Comparing pre-industrial and modern ocean noise levels in the Santa Barbara Channel

To understand the extent of anthropogenic noise in the ocean, it is essential to compare the differences between modern noise environments and their pre-industrial equivalents. The Santa Barbara Channel, off the coast of Southern California, is a corridor for the transportation of goods to and from the busiest shipping ports in the Western hemisphere. Commercial ships introduce high levels of underwater noise into the marine environment. To quantify the extent of noise in the region, we modeled pre-industrial ocean noise levels, driven by wind, and modern ocean noise levels, resulting from the presence of both ships and wind. By comparing pre-industrial and modern underwater noise levels, the low-frequency (50 Hz) acoustic environment was found to be degraded by more than 15 dB. These results can be used to identify regions for noise reduction efforts, as well as to model scenarios to identify those with the greatest potential to support marine conservation efforts.

Rerouting of a major shipping lane through important harbour porpoise habitat caused no detectable change in annual occurrence or foraging patterns

Shipping is one of the largest industries globally, with well-known negative impacts on the marine environment. Despite the known negative short-term (minutes to hours) impact of shipping on individual animal behavioural responses, very little is understood about the long-term (months to years) impact on marine species presence and area use. This study took advantage of a planned rerouting of a major shipping lane leading into the Baltic Sea, to investigate the impact on the presence and foraging behaviour of a marine species known to be sensitive to underwater noise, the harbour porpoise (Phocoena phocoena). Passive acoustic monitoring data were collected from 15 stations over two years. Against predictions, no clear change occurred in monthly presence or foraging behaviour of the porpoises, despite the observed changes in noise and vessel traffic. However, long-term heightened noise levels may still impact communication, echolocation, or stress levels of individuals, and needs further investigation.

Effects of vibrations during boar semen transport: Low-temperature transport as a new management tool

Transport-related vibrations (TV) compromise the quality of conventionally stored (17 °C) boar semen, but knowledge about TV effects after 5 °C transport is insufficient. This study evaluates the effects of TV after novel 5 °C transport compared to a 17 °C control. Ejaculates of 18 fertile Piétrain boars, diluted in a split sample procedure using Androstar Premium® (AP, 5 °C storage) or Beltsville Thawing Solution (BTS, 17 °C storage), were subjected to transport simulation using a laboratory shaker IKA MTS 4. The timing was set according to the respective processing protocols: for 17 °C BTS samples, TV simulation was performed the day of collection, 5 °C AP samples were subjected to TV the day after collection following completion of the established cooling curve to 5 °C. Six samples per ejaculate were exposed to different TV durations (0 h, 3 h, or 6 h) to evaluate the effect on sperm quality (progressive motility (PM), thermo-resistance test (30 and 300 min incubation at 38 °C (TRT30/TRT300)), mitochondrial activity (MITO), plasma membrane and acrosome integrity (PMAI)). Generalized linear mixed models revealed TV (P = 0.021) and storage time (P < 0.001) dependent declines in PM. Direct, pairwise comparisons revealed that 5 °C samples are not affected by TV (P(3 h vs. 6 h transport) = 1.0; P(0 h vs. 6 h transport) = 1.0). They therefore showed superior quality maintenance after TV compared to 17 °C samples (P(3 h vs. 6 h transport) = 0.025; P(0 h vs. 6 h transport) < 0.001). Concluding, low-temperature transport is possible without significant semen quality loss and with better quality maintenance than standard transport.

Persistence of location-specific microbial signatures on boats during voyages

Objects collect microorganisms from their surroundings and develop a microbial "fingerprint" that may be useful for determining an object's past location (provenance). It may be possible to use ubiquitous microorganisms for forensics or as environmental sensors. Here, we use microbial communities in the Chesapeake Bay region to demonstrate the use of natural microorganisms as biological sensors to determine the past location of boats. The microbiomes of two boats and of the open water were sampled as these vessels traveled from the Port of Baltimore to the Port of Norfolk, and back to Baltimore. 16S rRNA sequencing was performed to identify microorganisms. Differential abundance and machine learning analyses were utilized to identify microbial signatures and predicted probabilities which were used to determine the vessel's previous location. The work presented here provides a better understanding of how microbes in aquatic systems can be leveraged as utility for object biosensors.

Occurrence and characteristics of microplastics in greywater from a research vessel

The discharge of greywater from ships, an uncounted sea-based source of microplastics (MPs), is a growing concern. Yet, empirical data on MPs from this source are currently limited. Here, the abundances and characteristics of MPs in greywater from a research vessel were investigated according to water usage type (e.g., galley, cabin, and laundry). The mean abundance of MPs was highest in greywater from the laundry (177,667 n/m3), followed by the cabins (133,833 n/m3) and galley (75,000 n/m3). However, no significant differences were found in the MP abundances among greywater types due to high variability of triplicate samples collected every five days. Fiber-type MPs accounted for 66% of the total MP abundance and fragment-type MPs for 34%. Microplastics in the size range of 100-200 μm exhibited the highest levels among size classes. The dominant polymer identified in all greywater samples was polyester (53%), followed by polypropylene (23%). Marine coating origin MPs (6%) were also observed in all types of greywater. The greywater generation rate during the cruise was 0.15 m3/person∙day. Annual MP emissions per person by the greywater discharge of the research vessel was estimated to be 4.1 × 106 n/person∙year (equivalent to 3.0 g/person∙year).

Projected emissions and climate impacts of Arctic shipping along the Northern Sea Route

The navigability of Arctic maritime passages has improved with the rapid retreat of sea ice in recent decades, and it is projected that the Northern Sea Route (NSR) will support further increases in shipping in the future. However, the opening of the NSR may bring potential environmental and climate risks to the Arctic and the rest of the world. This investigation assessed shipping emissions along the NSR and the climate impacts under global warming of 2 °C and 3 °C to support coordinated international decision-making. The results show that the magnitude of annual energy consumption of ships along the NSR is 109 kWh under global warming of 2 °C and 3 °C. The environmental impacts of the shipping decrease with fuel transition to clean, carbon-neutral fuel sources. Specifically, the maximum emission is CO2 (106 t), followed by NOX (104-5 t), CO (103-4 t), SOX (103 t), CH4 (102-3 t), organic carbon (102-3 t), N2O (101-2 t), and black carbon (BC, 101-2 t), in which CO2 and BC have great difference under high and low loads. Total emission exacerbates Arctic and global warming, and it is more significant in the Arctic in the next twenty years and across the rest of the world in the next one hundred years. The greatest climate impact factor is CO2, followed by NOX and BC which are more important in global and Arctic warming, respectively.

The role of China in protecting the Arctic against pollutions from vessels: a legal perspective

In the past decade, global climate change and the rapid melting of polar ice have dramatically transformed the Arctic landscape from a vast ice-covered area to a seasonally navigable sea. This accessibility has sparked increased commercial activity, posing a threat from various pollutants, particularly from vessel sources. Given China's profound interests in Arctic shipping, its involvement may face resistance from Arctic states, and therefore, it is important for China to ensure that its presence benefits local communities and states. This study explores China's role in shaping the international legal landscape to protect the Arctic from vessel-source pollutions. The intricate interplay between China's economic interests, maritime security concerns, and environmental commitments in the Arctic underscores China's potential role. By aligning with existing international legal structures, such as UNCLOS and MARPOL, China has already started to demonstrate its commitment to preserving the Arctic environment. This study assesses and discusses the potentially strategic importance of China's involvement in influencing legal regimes, offering a crucial contribution to global efforts to preserve this vital region.

