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The cruise industry has suffered heavy setbacks owing to The COVID-19 pandemic outbreak. Domestic and global pandemic control measures-involving rules varying across countries as well as distinct legal systems-were escalated. We aimed to illustrate The need to establish a public health cooperation mechanism for The cruise industry. First, we analyzed The legal dilemma pertaining to pandemic prevention and control in cooperative situations; namely, The legal loopholes in The prevention, control, and rescue of cruise ships. Second, we focused on international collaboration during cruise ship rescues amid The pandemic, exploring solutions for current industry problems. Third, by analyzing Chinese practices in cruise-related areas, this paper guides The development of a public health cooperation mechanism for The cruise industry. In sum, we call upon The international community to develop such a mechanism within The scope of international law in terms of public health security and pandemic prevention. Research methodology: This is a practical research paper. Per our analysis of The United Nations Convention on The Law of The Sea and International Health Regulations of The World Health Organization, we studied The global legal issues pertaining to cruise epidemic prevention and control by sorting out legal regulations. We conclude that an international cooperation mechanism for cruise epidemic prevention and control should be established to ensure The cruise industry's sustainable development.

A voluntary commercial vessel slowdown trial was conducted through 16 nm of shipping lanes overlapping critical habitat of at-risk southern resident killer whales (SRKW) in the Salish Sea. From August 7 to October 6, 2017, the trial requested piloted vessels to slow to 11 knots speed-through-water. Analysis of AIS vessel tracking data showed that 350 of 951 (37%) piloted transits achieved this target speed, 421 of 951 (44%) transits achieved speeds within one knot of this target (i.e., ≤12 knots), and 55% achieved speeds ≤ 13 knots. Slowdown results were compared to 'Baseline' noise of the same region, matched across lunar months. A local hydrophone listening station in Lime Kiln State Park, 2.3 km from the shipping lane, recorded 1.2 dB reductions in median broadband noise (10-100,000 Hz, rms) compared to the Baseline period, despite longer transit. the median reduction was 2.5 dB when filtering only for periods when commercial vessels were within 6 km radius of Lime Kiln. the reductions were highest in the 1st decade band (-3.1 dB, 10-100 Hz) and lowest in the 4th decade band (-0.3 dB reduction, 10-100 kHz). A regional vessel noise model predicted noise for a range of traffic volume and vessel speed scenarios for a 1133 km2 'Slowdown region' containing the 16 nm of shipping lanes. A temporally and spatially explicit simulation model evaluated the changes in traffic volume and speed on SRKW in their foraging habitat within this Slowdown region. the model tracked the number and magnitude of noise-exposure events that impacted each of 78 (simulated) SRKW across different traffic scenarios. these disturbance metrics were simplified to a cumulative effect termed 'potential lost foraging time' that corresponded to the sum of disturbance events described by assumptions of time that whales could not forage due to noise disturbance. the model predicted that the voluntary Slowdown trial achieved 22% reduction in 'potential lost foraging time' for SRK

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

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.

The global COVID-19 pandemic caused a sharp decline in vessel traffic in many areas around The world, including vessel-based tourism throughout Alaska, USA in 2020. Marine vessel traffic has long been known to affect The underwater acoustic environment with direct and indirect effects on marine ecological processes. Glacier Bay National Park in souTheastern Alaska has monitored underwater sound since 2000. We used continuous, calibrated hydrophone recordings to examine 2020 ambient sound levels compared with previous years: 2018, The most recent year with data available, and 2016 for historical perspective. Park tourism occurs mainly in May-September. Overall, The number of vessel entries in Glacier Bay was 44-49% lower in 2020 (2020: n = 1,831; 2018: n = 3,599; 2016: n = 3,212) affecting all vessel classes, including The complete absence of cruise ships and only three tour vessel trips. In all years, we found clear seasonal and diurnal patterns in vessel generated noise, focused from 06:00 to 20:00 local time (LT) in The summer months. Broadband (17.8-8,910 Hz) sound levels in The 2020 Visitor Season were 2.7 dB lower than 2018 and 2.5 dB lower than 2016. Focusing on morning (06:00-09:00 LT) and afternoon (15:00-18:00 LT) time-blocks when tour vessels and cruise ships enter and exit Glacier Bay, median broadband sound levels were 3.3-5.1 dB lower in 2020 than prior years. At The 95th percentile levels, morning and afternoon peak times in 2020 were 6.3-9.0 dB quieter than previous years. A 3 dB decline in median sound level in The 125 Hz one-third octave band in 2020 reflects a change in medium and large vessel noise energy and/or harbor seal vocalizations. Our results suggest that all types of vessels had a role in The quieter underwater sound environment in 2020, with The combined acoustic footprint of tour vessels and cruise ships most evident in The decrease in The 95th percentile loudest sounds. This and oTher descriptions of The pandemic-induced

