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Vessel Monitoring Systems (VMS) and other vessel tracking data have been used for many years to map the distribution of fishing activities. Mapping areas with low levels of fishing activity can be of particular interest; for example to avoid conflicts between fishing and other ocean uses like offshore renewable energy or to protect relatively pristine ecosystems from increasing fishing pressure. A particular problem when trying to delineate areas that are lightly fished, is the relative sparsity of vessel monitoring data in these areas. This paper explores three novel methods for estimating the distribution of fishing activity from VMS data, with particular focus on lightly impacted areas. The first new method divides the area of interest into a nested grid with varying cell sizes (depending on the density of data at each location); the second new method uses Voronoi diagrams to define polygons around observations and the third method applies a local regression to generate a smooth map of fishing intensity. The new methods are compared with two established methods: applying spatial grids and interpolating fishing tracks. The track interpolation method generally performs better than any of the new methods, however it is not always possible or appropriate to apply track interpolation; in those cases the local regression method is the best alternative.

With the construction of China's ecological civilization and the proposal of carbon peaking and carbon neutrality goals, shore power has been vigorously developed as an important technology for the future green development of ports. However, China's electricity is still mostly coal-fired, which produces many carbon emissions. Coupled with regional differences, shore power is by no means certain to lower carbon emissions compared with fuel throughout China. Considering the power energy structure in different regions, this paper establishes a carbon emission correlation model between fuel and shore power during ship berthing, calculates the feasibility and actual emission reduction effect of shore power in coastal ports, and studies the restriction condition of starting time for the use of shore power for ships attached to ports according to the national policy of mandatory use of shore power. The results show that only a small part of coastal provinces and cities are suitable for using shore power, and it is limited by the berthing time of the ship. However, this condition is not related to the size of ships but related to the proportion of power generation. Therefore, the government should develop shore power according to local conditions, and vigorously increase the proportion of clean energy, so that the shore power truly achieve zero carbon emissions.

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.

Monitoring marine use is essential to effective management but is extremely challenging, particularly where capacity and resources are limited. To overcome these limitations, satellite imagery has emerged as a promising tool for monitoring marine vessel activities that are difficult to observe through publicly available vessel-tracking data. However, the broader use of satellite imagery is hindered by the lack of a clear understanding of where and when it would bring novel information to existing vessel-tracking data. Here, we outline an analytical framework to (1) automatically detect marine vessels in optical satellite imagery using deep learning and (2) statistically contrast geospatial distributions of vessels with the vessel-tracking data. As a proof of concept, we applied our framework to the coastal regions of Peru, where vessels without the Automatic Information System (AIS) are prevalent. Quantifying differences in spatial information between disparate datasets-satellite imagery and vessel-tracking data-offers insight into the biases of each dataset and the potential for additional knowledge through data integration. Our study lays the foundation for understanding how satellite imagery can complement existing vessel-tracking data to improve marine oversight and due diligence.

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.

This paper presents a geometric stochastic channel model designed for analyzing maritime communication and navigation services between moving ships using the C-band or sub-6 GHz spectrum, which aligns with the focus of emerging 5G networks on land. The channel model is validated through channel measurements conducted both on the sea and land. A software tool has been developed to integrate and analyze these measurements, which is included with this publication. The main challenge in developing the channel model for maritime services lies in the dynamic nature of the sea surface, leading to constantly changing reflection conditions due to varying reflectors and scatterers on the water. Additionally, the motion conditions of the transmitter and receiver on ships change in all three dimensions, depending on the sea state. To address these complexities, data from several measurement campaigns in diverse areas were collected. The analysis involved examining the propagation conditions over the sea with variations in sea surface roughness, antenna heights, and used bandwidths. Moreover, additional propagation conditions over nearby land were also taken into account. The study demonstrates that the changing antenna height on the ship, influenced by sea conditions, significantly affects the reflection and scattering conditions. The research aims to develop reliable, high-data rate, and broadband marine communication systems. Therefore, a measurement bandwidth of 120MHz was employed to derive the propagation model. This model not only offers absolute timing information but can also be used for time-based ranging or positioning systems. The proposed geometric stochastic channel model provides valuable insights into the complex maritime communication and navigation environment. By accounting for the continuously evolving sea surface and its impact on antenna height, the model offers a robust framework for studying and optimizing marine communication systems. The availability of

Almost weekly there is another story insinuating that the US is losing the "race for the Arctic." Those who support the claim that the US is losing this race often highlight that the Arctic ice is melting and that this environmental change is opening up potential trade routes and making natural resources more ripe for exploitation. Others then point out that Russia has increasingly re-militarized the Arctic and that China has also made inroads to establish itself in the region.