Laser Measurement and Numerical Simulation of Elastomer Stopper Motion during High-Altitude Shipping of Pharmaceutical Syringes

During high-altitude shipping of pre-filled syringes, pressure differentials can cause the elastomer stopper to move unintentionally. This motion represents a risk to container closure integrity and drug product sterility. To understand and quantitate this risk, we combined high-accuracy laser measurements and numerical simulations of stopper motion. We tested the effects of syringe barrel siliconization, stopper design, syringe orientation, and altitude rate on stopper displacement; only the siliconization factor had a significant effect. Our observations were compared with two mathematical models based on Boyle's Law and a force balance approach. For well-lubricated syringes, stopper motion was reasonably predicted by Boyle's Law (residual ≤ 10%). When the lubricant amount was reduced, Boyle's Law failed to accurately predict stopper motion (residual ≈ 40%). To simulate stopper motion more accurately, we developed a dynamic model in MATLAB-Simulink to incorporate the dry and viscous friction inherent to the lubricated interference fit. Using a Coulomb-viscous subroutine, deviations from Boyle's Law were successfully explained in terms of the displacement, but the system dynamics were not fully accurate. The combination of laser measurements and numerical simulation has yielded unique insight into stopper motion during high-altitude shipping. These tools can provide valuable input to a risk-based drug development strategy to enable global distribution of pre-filled syringes.

Ship noise causes tagged harbour porpoises to change direction or dive deeper

Shipping is the most pervasive source of marine noise pollution globally, yet its impact on sensitive fauna remains unclear. We tracked 10 harbour porpoises for 5-10 days to determine exposure and behavioural reactions to modelled broadband noise (10 Hz-20 kHz, VHF-weighted) from individual ships monitored by AIS. Porpoises spent a third of their time experiencing ship noise above ambient, to which they regularly reacted by moving away during daytime and diving deeper during night. However, even ships >2 km away (noise levels of 93 ± 14 dB re 1 μPa2) caused animals to react 5-9 % of the time (∼18.6 ships/day). Ships can thus influence the behaviour and habitat use of cetaceans over long distances, with worrying implications for fitness in coastal areas where anthropogenic noise from dense ship traffic repeatedly disrupt their natural behaviour.

Insight into the marine microplastic abundance and distribution in ship cooling systems

Microplastics (MPs) are becoming widely recognized as one of many global environmental issues. Although recently, it has been suggested that marine plastics may affect a ship's operation, the presence of MPs in a ship's cooling system has not received significant attention. In this study, samples of 40 L each were taken from each of the five main pipes (sea chest (SC), ejector pump (EP), main engine jacket freshwater pump (MJFP), main engine jacket freshwater cooler (MJFC), and expansion tank (ET)) in each season (February, May, July, October 2021) to identify and characterize MPs in the five main pipes of the ship cooling system from the training ship Hanbada, Korea Maritime and Ocean University. As a result of FTIR analysis, the total MP abundance was 24,100 particles/m³ in the cooling system of the ship. MP concentrations were observed to be higher (p < 0.05) in winter and spring (dry season: 1578 ± 604 particles/m³) than in summer and autumn (wet season: 990 ± 390 particles/m³). In addition, the MP concentration in the seawater cooling system (SCS) (1509 ± 553 particle/m³) was slightly higher (p > 0.05) than that in the freshwater cooling system (FCS) (1093 ± 546 particles/m³). Compared to previous studies, it was confirmed that the quantitative amount of MPs on board was similar to or slightly less than the concentration of MPs investigated along the coast of Korea (1736 particles/m³). To identify the chemical composition of MPs, an optical microscope and FTIR analysis was carried out, and PE (polyethylene), PP (polypropylene), and PET (polyethylene terephthalate) were identified as major chemicals in all samples. MPs in the form of fibers and fragments accounted for approximately 95% of the total. This study provided evidence of MP contamination in the main pipe in the cooling system of the ship. These findings confirm that marine MPs existing in seawater may have flowed into the ship's cooling system, and it is necessary to understand the effect of marine MPs on the ship's engine and cooling system through continuous monitoring.

The Solent Strait: Water quality trends within a heavily trafficked marine environment, 2000 to 2020

This study presents an important long-term historical analysis of water quality in an internationally crucial waterway (the Solent, Hampshire, UK), in the context of increasing adoption of open-loop Exhaust Gas Cleaning Systems by shipping. The pollutants studied were acidification (pH), zinc, and benzo [a] pyrene, alongside temperature. We compared baseline sites to locations likely to be impacted by pollution. The Solent's average water temperature is slightly increasing, with temperatures at wastewater sites significantly higher. Acidification suggests a complex story, with a highly significant small overall increase in pH during the study period but significantly different values at wastewater and port sites. Zn concentrations have significantly reduced but increased in enclosed waters such as marinas. BaP showed no long-term trend with values at marinas significantly and consistently higher. The findings provide valuable long-term background data and insights that can feed into the upcoming review of the European Union's Marine Strategy Framework Directive and ongoing discussions about the regulation of, and future monitoring and management strategies for coastal/marine waterways.

Accelerating shipping decarbonisation: A case study on UK shore power

Shore power connects ships to land-side electricity grids, cutting fuel use in port to reduce carbon dioxide emissions and air pollution. It also enables the transition towards greater use of electric vessels. Despite these benefits, the global deployment of shore power is slow, particularly in countries such as the UK. This paper presents findings from a qualitative case study using two theoretical frameworks from the transitions literature to assess barriers to UK shore power deployment. The findings identify a need for capital funding and taxation policies, and illustrate that shipping's low status in the political hierarchy impedes implementation. Measures to strengthen interactions between shipping actors would help increase the political pressure required to implement policies supporting shore power and shipping more broadly. These changes in the governance and organisation of shipping are essential to deliver the near-term emission cuts necessary for aligning UK shipping emissions with the Paris Agreement.

Global gateways as telecoupled human and natural systems: The emerging case of the Bering Strait

Numerous narrow marine passages around the world serve as essential gateways for the transportation of goods, the movement of people, and the migration of fish and wildlife. These global gateways facilitate human-nature interactions across distant regions. The socioeconomic and environmental interactions among distant coupled human and natural systems affect the sustainability of global gateways in complex ways. However, the assessment and analysis of global gateways are scattered and fragmented. To fill this knowledge gap, we frame global gateways as telecoupled human and natural systems using an emerging global gateway, the Bering Strait, as a demonstration. We examine how three telecoupling processes (tourism, vessel traffic, and natural resource development) impact and are impacted by the coupled human and natural system of the Bering Strait Region. Given that global gateways share many similarities, our analysis of the Bering Strait Region provides a foundation for the assessment of other telecoupled global gateways.

