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In 2024, the EU intends to include the global shipping industry in the European Union Emission Trading Scheme (EU ETS). Shipping companies will have to pay for the carbon emissions of ships over 5,000 GT on routes between EU and non-EU ports. This paper selects typical shipping companies in the world. Based on the principle of fairness, historical method, baseline method and mixed method are adopted to explore their carbon emission quota allocation. The ZSG-DEA efficiency model is used to evaluate the distribution results and verify the optimal efficiency. The research results show that the mixed method has a high efficiency of allocation. The method predicts that the carbon quota of typical shipping companies in the world will reach the Pareto optimal allocation in 2024 and Maersk has the highest carbon emission quota among the eight typical shipping companies, reaching 32,431,800 tons, followed by MSC and EMC, reaching 8,542,400 tons and 6,809,500 tons, respectively. Based on the results, we can obtain a reasonable allocation of carbon allowances in the EU carbon market according to the proportion of business of shipping companies involved in EU routes. The research is still applicable to the allocation of carbon emmissions in future years. Therefore, this paper provides suggestions for the orderly allocation of carbon quota and carbon trading in the global shipping market.

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.

Ships' ballast water and sediments are vectors that contribute to the unintentional spread of aquatic non-native species globally. Ballast water management, as well as commissioning testing of ballast water management systems and compliance monitoring under the regulations of the International Maritime Organization (IMO) aim at minimizing the unwanted spread of organisms. This study compiles data for treated ballast water samples collected and analyzed from 228 ships during 2017-2023. The samples were collected from the ballast discharge line or directly from the ballast tank for enumeration of living organism concentrations in the categories of ≥50µm and ballast water should be undertaken to ensure that the systems remain operational after commissioning and ships meet requirements of the D-2 standard. Furthermore, the study

Chronic low-frequency noise from commercial shipping is a worldwide threat to marine animals that rely on sound for essential life functions. Although the U.S. National Oceanic and Atmospheric Administration recognizes the potential negative impacts of shipping noise in marine environments, there are currently no standard metrics to monitor and quantify shipping noise in U.S. marine waters. However, one-third octave band acoustic measurements centered at 63 and 125 Hz are used as international (European Union Marine Strategy Framework Directive) indicators for underwater ambient noise levels driven by shipping activity. We apply these metrics to passive acoustic monitoring data collected over 20 months in 2016-2017 at five dispersed sites throughout the U.S. Exclusive Economic Zone: Alaskan Arctic, Hawaii, Gulf of Mexico, Northeast Canyons and Seamounts Marine National Monument (Northwest Atlantic), and Cordell Bank National Marine Sanctuary (Northeast Pacific). To verify the relationship between shipping activity and underwater sound levels, vessel movement data from the Automatic Identification System (AIS) were paired to each passive acoustic monitoring site. Daily average sound levels were consistently near to or higher than 100 dB re 1 μPa in both the 63 and 125 Hz one-third octave bands at sites with high levels of shipping traffic (Gulf of Mexico, Northeast Canyons and Seamounts, and Cordell Bank). Where cargo vessels were less common (the Arctic and Hawaii), daily average sound levels were comparatively lower. Specifically, sound levels were ∼20 dB lower year-round in Hawaii and ∼10-20 dB lower in the Alaskan Arctic, depending on the season. Although these band-level measurements can only generally facilitate differentiation of sound sources, these results demonstrate that international acoustic indicators of commercial shipping can be applied to data collected in U.S. waters as a unified metric to approximate the influence of shipping as a driver of

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.

