efforts should be directed to understand the effective impact of this stressor on the species.

1 - Before the 2020 COVID-19 pandemic, cruise ship tourism had been one of the fastest growing segments of global tourism, presenting a range of potential impacts. At Akaroa Harbour, Aotearoa New Zealand, the number of annual cruise ship visits more than quadrupled following earthquake damage to Ōtautahi Christchurch's Lyttelton Port in 2011. Akaroa Harbour is an area of core use for endangered and endemic HECTOR's dolphins (Cephalorhynchus hectori). Dolphins here are exposed to some of the highest levels of cetacean tourism in Aotearoa New Zealand. 2 - Relationships were examined between growth in cruise ship visits, as well as tours focused specifically on dolphins, and long-term trends in summer distribution of HECTOR's dolphins at Akaroa Harbour, from 2000 to 2020. Core use areas for HECTOR's dolphins within the harbour were quantified via kernel density estimation using data from 2,335 sightings from over 8,000 km of standardized survey effort. Data were allocated into four periods based on varying levels of tourism. 3 - Dolphin habitat preference varied over time, with the greatest change occurring between 2005-2011 and 2012-2015. When comparing these periods, the spatial overlap of core habitat was less than 24%. Dolphin distribution shifted towards the outer harbour after 2011 and has remained relatively consistent since. 4 - The observed shift in distribution coincided with the more than fourfold increase in annual cruise ship visits to Akaroa Harbour. Several pressures related to cruise ship tourism are likely to have influenced habitat preferences of dolphins. Further investigation into causal factors of the observed shift is warranted. 5 - In the wake of the COVID-19 pandemic, the future of cruise ship and wildlife tourism is in flux. Our findings suggest that the future re-development of this industry should follow a precautionary approach, with the onus on industry to provide evidence of sustainability before proceeding.

The escalating greenhouse gas (GHG) emissions from maritime trade present a serious environmental and biological threat. With increasing emission reduction initiatives, such as the European Union's incorporation of the maritime sector into the emissions trading system, both challenges and opportunities emerge for maritime transport and associated industries. To address these concerns, this study presents a model specifically designed for estimating and projecting the spatiotemporal GHG emission inventory of ships, particularly when dealing with incomplete automatic identification system datasets. In the computational aspect of the model, various data processing techniques are employed to rectify inaccuracies arising from incomplete or erroneous AIS data, including big data cleaning, ship trajectory aggregation, multi-source spatiotemporal data fusion and missing data complementation. Utilizing a bottom-up ship dynamic approach, the model generates a high-resolution GHG emission inventory. This inventory contains key attributes such as the types of ships emitting GHGs, the locations of these emissions, the time periods during which emissions occur, and emissions. For predictive analytics, the model utilizes temporal fusion transformers equipped with the attention mechanism to accurately forecast the critical emission parameters, including emission locations, time frames, and quantities. Focusing on the sea area around Tianjin port-a region characterized by high shipping activity-this study achieves fine-grained emission source tracking via detailed emission inventory calculations. Moreover, the prediction model achieves a promising loss function of approximately 0.15 under the optimal parameter configuration, obtaining a better result than recurrent neural network (RNN) and long short-term memory network (LSTM) in the comparative experiments. The proposed method allows for a comprehensive understanding of emission patterns across diverse vessel types under vari

Accidental collisions between ships and whales are a global concern, and can occur wherever there is an overlap between whale activity and vessel traffic. To help seafarers plan their voyages to minimize the risk of collisions, the World Shipping Council (WSC) is today launching the WSC Whale Chart. This navigational aid is the first global mapping of all mandatory and voluntary governmental measures to reduce harm to whales from ships. The WSC Whale Chart is available for free to all interested parties and will be regularly updated.

The application of a proactive grooming program to manage the fouling control coatings applied to ship hulls provides an opportunity to address the climate crisis, invasive species and the discharge of biocides into the marine environment. A large percentage of the total power required to propel a ship is to overcome the viscous drag created between the hull and the water. The powering penalty due to increases in coating roughness and the development of biofouling are well documented. In addition, poorly maintained fouling control coatings may lead to the transportation of invasive species. In-water hull cleaning is therefore an important part of ship operations; however, this is typically implemented as a reactive measure when fouling reaches a critical level and requires powerful machinery which damages the coatings, creates unwanted discharge and in many locations the discharge will require capture and disposal. Ship hull grooming is being developed as a proactive method to manage fouling control coatings that will ensure that they are maintained in a smooth and fouling free condition, there is no transport of invasive species or excessive discharge of material that occurs during cleaning. This manuscript will summarize the findings of many years of research and development.

Maritime piracy is a serious threat to the safety of cargo, ships, and crews, which can cause enormous losses to stakeholders, highlighting the significance of piracy risk assessment and prevention to the maritime industry. In this study, we propose a two-step analytical framework based on a Random Forest (RF) model, Generative Adversarial Nets (GANs), and Matrix Completion (MC) algorithm to assess the risks of successful piracy attacks. We consider different decision-makers in each step, namely, pirates first select which ships to attack and then ship operators determine the probability of a (un)successful attack. We propose different influencing factors for each step and, in the meantime, solving the problems of incomplete and imbalanced data. A case study in Southeast Asia is then conducted based on the proposed approach. The results show that, in mild wind weather, the likelihood of a piracy attack on a ship with a DWT not exceeding 50,000 tons is up to 90 %. Further, if the attack occurs between 0 and 6 a.m., the probability of success is over 90 %. These results provide more specific information for ship operators and local authorities to develop efficient anti-piracy strategies and policies.

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.

Seaports act as hubs for the global spread of MtrBTN2,1 a rare contagious cancer affecting mussels. In this disease, cancer cells can be transmitted, like parasites, from one mussel to another nearby. While, in nature, such contagion mainly occurs between mussels in the same bed, ports and maritime transport facilitate the spread of MtrBTN2 to other locations, through biofouling, whereby diseased mussels attach themselves to ship hulls. This finding, the fruit of research by a team led by scientists from the CNRS and the University of Montpellier,2 will be published in Proceedings of the Royal Society B on February 21.

Report on 14 Large Whales That Died due to Ship Strikes off the Coast of Sri Lanka, 2010-2014.

An observation technician (male, in his 50s) aboard the research vessel HAKUHO MARU fell down the stairs late last night, July 24.