Implementation of the energy efficiency existing ship index and carbon intensity indicator on domestic ship for marine environmental protection

The International Maritime Organization has set a goal to achieve a 50% reduction of total annual greenhouse gas emission related to the international shipping by 2050 compared to the 2008 baseline emissions. Malaysia government has taken an initiative to investigate the assessment (cost-effectiveness) of this International Maritime Organization's short-term measure on Malaysian-registered domestic ships although this measure is only for international merchant ship. To achieve this, this paper collected the ship's data from the shipowners from 25 sample ships. Engine power limitation is the most cost-effective option, but low power limits can lead to substantially increased sailing times. Based on cost-efficiency analysis, it creates for the purpose of compliance with the operational carbon intensity indicator. It found that even if it is possible to bring an asset back into service, it may not be possible to do so in a manner that generates a profit or complies with applicable regulations. In these situations, it may be more prudent to scrap the asset rather than run the risk of having it become a stranded asset. This is especially true for older tankers. Alternatives with lengthy payback periods are not desirable for the domestic tanker fleet that is already in operation.

Health impact assessments of shipping and port-sourced air pollution on a global scale: A scoping literature review

BACKGROUND

Globalisation has led to international trade expand rapidly. Seaborne transport moves 80% of traded goods across the globe, producing around 3% of greenhouse gases and other hazardous pollutants, such as PM, NO_x and SO_x, known to be harmful to health.

METHODS

A scoping literature review was conducted reviewing peer-reviewed studies on health impact assessments (HIA) of global shipping and port-sourced air pollution. For review inclusion, studies had to (1) use a HIA methodology; (2) quantify the air pollution concentration attributable to at least one shipping or port activity scenario; (3) assess at least one health outcome (i.e. epidemiological measure or monetization); (4) quantify the attributable health burden of the respective scenario.

RESULTS

Thirty-two studies were included, studying predominantly European Sea shipping/ port-sourced emissions with health impacts for global or respective European populations. Also, Global, Asian, North American and Australian Sea shipping/ port-sourced emissions were studied, with attributable health impacts for global or respective populations. The health outcome predominantly studied was mortality (all-cause, cause-specific, loss in life expectancy, years of life lost (YLLs)), but also morbidity (disease cases, hospital admissions, years lived with disability (YLDs)), disability-adjusted life-years (DALYs), restricted activity days and work loss days. The highest air pollution concentrations were identified along major shipping routes and ports, and the strongest health impacts occurred among respective riparian populations. Globally, ∼265,000 premature deaths were projected for 2020 (∼0.5% of global mortality) attributable to global shipping-sourced emissions. Emission control scenarios studied were predominantly sulphur fuel content caps and NO_x emission reduction scenarios, consisting of technological interventions, cleaner fuels or fuel switches, and were assessed as effective in reducing shipping-sourced emissions, and hence, health burdens.

CONCLUSIONS

Our review positions maritime transport an important source of air pollution and health risk factor, which needs more research and policy attention and rigorous emission control efforts, as shipping-sourced emissions are projected to increase with increases in global trade and shipping volumes.

The impact of an annual major recreational boating event on water quality in the Solent Strait

A long-term historical analysis of the impacts of recreational boating on marine surface water quality during a regatta (Cowes Week) in an internationally crucial waterway, the Solent Strait (Hampshire, UK) is presented. Water quality indicators studied included nitrogen concentration, bacterial indicators, and oxygen saturation, at three sampling sites at/near Cowes during 2001-2019. Findings include that sewage discharge from recreational boats is the key contributor to localised faecal contamination of marine surface waters, putting bathers and shellfisheries at risk. Bathing water quality monitoring and pollution warning systems should be strengthened prior to and during this type of regatta and access to bathing water areas may need to be restricted. These findings have implications for the regulation, future monitoring and management strategies for discharges from recreational boats during extended regattas. Adequate and affordable local facilities for recovering sewage wastewater from recreational boats should be provided alongside appropriate mechanisms for communication to sailors.

Interannual variation and sources identification of heavy metals in seawater near shipping lanes: Evidence from a coral record from the northern South China Sea

Heavy metal pollution is a serious environmental problem in the marine ecosystem. Thereinto, marine transportation activities have gradually become an important source of heavy metals in seawater. However, the lack of studies on the temporal dynamics of seawater heavy metals in marine shipping areas has hindered our understanding of the sources and transport mechanisms of heavy metals in seawater of hectic shipping waters. Therefore, we investigated the interannual resolution variation of heavy metals in Porites lutea skeletons during the past 32 years under the rapid development of the shipping sector near Weizhou Island from the northern South China Sea. Results show that most heavy metal concentrations with higher coefficients of variation (≥100 %) in the Porites coral skeletons were higher than those in the uncontaminated or less anthropogenic waters. The results of principal component analysis and multiple linear regression showed that the interannual variations of Ni, V, Cr, Co, Zn, Cu, Mn, Fe and Mo were mainly impacted by marine oil extraction and oil spills generated by shipping activities, accounting for 51.58 %. The effect of sea surface temperature accounts for 13.44 %, and controls the interannual variations of Ba and Sr. The effect of industrial pollution accounts for 13.27 %, and explains the interannual variations of Cd and Y. The fuel consumption of marine shipping accounted for 8.76 %, explaining the interannual variations of Pb. The total contribution of anthropogenic activities reached 73.61 %. The interannual variation of heavy metals indicates that hectic marine shipping activities are the dominant cause of Ni, V, Pb, Cr, Co, Zn, Cu, Mn, Fe and Mo input to surface seawater around Weizhou Island. This provided valuable data for understanding the temporal dynamics and potential sources of heavy metals in the marine environment by using coral skeletons as a high-resolution recording vehicle.

Methods for shipping live primary cortical and hippocampal neuron cultures from postnatal mice

Primary neuronal cultures have proven to be a powerful tool for studying mechanisms in neuroscience. It is technically challenging and expensive to reproduce high quality viable neuronal cultures. Laboratories that are not experienced or equipped to prepare primary neuron cultures may have difficulty producing consistent cultures for experiments. It has previously been shown that live rat embryonic hippocampal cultures can be shipped from laboratories that produce them. Here, we show that variations to this procedure allow for shipping postnatal mouse cultures of hippocampal and cortical primary neurons using standard commercial couriers. We also show that after shipping, primary neurons are viable, express synaptic markers, and demonstrate physiological activity, making them relevant models over immortalized cell lines. Among the many applications of this technique would be the preparation of cultured neurons from transgenic mouse lines in one laboratory and sharing them with distant collaborators, reducing variability.

Underwater noise emissions from ships during 2014-2020

This paper reports trends in the input of underwater noise source energy emission from global shipping, based on bottom-up modeling of individual ships. In terms of energy, we predict the doubling of global shipping noise emissions every 11.5 years, on average, but there are large regional differences. Shipping noise emissions increase rapidly in Arctic areas and the Norwegian Sea. The largest contributors are the containerships, dry bulk and liquid tanker vessels which emit 75% of the underwater shipping noise source energy. The COVID-19 pandemic changed vessel traffic patterns and our modeling indicates a reduction of -6% in global shipping noise source energy in the 63 Hz ⅓ octave band. This reduction was largest in the Greenland Sea, the Coastal Waters of Southeast Alaska and British Columbia as well as the Gulf of California, temporarily disrupting the increasing pre-pandemic noise emission trend. However, in some sea areas, such as the Indian Ocean, Yellow Sea and Eastern China Sea the emitted noise source energy was only slightly reduced. In global scale, COVID-19 pandemic reduced the underwater shipping noise emissions close to 2017 levels, but it is expected that the increasing trend of underwater noise emissions will continue when the global economy recovers.