The International Maritime Organization (IMO), as a specialized agency of the United Nations responsible for the safety and security of international shipping and the prevention of pollution from ships, has applied two main area-based management tools (ABMTs): the "Special Areas" established under the MARPOL 73/78; and the "Particularly Sensitive Sea Areas" (PSSAs) established under the IMO resolutions. The new Agreement under the United Nations Convention on the Law of the Sea on the Conservation and Sustainable Use of Marine Biological Diversity of Areas beyond National Jurisdiction (BBNJ agreement) stipulates the establishment of a comprehensive system of ABMTs to conserve and sustainably use areas beyond national jurisdiction. Strengthening coordination in the use of ABMTs established by the IMO and the BBNJ Agreement is important for vessel pollution control in the high seas. The IMO is a stakeholder for relevant proposals and consultations on proposals regarding the establishment of ABMTs in the BBNJ Agreements, and can provide information on the implementation of them. The Conference of the Parties (COPs) to the BBNJ Agreement can also make recommendations to the IMO and its parties to promote the adoption of special areas and PSSAs. This article respectively elaborates on the practices and effect of ABMTs of the IMO and explores the relevant rules of the BBNJ agreement and their enforcement. Then this article discusses the possible approaches for the ABMTs coordination between the IMO and the BBNJ agreement regimes and their implications on vessel pollution Control in the high seas. Overall, relevant rules of the BBNJ agreement shall be interpreted and applied in a manner that does not undermine relevant legal instruments of the IMO. Meanwhile, it is necessary to promote cooperation and coordination between the COPs to the BBNJ Agreement and the IMO under the idea of conserving ecosystem integrity, gradually forming a normal cooperation and informati

Excessive CO2 emissions and increased total costs of liner shipping are the two main problems affecting the environmental and economic benefits of liner companies under the European Union Emission Trading System (EU ETS). To address the upcoming EU ETS, we propose a carbon and cost accounting model for liner shipping that accurately calculates CO2 emissions and total cost of liner shipping. We conduct a case study that a containership operates on the liner route from the Far East to Northwest Europe. The results show that the sailing stage plays a pivotal role in CO2 emissions from liner shipping, accounting for 94.70% of CO2 emissions. Among four types of fuel, CO2 emissions from liner shipping using MGO is the largest, while CO2 emissions from liner shipping using methanol is the smallest. Methanol, as an alternative fuel, proves to be a better choice than LNG for CO2 control of liner shipping. The relationship between sailing speed and CO2 emissions follows a U-shaped curve for the selected containership. Notably, speed reduction is effective in carbon control of liner shipping only when the sailing speed exceeds 8.29 knots. Under the EU ETS, sailing speed is a key variable affecting the total cost of liner shipping. Speed reduction may not always be cost-effective. When keeping the total cost of liner shipping unchanged, sailing speed should be reduced as the EU allowance (EUA) price rises within a certain range. For the selected containership using MGO and HFO, the most economical sailing speed is 8.29 knots, corresponding to the increase in EUA price of 304.95% and 261.21%, respectively. If EUA price continues to rise, speed reduction will become ineffective in controlling the total cost of liner shipping. This model can enhance the environmental and economic benefits of liner companies, meet compliance requirements of the EU ETS, and provide a new perspective for carbon and cost control of liner shipping.

- A UK-first collaboration is set to use satellites to monitor coastal changes in a bid to create safer shipping navigation channels. - The project will see Peel Ports, the UK's second largest port operator, partner with the National Oceanography Centre (NOC) and Channel Coastal Observatory (CCO) to employ satellite surveillance and assess where maintenance is needed over a six-month period. - Funded by UK Space Agency Small Business Research (SBRI), we will use our patented coastal mapping technology to support Peel Ports in building targeted dredging operations across the Mersey and Medway estuaries. - Offering greater insight into changes to the marine environments around two of the UK's most important waterways, Peel Ports will use the data to ensure safer access to the Port of Liverpool and Port of Medway for arriving ships.

The Kyrenia Ship, found off the north coast of Cyprus, is a key vessel in the history of scientific underwater excavations and in the history of Greek shipbuilding. The first volume of the site's final publication appeared in 2023 and provides detailed archaeological information tightly constraining the dating of the ship. A very specific date range is proposed: ca. 294-290 BCE, but is based on a less than certain reading of one coin recovered from the ship. While there is clear benefit to finding high-precision dates for the Kyrenia Ship and its rich assemblage using independent scientific dating (combined with Bayesian chronological modeling), efforts to do so proved more challenging and complex than initially anticipated. Strikingly, extensive radiocarbon dating on both wooden materials from the ship and on short-lived contents from the final use of the ship fail to offer dates using the IntCal20 calibration curve-the current Northern Hemisphere radiocarbon calibration curve at the time of writing-that correspond with the archaeological constraints. The issue rests with a segment of IntCal20 ca. 350-250 BCE reliant on legacy pre-AMS radiocarbon data. We therefore measured new known-age tree-ring samples 350-250 BCE, and, integrating another series of new known-age tree-ring data, we obtained a redefined and more accurate calibration record for the period 433-250 BCE. These new data permit a satisfactory dating solution for the ship and may even indicate a date that is a (very) few years more recent than current estimations. These new data in addition confirm and only very slightly modify the dating recently published for the Mazotos ship, another Greek merchant ship from the southern coast of Cyprus. Our work further investigated whether ship wood samples impregnated with a common preservative, polyethylene glycol (PEG), can be cleaned successfully, including a known-age test.

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US admiral says forces prepared to confront Iran.

US admiral says Mideast drills ensure stability.

Convicted Somali pirates get life sentences in US court.

US Court in Virginia Hears 2 Somali Pirates' Appeals.

US west coast employers go public with offer, but dockers say little.

US west coast employers go public with offer, but dockers say little.

Time to rock the boat? Cruise ships can destroy the very destinations they sell to us .

Time to rock the boat? Cruise ships can destroy the very destinations they sell to us .

A US cargo ship has been drifting off the coast of China for a month - and it shows the real-world effects of the trade war.

Coast Guard officials say they're struggling to keep up with the drugs flowing to the US.