Strikes between vessels and cetaceans have significantly increased worldwide in the last decades. The Canary Islands archipelago is a geographical area with an important overlap of high cetacean diversity and maritime traffic, including high-speed ferries. Sperm whales (Physeter macrocephalus), currently listed as a vulnerable species, are severely impacted by ship strikes. Nearly 60% of sperm whales' deaths are due to ship strikes in the Canary Islands. In such cases, subcutaneous, muscular and visceral extensive hemorrhages and hematomas, indicate unequivocal antemortem trauma. However, when carcasses are highly autolyzed, it is challenging to distinguish whether the trauma occurred ante- or post-mortem. The presence of fat emboli within the lung microvasculature is used to determine a severe "in vivo" trauma in other species. We hypothesized fat emboli detection could be a feasible, reliable and accurate forensic tool to determine ante-mortem ship strikes in stranded sperm whales, even in decomposed carcasses. In this study, we evaluated the presence of fat emboli by using an osmium tetroxide (OsO4)-based histochemical technique in lung tissue of 24 sperm whales, 16 of them with evidence of ship strike, stranded and necropsied in the Canaries between 2000 and 2017. About 70% of them presented an advanced autolysis. Histological examination revealed the presence of OsO4-positive fat emboli in 13 out of the 16 sperm whales with signs of ship strike, and two out of eight of the "control" group, with varying degrees of abundance and distribution. A classification and regression tree was developed to assess the cut off of fat emboli area determining the high or low probability for diagnosing ship-strikes, with a sensitivity of 89% and a specificity of 100%. The results demonstrated: (1) the usefulness of fat detection as a diagnostic tool for "in vivo" trauma, even in decomposed tissues kept in formaldehyde for long periods of time; and (2) that, during

- Safety & Shipping Review 2021: 49 large ships lost worldwide last year. Total losses down 50% over 10 years. Number of shipping incidents (2,703) declines year-on-year. - Shipping industry resilient through pandemic, but crew change crisis has long-term consequences. Covid-19 delays and surge in demand for shipping increasing cost of claims. Inadequate ship maintenance could bring future claims. - Suez Canal incident shows ever-increasing vessel sizes continue to pose a disproportionately large risk with costly groundings and salvage operations. High number of fires and containers lost at sea. - South China, Indochina, Indonesia and Philippines maritime region is the global loss hotspot.

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.

With the worldwide spread of the global Coronavirus (COVID-19), the shipping industry has played an essential and irreplaceable role in combating the effects of the pandemic, promoting a trade-led economic recovery and maintaining the stability of industrial supply chains. The North Bund Forum advocated jointly promoting the continuous innovation and wide application of green low-carbon technologies and effectively implementing the reduction strategies of global greenhouse gas emission, thereby contributing to the creation of a safe, smooth and green global supply chain. With the epidemic under control worldwide, the international shipping industry has also ushered in a new development cycle and growth opportunities, which brings new strategic opportunities for the development of Shanghai International Shipping Center. Shanghai will accelerate the building of the world's first-class shipping center characterized as convenient and efficient, fully functional, open and integrated, green and intelligent. The forum is intended as a platform for exchanging ideas on major issues in global shipping, for incubating governance rules and norms of the international shipping industry, for releasing the latest policies and regulations in China and the world, and for showcasing the Shanghai International Shipping Center.

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.

Since the industrial revolution the ocean has become noisier. The global increase in shipping is one of the main contributors to this. In some regions, shipping contributed to an increase in ambient noise of several decibels, especially at low frequencies (10 to 100 Hz). Such an increase can have a substantial negative impact on fish, invertebrates, marine mammals and birds interfering with key life functions (e.g. foraging, mating, resting, etc.). Consequently, engineers are investigating ways to reduce the noise emitted by vessels when designing new ships. At the same time, since the industrial revolution (starting around 1760) greenhouse gas emissions have increased the atmospheric carbon dioxide fraction x(CO2) by more than 100 μmol mol-1. The ocean uptake of approximately one third of the emitted CO2 decreased the average global surface ocean pH from 8.21 to 8.10. This decrease is modifying sound propagation, especially sound absorption at the frequencies affected by shipping noise lower than 10 kHz, making the future ocean potentially noisier. There are also other climate change effects that may influence sound propagation. Sea surface warming might alter the depth of the deep sound speed channel, ice melting could locally decrease salinity and more frequent storms and higher wind speed alter the depth of the thermocline. In particular, modification of the sound speed profile can lead to the appearance of new ducts making specific depths noisier. In addition, ice melting and the increase in seawater temperature will open new shipping routes at the poles increasing anthropogenic noise in these regions. This review aims to discuss parameters that might change in the coming decades, focusing on the contribution of shipping, climate change and economic and technical developments to the future underwater soundscape in the ocean. Examples are given, contrasting the open ocean and the shallow seas. Apart from the changes in sound propagation, this review will also d