Metal and PAH loads from ships and boats, relative other sources, in the Baltic Sea

The Baltic Sea is a sensitive environment that is affected by chemical pollution derived from multiple natural and anthropogenic sources. The overall aim of this study was to estimate the load of metals and polycyclic aromatic hydrocarbons (PAHs) from shipping and leisure boating, relative other sources, to the Baltic Sea and to identify possible measures that could lead to major reductions in the loads of hazardous substances from maritime shipping and leisure boating. The use of copper-based antifouling paints, and operation of scrubbers in open loop mode, were the two most dominant identified sources of hazardous substances to the Baltic Sea. Open loop scrubbers accounted for 8.5 % of the total input of anthracene to the sea. More than a third of the total load of copper can be reduced if copper-free antifouling paints or other biocide-free antifouling strategies are used on ships and leisure boats.

Global marine biosecurity and ship lay-ups: intensifying effects of trade disruptions

Recent global trade disruptions, due to blockage of the Suez Canal and cascading effects of COVID-19, have altered the movement patterns of commercial ships and may increase worldwide invasions of marine non-indigenous species. Organisms settle on the hulls and underwater surfaces of vessels and can accumulate rapidly, especially when vessels remain stationary during lay-ups and delays. Once present, organisms can persist on vessels for long-periods (months to years), with the potential to release propagules and seed invasions as ships visit ports across the global transportation network. Shipborne propagules also may be released in increasing numbers during extended vessel residence times at port or anchor. Thus, the large scale of shipping disruptions, impacting thousands of vessels and geographic locations and still on-going for over two years, may elevate invasion rates in coastal ecosystems in the absence of policy and management efforts to prevent this outcome. Concerted international and national biosecurity actions, mobilizing existing frameworks and tools with due diligence, are urgently needed to address a critical gap and abate the associated invasion risks.

Multi-site validation of shipping noise maps using field measurements

Underwater radiated noise from shipping is globally pervasive and can cause deleterious effects on marine life, ranging from behavioural responses to physiological effects. Acoustic modelling makes it possible to map this noise over large areas and long timescales, and to test mitigation scenarios such as ship speed reduction or spatial restrictions. However, such maps must be validated against measurements to ensure confidence in their predictions. This study carried out a multi-site validation of the monthly and annual shipping noise maps for 2019 produced as part of the Joint Monitoring of Ambient Noise in the North Sea (JOMOPANS) programme. Spectral, spatial, and temporal differences between predictions and measurements were analysed, with differences linked to uncertainty in model input data and additional sources of anthropogenic noise in the measurements. Validating shipping noise models in this way ensures they can be applied with confidence in future management decisions to address shipping noise pollution.

Effects of shipping on non-indigenous species in the Baltic Sea

Shipping is regarded as an important vector for aquatic non-indigenous species (ANIS) worldwide. Less attention has been paid to its role in relation to environmental and economic causes of introduction and establishment, the knowledge of which is necessary to assess effects of changes in regulations on shipping. The purpose of this study was to estimate the impact of shipping on the incidence of ANIS in the Baltic Sea compared with environmental and economic factors. To this end, a production function was estimated with count data on ANIS (response variable) and shipping, environmental and economic factors as explanatory variables. Regression results from different regression models showed that shipping has a significant impact on ANIS incidence and can account for up to 38% of the number of ANIS in the sea. Predictions of the impact of measures implementing the Convention for the Control and Management of Ships' Ballast Water and Sediment indicated a reduction by 17% in the number of ANIS, which was counteracted by an expected increase in shipping traffic.

Opportunities and recommendations for improved international shipment of live insects

While the information on live insect shipments provided in this thematic issue of the Scientific and Technical Review could not be exhaustive, it clearly represents a broad variety of trade, of substantial value, involving many stakeholders throughout the world. The contributions to this issue demonstrate that most of the trade in insects is carried out safely and efficiently. The concerns related to shipping insects described within this issue fall broadly into four categories: risks to human, animal and environmental health; delays and loss of quality; refusal of carriage; and high and variable costs. Some opportunities for improvements to insect shipping for diverse stakeholders are shown across these four areas of concern, with specific recommendations and a general call for further collaboration among stakeholders.

Insect zoos and butterfly houses for public education: issues related to shipping and international trade of non-native insects

Informal science education institutions such as zoos, natural history museums and botanical gardens exhibit live native and exotic insects and other arthropods to improve the general public's knowledge about these organisms and promote their conservation in nature. The purpose of this paper is to summarise the process of shipping exotic arthropods for exhibits and the regulations that apply, and to discuss issues that affect international shipment for this type of activity. These issues include escapes affecting the environment and delays affecting the viability of shipped insects. The regulatory agencies that issue permits for the importation of live insects for education and exhibit are discussed. The number of butterflies flying in the exhibits ranges from 100 specimens at the Butterfly Encounter of the Connecticut Science Center to a high of 15,000 specimens at the Dubai Butterfly Garden, with a mean of 2,048 specimens (n = 32). If the outlier of 15,000 is removed, the mean is 1,630 (n = 31). Insect zoos and butterfly exhibits play an overwhelmingly positive educational role by introducing millions of children and adults to the immensely important world of insects.

Framework for the environmental impact assessment of operational shipping

Shipping is an important source of pollution affecting both atmospheric and aquatic environments. To allow for efficient mitigation of environmental degradation, it is essential to know the extent of the impacts of shipping in relation to other sources of pollution. Here, we give a perspective on a holistic approach to studies of the environmental impacts of operational shipping through presentation of an assessment framework developed and applied on a case of shipping in the Baltic Sea. Through transfer of knowledge and concepts, previously used in assessments of air pollution, now applied to assessments of marine pollution and underwater noise, the horizon of understanding of shipping-related impacts is significantly improved. It identifies the main areas of environmental degradation caused by shipping and potential improvements through legislation and technological development. However, as the vast majority of contaminants discharged into the sea are not routinely monitored and assessed, the links between pressure of contaminants from shipping and environmental state and impacts will not be caught in the current environmental regulatory frameworks.

How can ports act to reduce underwater noise from shipping? Identifying effective management frameworks

This paper aims to find mechanisms to align commercial interests with underwater noise reductions from commercial shipping. Through a survey and a series of interviews with representative stakeholders, we find that while acknowledging the wide variations in ports' specificities, port actions could support the reduction in underwater noise emissions from commercial shipping through changes in hull, propeller and engine design, and through operational measures associated with reduced speed, change of route and travel in convoy. Though the impact of underwater noise emissions on marine fauna is increasingly shown to be serious and wide-spread, there is uncertainty in the mechanisms, the contexts, and the levels which should lead to action, requiring precautionary management. Vessels owners are already dealing with significant investment and operating costs to comply with fuel, ballast water, NOx and CO2 requirements. To be successful, underwater noise programs should align with these factors. Based on a multiple criteria decision making (MCDM) approach, we find a set of compromise solutions for a wide range of stakeholders. Ports could propose actions such as discounted port fees and reduced ship waiting times at ports, both depending on underwater noise performance. Cooperation between ports to scale up actions through environmental indexes and classification societies' notations, and integration with other ports' actions could help support this. However, few vessels know their underwater noise baseline as there are very few hydrophone stations, and measurement methodologies are not standardized. Costs increase and availability decreases dramatically if the vessel buyer wants to improve the noise profile. Local demands regarding airborne noise close to airports boosted global pressure on the aviation industry to adopt existing quieting technology. This experience of the aviation noise control could inform the underwater noise process.

