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The accumulation of aquatic organisms on the wetted surfaces of vessels (i.e., vessel biofouling) negatively impacts world-wide shipping through reductions in vessel performance and fuel efficiency, and increases in emissions. Vessel biofouling is also a potent mechanism for the introduction and spread of marine non-indigenous species. Guidance and regulations from the international Maritime Organization, New Zealand, and California have recently been adopted to address biosecurity risks, primarily through preventive management. However, appropriate reactive management measures may be necessary for some vessels. Vessel in-water cleaning or treatment (ViCT) has been identified as an important tool to improve operating efficiency and to reduce biosecurity risks. ViCT can be applied proactively [i.e., to prevent the occurrence of, or to remove, microfouling (i.e., slime) or prevent the occurrence of macrofouling organisms - large, distinct multicellular organisms visible to the human eye], or reactively (i.e., to remove macrofouling organisms). However, unmanaged ViCT includes its own set of biosecurity and water quality risks. Regulatory policies and technical advice from California and New Zealand have been developed to manage these risks, but there are still knowledge gaps related to the efficacy of available technologies. Research efforts are underway to address these gaps in order to inform the regulatory and non-regulatory application of ViCT.

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Reducing speeds across shipping fleets has been shown to make a substantial contribution to effective short term measures for reducing greenhouse gas (GHG) emissions, working toward the goal adopted by the international Maritime Organization (iMO) in April 2018 to reduce the total annual GHG emission by at least 50% by 2050 compared to 2008. i review modeling work on GHG emissions and also on the relationships between underwater noise, whale collision risk and speed. i examine different speed reduction scenarios that would contribute to GHG reduction targets, and the other environmental benefits of reduced underwater noise and risk of collisions with marine life. A modest 10% speed reduction across the global fleet has been estimated to reduce overall GHG emissions by around 13% (Faber et al., 2017) and improve the probability of meeting GHG targets by 23% (Comer et al., 2018). i conclude that such a 10% speed reduction, could reduce the total sound energy from shipping by around 40%. The associated reduction in overall ship strike risk has higher uncertainty but could be around 50%. This would benefit whale populations globally and complement current efforts to reduce collision risk in identified high risk areas through small changes in routing.

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Sewol captain: 'i should have steered ferry'.

Pirates siphon fuel, plant iED on tanker.

'I don't want shIps to kIll me': MarseIlle fIghts cruIse lIner pollutIon.

Shipowners face huge costs from stowaways, warns UK P&i Club.

This Robotic Navy Ship Uses A.i. instead of a Crew.

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