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The past 15 years have witnessed the rapid development of China's cruise industry from scratch and the formation of a policy system in the cruise industry, reflecting the shift of the Chinese government's attitude towards the cruise industry from wait-and-see, recognition and encouragement to active support. The paper conducts a statistical analysis of 128 policies related to the cruise industry issued by China's administrative departments at all levels. It is found that the release of policies synchronizes with the development of the cruise industry, with each one providing feedback to the other. The policies do not exhibit a time lag with respect to their effects. The evolution of policy types from macro-level guidance to concrete operation is rapid, with the policy structure gradually improving. In line with current characteristics of the development of China's cruise industry, the themes of the policies concentrate on five areas: cruise tourism services and products, port construction and development, cruise industry chain expansion, cruise industry environment and cruise industry management. However, there is still a lack of adequate policies to support and guide the industrial upgrading of cruise operation and cruise construction and its green and low-carbon development. In addition, the paper points out the main directions of future policy formulation.

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.

In the past few decades, ship-source GHG emissions have increased significantly. As a large country with massive shipping activities, China has issued a number of governmental policies with the aim of promoting shipping decarbonization and achieving green shipping. This study adopts the Policy Modeling Consistency Index (PMC-Index) approach to quantitatively evaluate 15 representative policies that are dealing with shipping decarbonization affairs to different extents in China. The results show that there exists an overall good policy consistency with the average PMC index scoring 6.26, but all studied policies have certain aspects to be further improved. By reviewing these representative policies, it reveals that more emphasis has been placed by the Chinese government on the development and application of clean energy, coordination between shipping and port industries, and governance mechanism for shipping decarbonisation issues. In addition, two policy implications are draw for policy-makers in China.

The carbon emission of shipping industry accounts for about 3% of the global total. With the continuous growth of international trade, the decarbonization and carbon neutralization of shipping industry has become an important direction for future development. New technologies, fuels and operational measures can help reduce the industry's greenhouse gas emissions, but without appropriate laws and policies, it will be difficult to achieve the targets set by the industry. Therefore, this paper reviews the decarbonization laws and policies introduced by International Maritime Organization, the European Union and the national levels. Then, this paper reviews the literature from two aspects: applicability and evaluation of laws and policies, improvement of laws and policies. On this basis, we summarize the challenges of shipping in formulating laws and policies and suggestions for improving them. Among them, the most important problem is the coordination between unilateral regulation and uniform regulation. Finally, this paper proposes the development principles based on shipping decarbonization laws and policies, that is, to comply with the principle of "common but differentiated responsibilities", to coordinate the relationship between international trade and international environmental protection, and to guarantee technical assistance to developing countries.

Although shipping is a relatively energy-saving and environmentally friendly mode of transportation, the growth rate of its energy consumption and carbon emissions far exceeds that of other industries. As an important response to climate change, shipping decarbonization is not only an important part of achieving the temperature control goal of the Paris Agreement but is also an important direction for the future development of China's ecological civilization construction. China has formulated and promulgated legislation and policies on shipping decarbonization both at the national and local levels. The proposal in 2020 of the goal of carbon peaking and carbon neutrality has accelerated this process. In this context, this paper aims at reflecting on legislation and policies for decarbonization of shipping under China's "double carbon" target, and proposing suggestions for improvement. Firstly, we systematically review China's legislation and policies on shipping decarbonization to outline the normative system of China's shipping carbon reduction. Secondly, this paper evaluates China's legislation and policies on shipping decarbonization from the perspective of both achievements and challenges. Finally, this paper proposes that China's legislation and policies for decarbonization of shipping should be further improved from two aspects: enhancing mandatory force and expanding normative content.

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.

With the opening of the national carbon trading market and the coming of the post-epidemic era, the government actively promotes the carbon quota policy to fundamentally achieve carbon emission reduction. This paper corresponds the shipping cycle to the shipping market demand situation during the epidemic, incorporates the shipping cycle characteristics and government quota characteristics into a multi-stage evolutionary game model. Later, the study analyzes the equilibrium points of the game parties at each stage and finally investigates the influence of factors such as technological improvement on the strategy choice of shipping enterprises through sensitivity analysis. The study found that the government's carbon quota policy is influenced by shipping market demand. During the peak shipping season, the government's quota policy is binding on shipping enterprises. In the low season of shipping, the binding effect of government's quota policy on shipping enterprises will be reduced, or even appear to be invalid. Therefore, the government should forecast the demand situation of the shipping market, gradually relax the regulation during the peak season of shipping, and strengthen the regulation before the low season of shipping. Shipping enterprises should increase the research and development of carbon emission reduction technology to reduce carbon emissions from the root to realize the sustainable development of ports and marine-related industries in the post-epidemic era.