Effects of seawater scrubbing on a microplanktonic community during a summer-bloom in the Baltic Sea

The International Maritime Organization (IMO) has gradually applied stricter regulations on the maximum sulphur content permitted in marine fuels and from January 1, 2020, the global fuel sulphur limit was reduced from 3.5% to 0.5%. An attractive option for shipowners is to install exhaust gas cleaning systems, also known as scrubbers, and continue to use high sulphur fuel oil. In the scrubber, the exhausts are led through a fine spray of water, in which sulphur oxides are easily dissolved. The process results in large volumes of acidic discharge water, but while regulations are focused on sulphur oxides removal and acidification, other pollutants e.g. polycyclic aromatic hydrocarbons, metals and nitrogen oxides can be transferred from the exhausts to the washwater and discharged to the marine environment. The aim of the current study was to investigate how different treatments of scrubber discharge water (1, 3 and 10%) affect a natural Baltic Sea summer microplanktonic community. To resolve potential contribution of acidification from the total effect of the scrubber discharge water, "pH controls" were included where the pH of natural sea water was reduced to match the scrubber treatments. Biological effects (e.g. microplankton species composition, biovolume and primary productivity) and chemical parameters (e.g. pH and alkalinity) were monitored and analysed during 14 days of exposure. Significant effects were observed in the 3% scrubber treatment, with more than 20% increase in total biovolume of microplankton compared to the control group, and an even greater effect in the 10% scrubber treatment. Group-specific impacts were recorded where diatoms, flagellates incertae sedis, chlorophytes and ciliates increased in biovolume with increasing concentrations of scrubber water while no effect was recorded for cyanobacteria. In contrast, these effects was not observed in the "pH controls", a suggestion that other parameters/stressors in the scrubber water were responsible for the observed effects.

Air pollutants from shipping: Costs of NOx emissions to the Baltic Sea

Despite a large body of literature on the calculations of costs of air emissions from shipping, calculations of damages to the marine water are missing. This paper calculated the costs of NO_x emissions from shipping entering an environmentally heterogeneous sea by applying the abatement cost approach. The total costs and unit shadow cost of NO_x were then calculated by means of the marginal abatement cost for international agreements on targets of nitrogen loads to the sea. This conceptual model highlighted the need to distinguish between direct emissions of NO_x on the sea and indirect emissions through deposition of emissions on land in the catchment with subsequent transportation into the sea. Calculated total cost amounted to 240 million euros, where indirect deposition accounted for 23% of the costs. The unit shadow costs ranged between 1.41 and 3.69 euros/kg NO_x-N depending on location of the vessel.

Risk assessment of marine invasive species in Chinese ports introduced by the global shipping network

The discharge of ballast water from ocean-going ships is a major pathway by which invasive species are introduced into coastal waters. As a global factory and trade power with extensive shipping networks, China has paid a huge ecological price for its progress. However, current endeavors to protect the nation's biodiversity are largely focused on terrestrial ecosystems. Therefore, for the first time, we conducted a comprehensive risk assessment of ballast water-induced biological invasion in Chinese ports. The results showed that the ports in the Yangtze River Delta, Pearl River Delta, and Southern Taiwan Province face significantly high invasion risks, and the number of donor ports, connected ships, and arriving vessels showed a positive correlation with the invasion risk. Further, we observed that even a low efficacy disinfection of ballast water can still significantly decrease the level of invasion risk.

Global Shipping Emissions from a Well-to-Wake Perspective: The MariTEAM Model

Improving the robustness of maritime emission inventories is important to ensure we fully understand the point of embarkment for transformation pathways of the sector toward the 1.5 and 2°C targets. A bottom-up assessment of emissions of greenhouse gases and aerosols from the maritime sector is presented, accounting for the emissions from fuel production and processing, resulting in a complete "well-to-wake" geospatial inventory. This high-resolution inventory is developed through the use of the state-of-the-art data-driven MariTEAM model, which combines ship technical specifications, ship location data, and historical weather data. The CO₂ emissions for 2017 amount to 943 million tonnes, which is 11% lower than the fourth International Maritime Organization's greenhouse gas study for the same year, while larger discrepancies have been found across ship segments. If fuel production is accounted for when developing shipping inventories, total CO₂ emissions reported could increase by 11%. In addition to fuel production, effects of weather and heavy traffic regions were found to significantly impact emissions at global and regional levels. The global annual efficiency for different fuels and ship segments in approximated operational conditions were also investigated, indicating the need for more holistic metrics than current ones when seeking appropriate solutions aiming at reducing emissions.

Industrial and wildfire aerosol pollution over world heritage Lake Baikal

Lake Baikal is the biggest reservoir of fresh water with unique flora and fauna; presently it is negatively affected by climate change, water warming, industrial emissions, shipping, touristic activities, and Siberian forest fires. The assessment of air pollution - related Baikal's ecosystem damage is an unsolved problem. Ship, based expedition exploring the Baikal atmospheric aerosol loading, was performed over the lake area in July 2018. We combine the aerosol near - water and vertical distributions over the Lake Baikal basin with meteorological observations and air mass transportation simulations. Lidar sounding of aerosol fields in the troposphere assesses the atmospheric background in the pristine areas and the pollution during fire-affected periods. Aerosol optical properties (scattering and spectral absorption) converted to the particle number size, black carbon (BC) mass, and Absorption Angstrom Exponent (AAE) provide the inside into aerosol characterization. Transport of industrial emissions from Krasnoyarsk and Irkutsk regions, and wildfire plumes from Republic of Yakutia relates the pollution sources to the increased concentrations of fine particle numbers, PM₁₀ and BC mass over Southern and Northern/Central Baikal, respectively. The highest PM₁₀ and BC are associated to the harbor and touristic areas of intensive shipping and residential biomass burning. Deposition estimates applied to aerosol data exhibit the pollution fluxes to water surface over the whole Baikal area. AAE marks the impact of coal combustion, residential biomass burning, and wildfires indicating the high pollution level of the Lake Baikal ecological system .

[Prevention and management of COVID-19 outbreaks on merchant ships]

Hintergrund

Eine Pandemie ist eine besondere medizinische Herausforderung für Seeleute, die ohne Arzt/Ärztin an Bord unterwegs sind. Gleichzeitig ist es eine Notwendigkeit für die weltweite Bekämpfung der COVID-19-Pandemie, Warenströme durch eine widerstandsfähige Handelsschifffahrt aufrechtzuerhalten. Für die Infektionsprävention und das Infektionsmanagement an Bord benötigen Verantwortliche ein Portfolio von Schutzmaßnahmen, die auf Schiffen angewendet werden können.