Rapid urbanization and heavy industrialization generally result in serious aerosol pollution. Contrary to this conventional wisdom, Zhanjiang, one industrial city in the southernmost point of the Chinese mainland, is not accompanied by aerosol pollution and its air quality index always ranks high compared to other cities in China. To investigate this contradiction, 72-hour total suspended particles (TSPs) and water-soluble inorganic ions (WSIIs; including Mg2+, Ca2+, K+, Na+, NH4+, Cl-, NO3-, and SO42-) were collected in Zhanjiang, China, from November 2018 to November 2019. the relative humidity (RH) was higher than 80% throughout the whole year in Zhanjiang. However, the TSPs and WSIIs were not correlated with RH, indicating that RH can increase the particle size, but this had a minor impact on the dry deposition rate. the larger particles induced by RH were easily captured by wet precipitation, leading to a seasonal pattern with higher TSP and WSII mass concentrations during the dry and cool season and lower values during the hot and rainy season. This seasonal pattern and high aerosol acidity indicate that TSPs, WSIIs, and acidic gaseous precursors from the local sources were preferentially scavenged by the abundant rainfall and high precipitation frequency. Principal component analysis (PCA) results suggest that relatively clean marine emissions and secondary aerosols were the most important sources of TSPs and WSIIs. Our results indicate that the inconsistency between the heavy industrial activities and excellent air quality in Zhanjiang may be related to the high precipitation frequency (63%) and the marine dilution effect (27%).

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

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

The growing concerns about The negative effects caused by whale watching on wild cetacean populations are evincing The need to measure whale watching effort more precisely. The current alternatives do not provide sufficient information or imply time-consuming and staff-intensive tasks that limit Their effectiveness to establish The maximum carrying capacity for this tourist activity. A methodology based on big data analysis, using Automatic Identification System (AIS) messages can provide valuable vessel activity information, which is necessary to estimate whale watching effort in areas with cetacean populations. We used AIS data to automatically detect whale watching operations and quantify whale watching effort with high spatial and temporal resolution in The Canary Islands off The west African coast. The results obtained in this study are very encouraging, proving that The methodology can estimate seasonal and annual trends in The whale watching effort. The methodology has also proved to be effective in providing detailed spatial information about The whale watching effort, which makes an interesting tool to manage spatial regulations and enforce exclusion zones. The widespread use of AIS devices in maritime navigation provides an enormous potential to easily extend this methodology to oTher regions worldwide. Any public strategy aimed at The sustainable use of marine resources should enhance The use of this kind of information technologies, collecting and archiving detailed information on The activity of all The vessels, especially in marine protected areas.

International limits on the concentrations of living organisms in ballast water are now in force for commercial ships. Microscopy-based, "direct count" assays estimate the concentrations of organisms. these assays are used in performance tests of Ballast Water Management Systems (BWMSs), which are shipboard technologies designed to reduce living organisms in ballast water to below the discharge limits. Here, we examine the factors that affect the method detection limit (MDL) of direct count assays. the MDL depends upon the volumes sampled, concentrated (or diluted), and analyzed, so the MDL will vary as these volumes vary from analysis-to-analysis. Decreasing the MDL to detect exceedingly rare individuals (e.g., ~1 individual per m3 or fewer) is possible, but problematic, given the challenges in analyzing dynamic communities of living organisms: increasing sample and analysis volumes to lower the MDL will likely accelerate the loss of individuals, as organisms are concentrated to several orders of magnitude above in situ concentrations and held for extended times. Results of direct count assays may be widely disseminated as an indicator of the performance of BWMSs, and when no organisms are detected, concentrations may be shown as "0 organisms per m3 or mL" rather than "-provides context to results and transparency into the sensitivity of the assay.

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.

A Ship Bill of Lading is a receipt for the goods carried on the ship, or when technically put, is evidence of a contract between the shipper and the carrier. It is a documented title for the goods, signifying that the holder of the Bill of Lading is the legal owner of the goods it states. these days even on ships loading oil in bulk, the ship's masters are required to sign the Bill of Lading ( B/L). there are different types of bills of lading having a different meaning. the Bill of lading is an important shipping document which needs to be produced during the delivery of the cargo. the delivery process will entirely depend on the type of a bill of lading the possessor has. This video helps in explaining What is bill of lading and types of bill of lading along with its importance.

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.

Social transformation is an emerging trend and a new phenomenon in the cruise industry in the 21st century. Cruise lines encounter stiff competition with many competitors and face sophisticated and unpredictable challenges from the wave of social transformation. Furthermore, the outbreak of the COVID-19 pandemic has accelerated the social transformation phenomena in the industry. This study investigates how social transformation reshapes the cruise industry to discuss the remarkable social and economic changes in the industry. the study builds upon the 4C descriptive framework to suggest how cruise lines take measures to create resilience against the influence affected by social transformation. the study is conducted through 18 semi-structured and in-depth interviews with cruise terminals, travel agencies, logistics, and tourism associations, researchers, cruise lines and passengers, and airlines. the cruise shipping industry structure has fundamentally shifted from supply-driven to demand-driven. the concept of social transformation becomes vital and is a driving force that is more society specific. Findings are drawn as valuable guidelines for cruise lines to scale up in operations and strategies that create social transformation. Cruise lines can also maintain sustainable development and resilient recovery post-COVID-19