As part of the progressive process of extending spatial plans to cover an increasing number of marine areas, with the aim of objectively balancing the interests of various users of the marine area, it has become necessary to establish the value of marine areas as a yardstick or determinant of the user group for which a given marine area is of greater value. This study seeks to fill a research gap by attempting to develop a method to calculate the value of marine areas for the commercial shipping industry. This is done to make it possible in the future to prepare the ground for policy regulating the spatial rent of the sea, whose most important users are shipowners and their ships. We use the homogeneous basin of the Polish Marine Areas (PMA) in the Baltic Sea. Based on a literature review, we conclude that such a method does not exist, posing a significant challenge in the process of marine/maritime spatial planning (MSP) and maritime policy formulation. Conducting an in-depth analysis of 2020 data on ship traffic in the basin noted above, combined with a financial analysis of shipowners' operating costs and profitability indicators, we can determine the value of marine areas both in aggregate for all shipping in the studied basin and for each of the five segments of shipping - the bulk cargo, ro-ro cargo, container, tanker, and passenger segments. In addition, through a dynamic analysis of ship traffic, it is possible to determine the value of sea area in Polish seawaters per unit of area (1 km²) at the average level and for the five specified market segments. The obtained values show that the total profits of shipowners in the Polish Marine Areas, which are at the level of more than EUR 103 million per year, and the average value of profits per 1 km² of marine area used by a ship provide future decision-makers with an objective point of reference to shape future policies for the fiscalization of public space, including the sea.

Cuban Migration Continues Without Residency Policy.

Royal Caribbean Adopts Policy Allowing Cancellations Up To 48 Hours Before Sailing

A Zero-Mortality Goal for Whales Requires Holistic Policy Approach.

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.

Uncertainties in port handling efficiency can cause port delays in the liner shipping system. Furthermore, policies on carbon emission reduction, such as EEXI standards, restrict the potential for speed optimization in liner shipping operations. Traditional tactical planning speed optimization is unsuitable for operational-level decision making, leading to unreliable schedules. From a schedule-reliability and energy-efficiency perspective, we propose a real-time speed optimization method based on discrete hybrid automaton (DHA) and decentered model predictive control (DMPC). We use a dynamic adjustment of sailing speed to offset the disturbance caused by port handling efficiency uncertainties. First, we establish a DHA model that describes each ship's hybrid dynamics of state switching between sailing and berthing; then, we develop a prediction model for the DMPC controller, which is analogous to the DHA model. The schedule is transferred into time-position coordinates as controller reference trajectories in the receding horizon speed optimization framework. We consider determining tracking errors, carbon emissions, and fuel consumption as our objectives, and we carry out engine power limitation (EPL) analysis for the sample ship, which turns the EEXI standards into constraints. We attain the recommended speed by solving a mixed-integer optimization. We carry out a case study, and our results indicate the effectiveness of our proposed DHA-DMPC scheme in lowering port delays and achieving the best trade-off between schedule reliability and energy efficiency. Additionally, we conduct further experiments to analyze the impacts of various carbon reduction policies on the performance levels of liner shipping operations.

CMA CGM, the world's third largest shipping line, has announced a 50% improvement in its CO2 performance for its owned fleet. Thanks to an efficient environmental policy, this success was accomplished in 10 years, with a carbon emission reduction of 50%.

CMA CGM, the world's third largest shipping line, has announced a 50% improvement in its CO2 performance for its owned fleet. Thanks to an efficient environmental policy, this success was accomplished in 10 years, with a carbon emission reduction of 50%.

Recently, the rights of small-scale fishers have increasingly been acknowledged in ocean governance because coastal development and various maritime activities have reduced traditional fishing grounds. More specifically, small-scale fisheries (SSF) are increasingly being threatened by ocean grabbing, pollution, and a lack of inclusiveness in decision-making processes. Although there are guidelines to resolve and reduce conflict, formal avenues to include fisher concerns, particularly in the context of ocean development and governance, remain a difficult task. Moreover, there is insufficient information on how fishers are impacted by coastal and marine development and how their concerns are included in the decision-making process. Hence, this study contributes to the SSF discourse by understanding and describing the characteristics and concerns of small-scale fishers from two coastal towns in East Africa with different levels of port development. Using data from perception surveys, focus group discussions, and participatory mapping, we discuss how fishers were involved in the decision-making processes to develop ports in Lamu, Kenya, and Bagamoyo, Tanzania. We found that fishers rely on nearshore ecosystems such as mangroves and coral reefs because of their accessibility since most fishers only use low-powered boats for fishing. Moreover, we found that the fishers' livelihoods were severely affected by port development and that they were excluded from the decision-making process concerning the port's construction and fishers' compensations. While some fishers believe that new ports in the region can increase their livelihoods by creating new markets and jobs, this is unlikely to happen since most fishers are not qualified to work in formal port-related jobs. We propose three steps that will allow fishermen to participate in port development decision-making processes and contribute to the development of a sustainable SSF. These include improving engagement with fisher

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.

The European Commission has found that public funding of €270 million to build a new cross‑Channel terminal in the Port of Calais is in line with EU state aid rules. The new infrastructure furthers EU transport policy objectives without unduly distorting competition in the internal market.

It will be transported and stored safely because of the competent privacy policy. The arranger uses technically advanced security measures for keeping the borrowers' database safe from the hackers.