Fragestellung

In der Übersicht wird der Fragestellung nachgegangen, welche technischen, organisatorischen und persönlichen Schutzmaßnahmen auf einem Handelsschiff angewandt werden können, um COVID-19-Ausbrüche an Bord zu verhindern oder bewältigen zu können.

Material und Methoden

Richtlinien, Informationen und Arbeitsschutzstandards aus dem maritimen Setting, aber auch aus anderen Arbeitsbereichen wurden gesichtet, damit Verantwortliche diese angepasst an die Lage (z. B. Schiffsgröße, Ausstattung, Witterung, Betriebszustand, Arbeitsanforderungen, Kontakt mit Schiffsfremden, medizinische Probleme) variabel einsetzen können.

Ergebnisse

Eine Handreichung, die konkrete, im maritimen Kontext erklärte technische, organisatorische und persönliche Schutzmaßnahmen für Crews zur anlassbezogenen Nutzung enthält, wurde erstellt. Kombinationsmöglichkeiten und Timing von Sicherheitsbarrieren werden darin zielgruppenorientiert erklärt.

Fazit

Eine Fülle der aus arbeitsmedizinischer Literatur und den Erfahrungen des Hafenärztlichen Dienstes in Hamburg abgeleiteten Schutzmaßnahmen sind auf hoher See umsetzbar. Handelsschiffe sollten in Pandemiezeiten vorausschauend ausgestattet (z. B. mit Schnelltests) und Verantwortliche ermächtigt werden, begründete Infektionsschutzmaßnahmen angepasst an die Situation an Bord einzusetzen. Seeleute sollten unabhängig von ihrer nationalen Herkunft prioritäre Impfangebote erhalten.

The impact of Covid-19 pandemic: A review on maritime sectors in Malaysia

The coronavirus disease 2019 or Covid-19 pandemic has affected many operations worldwide. This predicament also owes to the lockdown measures imposed by the affected countries. The total lockdown or partial lockdown devised by countries all over the world meant that most economic activities, be put on hold until the outbreak is contained. The decisions made by authorities of each affected country differs according to various factors, including the country's financial stability. This paper reviews the impact of Covid-19 pandemic on maritime sectors, specifically shipping, fisheries, maritime tourism, and oil and gas sector. The period of this study covers economic activities between the month of January towards the end of July 2020. Also discussed in this journal, is the analysis of the potential post-outbreak situation and the economic stimulus package. This paper serves as a reference for future research on this topic.

Set sustainable goals for the Arctic gateway coordinated international governance is required to resist yet another tipping point

Global warming is reducing the Arctic sea-ice and causing energetic stress to marine key predatory species such as polar bears and narwhals contributing to the ongoing pollution already threatening the biodiversity and indigenous people of the vulnerable region. Now, the opening of the Arctic gateway and in particular the increase in shipping activities causes further stress to marine mammals in the region. These shipping activities are foreseen to happen in the Northwest and Northeast Passage, Northern Sea Route and Transpolar Sea Route in the Arctic Ocean, which could be yet another step towards a crucial tipping point destabilizing global climate, including weathering systems and sea-level rise. This calls for international governance through the establishment of Arctic International National Parks and more Marine Protected Areas through the Arctic Council and UN's Law of the Sea to ensure sustainable use of the Arctic Ocean and adjacent waters.

Spatial and temporal assessment of oil spills in the Mediterranean Sea

Ship-generated oil pollution is a significant threat to the Mediterranean Sea. We present a geostatistical analysis of oil spills using three databases for the Mediterranean Sea: REMPEC (1977-2000) with 385 spills (17/year), ITOPF (1970-2018) with 167 spills (3.5/year) and EMSA (2015-2017) with 2066 detections (688/year). It was found that 88% of spills reported by REMPEC occurred near coastline areas, while 65% of the spills detected by EMSA occurred within a range of 22-100 km from the coastline. At the Exclusive Economic Zone (EEZ) level, EMSA oil spills densities were positively correlated with shipping and port activity. We conclude that there is a need to develop an open-access database of oil spills that will be based on both reports and remote sensing acquisition methods. Such a database will facilitate more efficient enforcement of international conventions in offshore areas and will increase the likelihood of effective response.

Three decades of trace element sediment contamination: The mining of governmental databases and the need to address hidden sources for clean and healthy seas

Trace elements (TEs) frequently contaminate coastal marine sediments with many included in priority chemical lists or control legislation. These, improved waste treatment and increased recycling have fostered the belief that TE pollution is declining. Nevertheless, there is a paucity of long-term robust datasets to support this confidence. By mining UK datasets (100s of sites, 31 years), we assess sediment concentrations of arsenic (As), cadmium (Cd), chromium (Cr), copper (Cu), iron (Fe), mercury (Hg), nickel (Ni), lead (Pb) and zinc (Zn) and use indices (PI [Pollution], TEPI [Trace Element Pollution] and I_geo [Geoaccumulation]) to assess TE pollution evolution. PI and TEPI show reductions of overall TE pollution in the 1980s then incremental improvements followed by a distinct increase (2010-13). Zn, As and Pb I_geo scores show low pollution, whilst Cd and Hg are moderate, but with all remaining temporally stable. I_geo scores are low for Ni, Fe and Cr, but increasing for Ni and Fe. A moderate pollution I_geo score for Cu has also steadily increased since the mid-1990s. Increasing site trends are not universal and, conversely, minimal temporal change masks some site-specific increases and decreases. To capture this variability we strongly advocate embedding sufficient sentinel sites within observation networks. Decreasing sediment pollution levels (e.g. Pb and Hg) have been achieved, but stabilizing I_geo and recently increasing TEPI and PI scores require continued global vigilance. Increasing Ni and Fe I_geo scores necessitate source identification, but this is a priority for Cu. Local, regional and world analyses indicate substantial 'hidden' inputs from anti-fouling paints (Cu, Zn), ship scrubbers (Cu, Zn, Ni) and sacrificial anodes (Zn) that are also predicted to increase markedly. Accurate TE input assessments and targeted legislation are, therefore, urgently required, especially in the context of rapid blue economic growth (e.g. shipping).

Potential and limiting factors in the use of alternative fuels in the European maritime sector

The maritime sector is a key asset for the world economy, but its environmental impact represents a major concern. The sector is primarily supplied with Heavy Fuel Oil, which results in high pollutant emissions. The sector has set targets for deacrbonisation, and alternative fuels have been identified as a short-to medium-term option. The paper addresses the complexity related to the activities of the maritime industry, and discusses the possible contribution of alternative fuels. A sector segmentation is proposed to define the consumption of each sub-segment, so to compare it with the current alternative fuel availability at European level. The paper shows that costs and GHG savings are fundamental enablers for the uptake of alternative fuels, but other aspects are also crucial: technical maturity, safety regulation, expertise needed, etc. The demand for alternative fuels has to be supported by an existing, reliable infrastructure, and this is not yet the case for many solutions (i.e. electricity, hydrogen or methanol). Various options are already available for maritime sector, but the future mix of fuels used will depend on technology improvements, availability, costs and the real potential for GHG emissions reduction.

