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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

Humans have been sailing across seas and oceans for thousands of years. However, the story of large ships capable of affecting coastal ecology and shelf sedimentary processes is only about 100 years old. Modern large seagoing vessels with a draft of 10-20 m can cause resuspension of seabed sediment, erosion of the channel slope and shoal, enhancement of seafloor sediment activity and thickening of the active layer, thereby having a significant impact on seabed topography and sedimentation processes. However, little is known about the effects of this anthropogenic agent on shelf sedimentation due to limited observational data. Here, two sediment cores were collected from a shipping lane used by vessels of 5,000- to 50,000-ton off the coast of China to analyze their sedimentary properties, with focus on both the grain size and elements. It was found that ship disturbance selectively modified the sedimentary record, with the fine-grained sediment becoming increasingly unstable. In addition, there was a reduction in grain size of sediment finer than 6.25 Φ, which decreased by 11% after the disturbance by ship. Biogenic elements that were closely related to the ecological environment were significantly altered, with Br/Cl, Si/Ti, and Ca/Ti ratios all becoming significantly smaller. This indicated that frequent disturbance caused by ships had reduced the productivity in the waters near the shipping lane. In terms of sensitivity to the effects of ship navigation, the sedimentation response was relatively rapid and began to emerge from the commencement of ship navigation, whereas the ecological response became evident later than the sedimentation response and only appeared after a significant growth in the maritime transportation of China. Following the comparison of the two sediment cores, we propose that the constant rate of supply (CRS- with ship disturbance)-constant initial concentration (CIC- without ship disturbance) dual dating model be used to establish a dati

Seabed fluid flow is a widespread and important natural phenomenon in marine environments, which involves complex multi-physics, multi-process and multi-scale processes. The developments in offshore geophysical technology have facilitated the discovery of the widespread emissions of seabed fluids. For an overview on the state-of-the-art seabed fluid flow research and for obtaining a perspective on future research in the China Seas, we reviewed the data, reports, and publications particularly that associated with cold seeps such as pockmarks, seeps, domes, mud volcanoes, and gas hydrates in the Bohai Sea, the Yellow Sea, the East China Sea, and the South China Sea. This study presents the first report for seabed fluid flow on all China Seas with the basic information required to undertake additional analytical studies of these features. Furthermore, we explore processes responsible for them and their implications. Although the seabed fluid flow is widespread, dynamic, and influential, it is still poorly examined and understood. To understand seabed fluid flow in both time and space, it is important to investigate how and why these seabed fluids form and migrate.

The significant uncertainty and complexity of vessels at sea poses challenges for regulatory bodies in the fishing industry. This paper presents a method for identifying fishing vessel trajectory characteristics involving the Fourier series transform. The model utilizes the FOURIERseries and Gaussian mixture clustering to address the complexity and uncertainty issues in fishing vessel trajectories. First, the vessel trajectories undergo a process of dimensionality expansion and projection along the temporal axis. The relationship between trajectories and complex plane projection was elucidated in this process. Second, a vessel trajectory identification model involving FOURIER transformation was constructed. Subsequently, the phase spectrum was assigned binary values using differentiation, and the phase spectrum characteristics of the transformed trajectories through FOURIER transformation were analyzed. Finally, six encoding formats for fishing vessel motion trajectories in phase spectrum encoding are introduced, along with the determination of uncertain vessel motion range through mixed Gaussian clustering. This method has been validated using a dataset comprising 7,000 fishing vessel trajectories collected from the Beidou satellite positioning system. The results demonstrate that the range of uncertain vessel motion was able to be obtained with the assistance of Gaussian mixture clustering, with an 80% probability position of approximately 1,000 m and a 50% probability position of around 2,000 m. Effective identification of fishing vessel operating and navigational states was achieved, leading to the determination of a safety distance for fishing vessels in the range of 1,000m-2,000 m. This research holds important reference value for fishery regulatory agencies in terms of supervising fishing vessels and maintaining a safe navigational distance.

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To significantly reduce sulfur oxides emissions from fossil fuel-powered ships, reduce air pollution in ports and slow ocean acidification, the International Maritime Organization (IMO) has imposed the new 0.50%m/m limit (reduced from 3.50%m/m in the past) on sulphur in ships' fuel oil. This has given rise to a host of issues regarding fuel replenishment operations, safe operation management, maritime regulation, and coordinated governance of air and climate. In response to ocean acidification and climate change, regulations on the use of low-sulfur oil or alternative fuels by ships greatly reduce sulfur oxide emissions, but have no significant impact on reducing greenhouse gas emissions. In fact, the refining process for low-sulfur fuels and the use of the gas cleaning system on ships both increase energy consumption and carbon dioxide emissions. To ensure the decarbonization process of shipping industry, there is an urgent need for a conceptual change in global ocean governance so as to promote the coordinated governance of air pollution and climate change. China's conception of "a maritime community with a shared future" provides a new model for global ocean governance. The Chinese government has formulated regulations at different levels to promote the coordinated management of atmospheric pollutants and greenhouse gas emissions. Regarding supervision of sulfur oxide emissions from ships, this study proposes to build a multi-department collaborative supervision mechanism from marine fuel life cycle to enhance sulfur oxide monitoring and risk control capabilities. Specific measures of the proposed supervision mechanism include: the joint supervision of compliant fuel supply, the compliant fuel information disclosure platform, a joint law enforcement mechanism for atmospheric pollution, the ability of intelligent ship exhaust monitoring, and the construction of port power infrastructure.

The introduction of a surface into the marine environment begins a process known as biofouling, which increases the weight and hydrodynamic drag of the fouled structure. This process is detrimental to maritime vessels and costs the industry ∼$150B in fuel and maintenance spending annually. Preventing the settlement of fouling organisms mitigates these issues and limits the spread of non-indigenous species (NIS). This is primarily achieved via antifouling paints. Ultraviolet light is a sterilization method used in water purification, food storage packaging, and within medical fields. Ultraviolet C (UV-C) radiation interacts with DNA to prevent growth, proliferation, and survival of bacteria, and biofilm formation. Recent progress in microelectronics technology has advanced the range of commercially available light-emitting diodes (LEDs) to include the UV wavelengths, and the reduced size and cost has allowed their integration into previously inaccessible locales. This study builds on recent progress in integrating UV-C LEDs into UV-lucent silicone tiles for fouling control. The operational cycle needed to prevent growth of Navicula incerta cells was determined. Constant irradiance at a peak of 5.77 μW/cm2 resulted in a significant reduction in diatoms within 2 h, and a 2 log and 3 log reduction after 48 h and 5 days, respectively. Duty cycling (pulsing) in all variations from 50 to 2.5%, indicated significant reductions in cell densities, and the lowest cycle could effectively reduce biofouling growth and increase the longevity of the LEDs for up to 45.6 years. Irradiance and exposure were altered over a set duration and indicated a restriction in growth between 0.01-0.82 J/cm2 and an increased mortality at irradiances > 2.65 J/cm2, suggesting an effective antifouling threshold between these dosages. The effective dosage for 1 log reduction in fouling was estimated to be 25 J/cm2 but varied according to irradiance delivery method. Effective dosage for a 1 log re

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.

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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