Since the Brexit happened in January 2020, it is likely to impact the United Kingdom (UK) and the whole of Europe in different ways. the UK and other European countries will revise their preferences concerning fisheries, ports access and governance, and bilateral diplomatic relationships with the countries alongside the 21st Century Maritime Silk Road (MSR). However, this is not an end to uncertainties, but the beginning to show the double-edged effects of Brexit. This paper focuses on the opportunities and challenges for Sino-UK as well as European Union (EU) relations arising from Brexit. the present study considers Brexit's impact on the MSR countries, especially China, Pakistan, and India. It examines what Brexit means for the Sino-UK/EU relationship, politically, economically, and culturally. It concludes with the potential impacts of Brexit on Sino-UK/EU trade relations, maritime security, marine resources usage, the safety of navigation, port governance and cooperation, and suggests the appropriate strategies that can be put in place to capitalise on opportunities to reap benefits while mitigating the challenges.

Shipping is a large industry responsible for atmospheric emissions of hazardous substances including SOX, NOX, and particulate matter. Many ships have installed exhaust gas cleaning systems (scrubbers) to remove primarily SOX from the exhaust, but the hazardous substances are instead transferred to the water used in the scrubbing process. Ships with closed-loop scrubbers recirculate the water but can still discharge around 126-150 m3 directly to the surrounding marine environment every day. the discharged water contains metals and organic substances, such as polycyclic aromatic hydrocarbons, that are known to be toxic to marine zooplankton. Here we show that closed-loop scrubber washwater is toxic to communities of marine mesozooplankton at our lowest tested dilution, 1.5% (v/v), and affects survival, reproduction, diversity, and ability to predate on microzooplankton. the cumulative toxic unit of the undiluted closed-loop scrubber washwater was estimated to 17, which indicates that the water could be toxic at levels below what was tested in this study. Among all detected substances, vanadium, copper, benzo[ghi]perylene, nickel, and zinc were identified as toxicity-driving substances in the order listed. Closed-loop scrubber washwater has been shown to affect development and survival in single species of copepods, but here we find evidence of toxicity at the community level, irrespective of seasonal community structure, and that the exposure has potential to disrupt the interactions between trophic levels in the pelagic food web. We show that the closed-loop scrubber washwater cause both lethal and sublethal effects in marine zooplankton, due to contaminants, some of which are persistent in the marine environment.

Overlap between marine megafauna and maritime activities is a topic of global concern. Basking sharks (Cetorhinus maximus; CM) are listed as Globally Endangered under the IUCN, though reported sightings appear to be increasing in Ireland. While such trends in the region are welcome, increasing spatiotemporal overlap between CM and numerous water users poses an increased risk of boat strikes to the animals. To demonstrate the risk and impact of boat strikes on marine megafauna, we present camera-enabled animal-borne inertial measurement unit (IMU) data from a non-lethal boat strike on a CM within a proposed National Marine Park in Ireland. We tagged a ~7-m female CM in County Kerry, Ireland, which was struck by a boat ~6 h after tag deployment. Comparison of pre-strike data with 4 h of video and ~7.5 h of IMU data following the boat strike provides critical insight into the animal's response. While the CM reacted momentarily with an increase in activity and swam to the seafloor, it quickly reduced its overall activity (i.e., overall dynamic body acceleration, tailbeat cycles, tailbeat amplitude, and vertical velocity) for the remainder of the deployment. Notably, the animal also ceased feeding for the duration of the video and headed towards deep offshore waters, which is in stark contrast to the pre-strike period where the animal was consistently observed feeding along the surface in shallow coastal water. This work provides insight into a CM's response to acute injury and highlights the need for appropriate protections to mitigate risks for marine megafauna.

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.

Surface atmospheric temperatures over the Arctic Ocean are rising faster than the global average, and sea-ice coverage has declined, making some areas newly accessible to ocean-going ships. Even so, Arctic waters remain hazardous to ships, in part, because of the highly variable nature of sea-ice formation and drift in some areas. In this study, we investigated interannual variability in polar class (PC) ship accessibility in the northern BERING Sea and seas north of the BERING Strait (East Siberian, Chukchi, Beaufort) from February 2012 to February 2022. We used sea-ice charts from the U.S. National Ice Center and calculations of the Risk Index Outcome (RIO) for PC3, PC5, and PC7 ships to characterize spatiotemporal trends in PC ship accessibility during the months of February, June, September, and November over the last 10 to 11 years. We also characterized shipping activity on select days in 2021. Overall, PC ship accessibility during the months of February and June increased over the last decade, especially for PC7 ships. However, areas that became more accessible over time did not support heavy ship traffic, possibly because they were not located on preferred transit routes or because they were surrounded by unnavigable ice, which made them inaccessible in practice. Ship accessibility was highly variable in the northernmost, offshore regions of the study site. During June, PC7 ship accessibility was interannually variable in waters south of the BERING Strait, and ships were active in those regions (most were fishing vessels), indicating potentially hazardous conditions during this time of year. Accessibility was considerably less variable over space and time (months, years) for PC5 (ice capable) ships and for PC3 ships (heavy icebreakers). Information from this study can be used by PC ship operators planning safe and successful shipping routes and by coastal states preparing emergency services to protect the maritime community. As governments and the private se

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.