Valuating environmental impacts from ship emissions - The marine perspective

Shipping is an activity responsible for a range of different pressures affecting the marine environment, air quality and human welfare. The methodology on how ship emissions impact air quality and human health are comparatively well established and used in cost-benefit analysis of policy proposals. However, the knowledge base is not the same for impacts on the marine environment and a coherent environmental and socio-economic impact assessment of shipping has not yet been made. This risk policies to be biased towards air pollution whilst trading off impacts on the marine environment. The aim of the current study was to develop a comprehensive framework on how different pressures from shipping degrade marine ecosystems, air quality and human welfare. A secondary aim was to quantify the societal damage costs of shipping due to the degradation of human welfare in a Baltic Sea case study. By adding knowledge from marine ecotoxicology and life-cycle analysis to the existing knowledge from climate, air pollution and environmental economics we were able to establish a more comprehensive conceptual framework that allows for valuation of environmental impacts from shipping, but it still omits economic values for biological pollution, littering and underwater noise. The results for the Baltic Sea case showed the total annual damage costs of Baltic Sea shipping to be 2.9 billion €₂₀₁₀ (95% CI 2.0-3.9 billion €₂₀₁₀). The damage costs due to impacts on marine eutrophication (768 million €₂₀₁₀) and marine ecotoxicity (582 million €₂₀₁₀) were in the same range as the total damage costs associated with reduced air quality (816 million €₂₀₁₀) and climate change (737 million €₂₀₁₀). The framework and the results from the current study can be used in future socio-economic assessments of ship emissions to prioritize cost efficient measures. The framework can be used globally but the damage costs presented on the marine environment are restricted to emissions on the Baltic Sea and Kattegat region as they are based on willingness to pay studies conducted on citizens around the Baltic Sea where eutrophication and emissions of chemicals are particularly threats to the state of the Baltic Sea.

Pollutants from shipping - new environmental challenges in the subarctic and the Arctic Ocean

Maritime activities in the subarctic and Arctic Ocean are predicted to substantially increase in the future due to climate change and declining sea ice cover. Inevitably, the consequences will be seen in impacts on marine ecosystems in this region at many different levels, such as increased pollution load due to antifouling biocides, polycyclic aromatic hydrocarbons, metals and pharmaceuticals. Here we discuss the current situation and evaluate the effect of increased shipping on the environmental status of subarctic and Arctic waters, in relation to elevated loads of both legacy and emerging pollutants in the region. It is of high importance to evaluate the current levels of selected pollutants, which will most likely rise in near future. Furthermore, it is important to improve our understanding of the effects of these pollutants on marine organisms at high latitudes, as the pollutants may behave differently in cold environments compared to organisms at lower latitudes, due to dissimilar physiological responses and adaptations of the cold-water organisms. Integrative studies are needed to better understand the impact of pollutants on the marine fauna while monitoring programmes and research should be continued, with an increased capacity for emerging pollutants of concern.

Data on elemental concentrations in marine sediments from the South and South West of England

The present Data In Brief methodological paper details the acquisition, mining and pre-processing of elemental concentration data in marine sediments (coastal and open sea) of Southern England, presented and discussed in the co-submitted Environment International paper entitled: “Three decades of trace element sediment contamination: the mining of governmental databases and the need to address hidden sources for clean and healthy seas” [1]. Elemental sediment concentration data were obtained from the two main UK environmental sources, i.e. the Environment Agency (EA) and the Marine Environment Monitoring and Assessment National (MERMAN) database managed by the British Oceanographic Data Centre (BODC). The merged database is the result of a rigorous data selection-validation process and provides spatially and temporally extensive records of arsenic (As), cadmium (Cd), chromium (Cr), copper (Cu), iron (Fe), mercury (Hg), nickel (Ni), lead (Pb) and zinc (Zn) concentrations for hundreds of sites over 31 years (1983–2013). Additional records of manganese (Mn), aluminium (Al), lithium (Li), tin (Sn) [and tributyltin (TBT)], barium (Ba), antimony (Sb), boron (B), calcium (Ca), molybdenum (Mo), cobalt (Co), selenium (Se), potassium (K), magnesium (Mg), beryllium (Be), vanadium (V), titanium (Ti), sodium (Na), silver (Ag), thallium (Tl) and strontium (Sr) are also included. The full secondary database is hosted in the Mendeley Data repository and the geo-spatial information to map sites is given in supplementary files to the paper. To provide end-users with the relevant context on spatial and temporal coverage, monitoring statistics are given for the nine trace elements (TEs). Site-specific statistics include: the first and last year of sediment monitoring, the number of years monitored, and minimum, maximum, mean and median numbers of years monitored. Also given are summary data on the number of sites monitored each year, from the first records from 1983 to 2013. For the nine TEs (total and strong acid digestion techniques are considered separately for Cr and Fe), monitoring statistics are presented separately for coastal and open sea sites. Data are relevant to diverse end-users to assess the local and regional contaminant loads and to contextualize anthropogenic threats to benthic systems in multiple locations from the French/English Channel, southern North and Celtic Seas.

COVID-19 and European maritime futures: different pathways to deal with the pandemic

The aftermath of the Covid-19 crisis and the re-development of maritime sectors in the EU will be unprecedented. This article deals with the consequences of COVID-19 for the maritime sectors' cruise tourism, shipping, and fisheries. To give insight into the consequences of the pandemic on the longer term and to discuss these consequences in a systematic way, this article develops four potential maritime futures. These potential maritime futures are based on two key choices, the development of the EU and state-aid to maritime sectors. The first choice concerns a connected and solidary Europe versus a fragmented and differentiated EU. The second choice concerns the development of active maritime industry policies by the EU and Member States versus a neo-liberal free market model. Combining these two choices results in four potential maritime futures: "on board", "single-handed sailing", "all hands on deck", and "to give a wide berth". These maritime futures differ from each other in (marine) governance structures and processes and the support given to maritime sectors. The maritime futures give insight into the enabling and constraining conditions to deal with the aftermath of the COVID-19 pandemic in specific, and how the maritime futures will affect the sustainable development of maritime sectors in general. For each of the maritime futures, the enabling and constraining conditions to deal with the COVID-19 pandemic are described, and the uncertainties of the future development of maritime sectors in the post COVID-19 period are discussed.

Impact assessment of a mandatory operational goal-based short-term measure to reduce GHG emissions from ships: the LDC/SIDS case study

The purpose of this paper is to describe the impact assessment of a mandatory operational goal-based short-term measure to reduce green house gas (GHG) emissions from ships. The specific measure has been proposed by Denmark and other co-sponsors in the context of the relevant discussion at the International Maritime Organization (IMO) and in particular the so-called Initial IMO Strategy. The IMO is a specialized United Nations agency that regulates shipping. The Initial IMO Strategy, adopted in 2018, has been the most recent major international environmental agreement on how to reduce GHG emissions from ships at a global level. The central research question in this paper is to ascertain the potential impacts of the aforementioned measure to least developed countries (LDCs) and small island developing states (SIDS). There are concerns that such states may be negatively impacted, or even disproportionately negatively impacted, by whatever measure is decided by the IMO. After gaps in the literature and data are identified, our methodology develops a list of potential negative impacts, and looks at a set of factors that may influence these impacts. Then, we discuss how the goal-based measure may impact LDCs/SIDs as regards each of the identified negative impacts. The analysis argues that for LDCs and SIDS a risk for negative and disproportionately negative impacts exists. The only negative impact of which both the probability and the consequence are considered high is the difficulty to finance retrofitting of old ships or investment in new ships. As such, this is likely a disproportionally negative impact. At the same time, the degree of share (or responsibility) of the goal-based measure with respect to such potential negative impacts, vis-à-vis the share of other factors contributing to these impacts, cannot be precisely ascertained, even though we conjecture this share to be low.

