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A healthy marine environment is integral to numerous New Zealand economic, social, and cultural values, including fisheries, aquaculture, tourism, and recreational and customary activities. The introduction and spread of marine non-indigenous species (NIS) via the vessel biofouling pathway may put these values at risk. Over the past two decades, the Ministry for Primary Industries (MPI) has been proactive in commissioning research focused on the risks associated with vessel biofouling, identification of potential risk vessels, and risk management options. In 2010, MPI consulted on options to manage the biofouling risks on all vessels entering New Zealand waters. In 2014, New Zealand became the first country to introduce mandatory biofouling requirements. Between 2014 and 2018, MPI focused on communicating the requirements to support stakeholder awareness, readiness, and uptake. In parallel, MPI commissioned further research to investigate proactive and reactive approaches to biofouling management. Research outcomes were summarized and technical advice provided to inform stakeholders of what constitutes best biofouling management practices. This review summarizes MPI's research and technical advice on the risks associated with vessel biofouling and its management, and the procedures followed to produce New Zealand's biofouling regulations. The development of these regulations is also contextualized in terms of New Zealand's marine biosecurity system. The transparent and evidence-based approach followed by MPI provides a blueprint for establishing biofouling regulations. Because these regulations are aligned with the International Maritime Organization guidelines, there is the potential to develop consistent global and domestic practices for managing marine NIS introduction and spread.

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The Review of Maritime Transport 2023 urges swift action and system-wide collaboration to decarbonize maritime transport amid growing carbon emissions and regulatory uncertainty.

Microplastic pollution in the ocean is a critical, global environmental concern. Although believed to be a comparatively small contributor, the paints applied to commercial ships have been identified as a source of microplastics because polymers are used as binding agents in all anticorrosive and antifouling marine coatings. Furthermore, the release of microplastics from coatings may be amplified by in-water cleaning operations to remove biofouling. A comprehensive, detailed assessment and review of the array of commercial ships' coatings, specifically characteristics, behavior, and fate over time, has not been conducted in the context of ocean microplastic pollution. This Policy Brief identifies gaps and proposes actions to better understand the fate of released particles with the goal to inform appropriate and effective solutions.

- National associations and shipping companies have been implementing the use of mitigation measures to reduce the risk of harm to endangered whale species. - ICS encourages the shipping industry to continue to build on these steps that have been taken. - Collaboration is needed to review maritime guidelines and protect marine life.

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.

Ports and neighbouring cities function as connectors between land and water and have long accommodated a substantial flow of goods and services. Port cities in the Western Indian Ocean (WIO) region and the Global South (GS) are rapidly and inevitably expanding as the demand for global trade increases. However, this expansion has numerous impacts on the surrounding marine ecosystem and the socio-economic livelihoods of local communities. We propose a framework to evaluate the sustainability of port cities in the WIO region and more broadly for cities in the GS. Through an exploratory approach, a systematic literature review (SLR) was undertaken to identify existing themes on port city and marine ecosystem sustainability indicator frameworks. The results revealed a strong bias towards sustainability publications designed for port cities in Global North. The approach developed from this study focuses on the socio-economic and environmental attributes relevant to ports in the WIO region and for GS countries. This draws from the Drivers, Pressures, States, Impacts and Responses (DPSIR) framework and includes 78 indicators. The indicators are designed to identify and report on the complex land and sea interdependencies of port cities. To test the validity of these indicators their interdependencies were examined through a Causal Network (CN) structure which identified 12 priority DPSIR CN. These were also mapped to the UNSDGs enabling the wider applicability and transferability of the framework. The resulting framework enables port cities in emerging economies to establish robust sustainable reporting systems and provides a framework that offers a unique lens for evaluating interactions embedded in the land and sea continuum.

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.

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.

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