In maritime logistics optimization, considerable research efforts are focused on the extraction of deep behavioral characteristics from comprehensive shipping data to discern patterns in maritime vessel behavior. The effective linkage of these characteristics with maritime infrastructure, such as berths, is critical for the enhancement of ship navigation systems. This endeavor is paramount not only as a research focus within maritime information science but also for the progression of intelligent maritime systems. Traditional methodologies have primarily emphasized the analysis of navigational paths of vessels without an extensive consideration of the geographical dynamics between ships and port infrastructure. However, the introduction of knowledge graphs has enabled the integration of disparate data sources, facilitating new insights that propel the development of intelligent maritime systems. This manuscript presents a novel framework using knowledge graph technology for profound analysis of maritime data. Utilizing automatic identification system (AIS) data alongside spatial information from port facilities, the framework forms semantic triplet connections among ships, anchorages, berths, and waterways. This enables the semantic modeling of maritime behaviors, offering precise identification of ships through their diverse semantic information. Moreover, by exploiting the semantic relations between ships and berths, a reverse semantic knowledge graph for berths is constructed, which is specifically tailored to ship type, size, and category. The manuscript critically evaluates a range of graph embedding techniques, dimensionality reduction methods, and classification strategies through experimental frameworks to determine the most efficacious methodologies. The findings reveal that the maritime knowledge graph significantly enhances the semantic understanding of unmanned maritime equipment, thereby improving decision-making capabilities. Additionally, it establish

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.

Port and maritime studies dealing with containerization have observed traffic concentration and dispersion throughout the world. Globalization, intermodal transportation, and technological revolutions in the shipping industry have resulted in both network extension and rationalization. However, lack of precise data on inter-port relations prevent the application of wide network theories to global maritime container networks, which are often examined through case studies of specific firms or regions. This paper presents an analysis of the global liner shipping network in 1996 and 2006, a period of rapid change in port hierarchies and liner service configurations. While it refers to literature on port system development, shipping networks, and port selection, it is one of the only analyses of the properties of the global container shipping network. The paper analyzes the relative position of ports in the global network through indicators of centrality. The results reveal a certain level of robustness in the global shipping network. While transhipment hub flows and gateway flows might slightly shift among nodes in the network, the network properties remain rather stable in terms of the main nodes polarizing the network and the overall structure of the system. Additionally, mapping the changing centrality of ports confirms the impacts of global trade and logistics shifts on the port hierarchy and indicates that changes are predominantly geographic.

Overseas shipping - Overseas shipping company for all world class international shipping. International shipping company for Ocean freight, shipping containers, overseas removals and shipping to Eastern Europe, Australia & Pacific Rim, North Africa & Mediterranean, etc.

Despite efforts to aid recovery, Eastern North Pacific blue whales faces numerous anthropogenic threats. These include behavioral disturbances and noise interference with communication, but also direct physical harm - notably injury and mortality from ship strikes. Factors leading to ship strikes are poorly understood, with virtually nothing known about the cues available to blue whales from nearby vessels, behavioral responses during close encounters, or how these events may contribute to subsequent responses. At what distance and received levels (RLs) of noise whales respond to potential collisions is difficult to observe. A unique case study of a close passage between a commercial vessel and a blue whale off Southern California is presented here. This whale was being closely monitored as part of another experiment after two suction-cup archival tags providing acoustic, depth, kinematic, and location data were attached to the whale. The calibrated, high-resolution data provided an opportunity to examine the sensory information available to the whale and its response during the close encounter. Complementary data streams from the whale and ship enabled a precise calculation of the distance and acoustic cues recorded on the tag when the whale initiated a behavioral response and shortly after at the closest point of approach (CPA). Immediately before the CPA, the whale aborted its ascent and remained at a depth sufficient to avoid being struck for ∼3 min until the ship passed. In this encounter, the whale may have responded to a combination of cues associated with the close proximity of the vessel to avoid a collision. Long-term photo-identification records indicate that this whale has a long sighting history in the region, with evidence of previous ship encounters. Therefore, experiential factors may have facilitated the avoidance of a collision. In some instances these factors may not be available, which may make some blue whales particularly susceptible to dea