Sources and reporting of oil spills and impacts on wildlife 1970-2018

The extraction, transport, and consumption of hydrocarbons occur daily worldwide and can lead to environmental pollution and significant incidents of wildlife mortality. This review of literature and publicly available databases from 1970 to 2018 summarises records on oil spill incidents, sources of spills, and reported effects on wildlife. During this time period, millions of tonnes of oil were released from over 1700 acute oil spills, with only 312 (18%) reporting wildlife effects. The most numerous reported spill source was shipping. From this review, there are obvious global gaps in reporting of oil spills and recording of effects on wildlife. We recommend there is a global need for increased consistency of reporting and availability of data of oil spills, and wildlife impacts. This information is critical to preparedness and response procedures for industry (shipping and oil) and governments.

Ports closed to cruise ships in the context of COVID-19: What choices are there for coastal states?

In the COVID-19 context will coastal States open their ports to cruise ships to meet the needs of people in danger? Can they prefer a more self-centered approach to protect their territory and exercise their sovereignty? The purpose of this study is to analyze the legal framework for the management of health risk by coastal States in the context of the coronavirus threat on cruise ships. The lack of a clearly defined common management strategy in face of major health risk complicates the situation. Only cooperation between flag States and port States will make it possible to overcome any conflicts of implementation between the State sovereignty principle and assistance to persons in distress at sea.

Validated shipping noise maps of the Northeast Atlantic

Underwater noise pollution from shipping is globally pervasive and has a range of adverse impacts on species which depend on sound, including marine mammals, sea turtles, fish, and many invertebrates. International bodies including United Nations agencies, the Arctic Council, and the European Union are beginning to address the issue at the policy level, but better evidence is needed to map levels of underwater noise pollution and the potential benefits of management measures such as ship-quieting regulations. Crucially, corroboration of noise maps with field measurements is presently lacking, which undermines confidence in their application to policymaking. We construct a computational model of underwater noise levels in the Northeast Atlantic using Automatic Identification System (AIS) ship-tracking data, wind speed data, and other environmental parameters, and validate this model against field measurements at 4 sites in the North Sea. Overall, model predictions of the median sound level were within ±3 dB for 93% of the field measurements for one-third octave frequency bands in the range 125 Hz-5 kHz. Areas with median noise levels exceeding 120 dB re 1 μPa and 20 dB above modelled natural background sound were predicted to occur in the Dover Strait, the Norwegian trench, near to several major ports, and around offshore infrastructure sites in the North Sea. To our knowledge, this is the first study to quantitatively validate large-scale modelled noise maps with field measurements at multiple sites. Further validation will increase confidence in deeper waters and during winter months. Our results highlight areas where anthropogenic pressure from shipping noise is greatest and will inform the management of shipping noise in the Northeast Atlantic. The good agreement between measurements and model gives confidence that models of shipping noise can be used to inform future policy and management decisions to address shipping noise pollution.

Shipwrecks help invasive coral to expand range in the Atlantic Ocean

The invasive coral Tubastraea tagusensis (sun coral) is a habitat-forming species currently increasing its geographical range into the Atlantic Ocean, thereby causing negative ecological and socioeconomic impacts. Scuba divers observed this coral in the western equatorial Atlantic in January 2020, growing at high densities on a shipwreck from World War II (sunk in 1943) at a depth of approximately 32 m. Available footage from the beginning of the decade (2012-2018) shows no obvious signs of sun coral on this shipwreck, suggesting recent colonization and range expansion. The recent evidence of expansion was found 200 km east of the last record, which was also found on a WWII shipwreck (sunk in 1942) in 2016. We have identified hundreds of overlooked WWII shipwrecks, as well as new wrecks in shallow and mesophotic waters, that may provide stepping-stone habitats for this coral to expand its distribution in the Atlantic. We discuss the role of shipwrecks as a network of stepping stones for the sun coral spread, creating complementary paths for the invasiveness by overcoming physiological traits and the short lifespan of the coral larvae. Previous research underestimates the importance of these artificial stepping-stone patches in sustaining crucial dispersal events and range expansion of invasive species. These results are a call to action to manage the invasive Tubastraea corals at a national and international scale in the Atlantic basin.

Seasonal trends in underwater ambient noise near St. Lawrence Island and the Bering Strait

We measured spatial and temporal patterns of ambient noise in dynamic, relatively pristine Arctic marine habitats and evaluate the contributions of environmental and human noise sources. Long-term acoustic recorders were deployed around St. Lawrence Island and the Bering Strait region within key feeding and migratory corridors for protected species that are inherently important to Native Alaskan cultures. Over 3000 h of data from 14 recorders at nine sites were obtained from October 2014 to June 2017. Spatial and temporal ambient noise patterns were quantified with percentile statistics in 1/3rd-octave bands (0.02-8 kHz). Ice presence strongly influenced ambient noise by influencing the physical environment and presence of marine mammals. High variability in noise was observed within and between sites, largely as a function of ice presence and associated factors. Acute contributions of biological and anthropogenic sources to local ambient noise are compared to monthly averages, demonstrating how they influence Arctic soundscapes.

Projection of ship emissions and their impact on air quality in 2030 in Yangtze River delta, China

China has been in the implementation phase of Domestic Ship Emission Control Areas (DECAs) regulation to reduce emissions of air pollutants from ships near populated areas since 2016. The Yangtze River Delta (YRD) is one of the busiest port clusters in the world, accounting for 11% of global seaborne cargo throughput, so future improvements in shipping emission controls may still be important in this region. To assess the impact of future ship emissions on air quality of coastal areas, this study evaluates emissions reductions and air quality in 2030 for three scenarios (business as usual, stricter regulations, and aspirational policies) representing increasing levels of control compared with a base year of 2015. We projected ship emissions in the region using a bottom-up approach developed in this study and based on the historical ship automatic identification system (AIS) activity data. We then predicted air quality across the YRD region in 2030 using the Community Multiscale Air Quality (CMAQ) model. The annual average contributions of ship emissions to ambient PM_2.5 would decrease by 70.9%, 80.4%, and 86.2% relative to 2015 under the three scenarios, with the largest reductions of more than 4.1 μg/m³ near Shanghai Port under the aspirational scenario. Reductions in ship emissions generally led to lower levels of PM_2.5, particularly in most of the coastal cities in the YRD. Compared with a business-as-usual approach the aspirational scenario reduced SO₂, NO_x and PM_2.5 concentrations from shipping by 71.8%, 61.1% and 52.5%, respectively. It was also more effective than the stricter regulation scenario, suggesting that the requirement to use 0.1% sulfur fuel within a 100Nm DECA would have additional benefits to ambient PM_2.5 concentrations beyond 12Nm DECA area. This study provides evidence to inform deliberations on the potential air quality benefits of future control policies for ship emissions in China.