China, as a major maritime nation, the China Containerized Freight Index (CCFI) serves as an objective reflection of the Chinese shipping market and an important indicator for understanding China's shipping industry globally. The shipping market is a complex ecosystem influenced by various factors, including vessel supply and demand, cargo supply and demand relationships and prices, fuel prices, and competition from substitute and complementary markets. To analyze and study the state of the Chinese shipping market, we selected the CCFI as an indicator and collected data on six factors that may affect the overall shipping market. These factors include "the China Coastal Bulk Freight Index(CCBFI)", "the Baltic Dry Index(BDI)", "the Yangtze River Container Freight Index", "Global: Aluminum (minimum purity of 99.5%, London Metal Exchange (LME) spot price): UK landed price", "Major Ports: Container Throughput", and "Coal Price: US Central Appalachia: Coal Spot Price Index". Then, we constructed an analyticaland predictive framework using Deep Neural Network (DNN), CatBoost regression model, and robust regression model to study the CCFI. Based on the R2 results of the three models, it is evident that DNN provides the best analytical and predictive performance for the CCFI, accurately forecasting its changes. Additionally, the robust regression model indicates that "Global: Aluminum (minimum purity of 99.5%, LME spot price): UK landed price" has the greatest impact on the CCFI. Finally, from a business perspective, we provide some suggestions for China's container shipping industry.

We examine the dive and movement behavior of blue, fin, and humpback whales along the US West Coast in regions with high ship traffic where ship strikes have been identified as a major concern. All three species are known to feed in coastal waters near areas of high ship traffic. We analyzed data from 33 archival tag deployments representing over 3,000 h of data that were attached with suction-cups or short darts for periods >20 h and recorded depth (≥ 1 Hz), fast-lock GPS positions and other sensors. There were clear differences among the three species but all showed a distinct diurnal difference in diving behavior. While dive depth varied among animals based on where prey was located, whales spent a high proportion of their time closer to the surface where they would be more vulnerable to ship strikes at night than in the day. This was most pronounced for blue whales where vulnerability was twice as high at night compared to the day. We also found differences in movement patterns of whales between day and night. Movements were more localized to specific areas in the day near prey resources while at night these movements often involved directional movements (though sometimes returning to the same area). We show how in several specific areas like the Santa Barbara Channel, these differences in movements and locations translate to a very different overlap with shipping lanes at night compared to the daytime locations, which is the basis for most sighting data.

A new report by UMAS, commissioned by The Ocean Conservancy titled "The Maritime Fleet of the USA-the current status and potential for the future" shows, for the first time, the scale of U.S. shipping fleet emissions and opportunities to decarbonise the sector. In 2018, carbon emissions from all U.S.-flagged vessels amounted to around 26 million tonnes, approximately 2.4% of global shipping emissions. Domestic shipping voyages accounted for about 70% of carbon emissions from the U.S.-flagged shipping fleet, which presents a unique opportunity for U.S. actions to effectively decarbonize the American maritime sector.

The Covid-19 pandemic is the latest example in a growing number of health, social, economic, and environmental crises humanity is facing. The multiple consequences of this pandemic crisis required strong responses from governments, including strict lockdowns. Yet, the impact of lockdowns on coastal ecosystems and maritime activities is still challenging to quantify over large spatial scales in comparison to the pre-Covid period. In this study, we used an object detection algorithm on Synthetic Aperture Radar (SAR) images acquired by the two Sentinel-1 satellites to assess the impact of the Covid-19 crisis on the presence of boats before, during and after lockdown periods in the French Mediterranean Exclusive Economic Zone. During the French most severe lockdown period (March - May 2020), we observed that ship frequentation remained at the same level from March to July 2020, instead of rising towards the summer peak like in previous years. Then, ship frequentation increased rapidly to a normal level in August 2020 when restrictions were lifted. By comparing morning and evening (7:00 am and 7:00 pm) ship frequentation during this period to pre-Covid years, we observed contrasting patterns. On the one hand, morning detections were particularly high, while on the other hand evening detections were significantly lower and less concentrated in coastal touristic waters than in previous years. Overall, we found a 9% decrease in ship frequentation between the year 2020 and the 2017-2019 period, with a maximum of 43% drop in June 2020 due to the lockdown. So, the Covid -19 crisis induced only a very short-term reduction in maritime activities but did not markedly reduce the annual ship frequentation in the French Mediterranean waters. The satellite imagery approach is an alternative method that improves our understanding of the pandemic impacts at an unprecedented spatiotemporal scale and resolution.