EGNOS 1046 Maritime Service Assessment.

The present contribution evaluates how the European Geostationary Navigation Overlay System (EGNOS) meets the International Maritime Organization (IMO) requirements established in its Resolution A.1046 for navigation in harbor entrances, harbor approaches, and coastal waters: 99.8% of signal availability, 99.8% of service availability, 99.97% of service continuity and 10 m of horizontal accuracy. The data campaign comprises two years of data, from 1 May 2016 to 30 April 2018 (i.e., 730 days), involving 108 permanent stations located within 20 km of the coast or in islands across the EGNOS coverage area, EGNOS corrections, and cleansed GPS broadcast navigation data files. We used the GNSS Laboratory Tool Suite (gLAB) to compute the reference coordinates of the stations, the EGNOS solution, as well as the EGNOS service maps. Our results show a signal availability of 99.999%, a horizontal accuracy of 0.91 m at the 95th percentile, and the regions where the IMO requirements on service availability and service continuity are met. In light of the results presented in the paper, the authors suggest the revision of the assumptions made in the EGNOS Maritime Service against those made in EGNOS for civil aviation; in particular, the use of the EGNOS Message Type 10.

An application study for the determination of ship-borne noise pollution.

Noise pollution includes undesired sounds that lead to negative physiological and psychological outcomes in individuals. Areas with a unique ergonomic design when compared to other work environments, such as ships, are risky. Identification and limitation or minimization of the impact of noise pollution in ships would directly affect crew health and maximum efficiency of the operation of the systems. Thus, the exposure of the ship crew to noise pollution was measured in the current study. Furthermore, the measurements conducted on the ships were compared to the International Maritime Organization (IMO) A.468 (XII) international standards. In the study, noise measurements were conducted with 72 crew members who met certain criteria in nine ships with different properties to determine noise pollution in these ship environments and the exposure of the crew. The current study analyzed the effects of ship-borne noise pollution on the crew and certain solutions were proposed.

The effectiveness of legal framework of Arctic vessel-source black carbon governance.

The Arctic is particularly vulnerable to the impacts of climate change, of which vessel-source black carbon aerosols serving as a prominent catalyst for these changes. This situation is poised to worsen as sea ice melts and shipping lanes change. Rapid action aimed at mitigating short-term climate forcing factors can yield almost immediate climate benefits in the Arctic. This article provides an overview of the legal framework governing black carbon in the Arctic, considering three distinct perspectives: the global, regional, and national dimensions. These perspectives encompass global forums represented by the International Maritime Organization (IMO) and the United Nations Framework Convention on Climate Change (UNFCCC), with a focus on recent developments concerning black carbon governance, notably the amendments to MARPOL Annex VI and Annex I. Regionally, forums represented by the Arctic Council and the European Union are examined. Black carbon emissions exhibit migratory characteristics, yet the primary legal responsibilities for emission reduction are concentrated within Arctic states. Therefore, this article also delves into the laws and practices of Arctic coastal states in their efforts to combat black carbon emissions, using Canada and Norway as examples. The analysis of institutional effectiveness in this article indicates that, at present, specialized legislation on black carbon is either vague or non-existent. The current Arctic ship-source black carbon governance system faces issues related to leadership ambiguity in its institutional structure, a limited scope of responsible entities, and a lack of diverse implementation measures. Simultaneously, the governance system is questioned for having weak or non-legally binding regulations at the level of legal enforcement. The article anticipates the introduction of more mandatory regulations while also encouraging the selection of non-coercive policy tools. Accordingly, this article argues that a coordinated governance system centered on IMO and the Arctic Council needs to be established. Such a framework should adopt a more inclusive approach to stimulate positive interactions between regulations, aiming to create a broader winning alliance based on the existing foundations.

Marine Microbiota Responses to Shipping Scrubber Effluent Assessed at Community Structure and Function Endpoints.

The use of novel high-throughput sequencing (HTS) technologies to examine the responses of natural multidomain microbial communities to scrubber effluent discharges to the marine environment is still limited. Thus, we applied metabarcoding sequencing targeting the planktonic unicellular eukaryotic and prokaryotic fraction (phytoplankton, bacterioplankton, and protozooplankton) in mesocosm experiments with natural microbial communities from a polluted and an unpolluted site. Furthermore, metagenomic analysis revealed changes in the taxonomic and functional dominance of multidomain marine microbial communities after scrubber effluent additions. The results indicated a clear shift in the microbial communities after such additions, which favored bacterial taxa with known oil and polycyclic aromatic hydrocarbons (PAHs) biodegradation capacities. These bacteria exhibited high connectedness with planktonic unicellular eukaryotes employing variable trophic strategies, suggesting that environmentally relevant bacteria can influence eukaryotic community structure. Furthermore, Clusters of Orthologous Genes associated with pathways of PAHs and monocyclic hydrocarbon degradation increased in numbers at treatments with high scrubber effluent additions acutely. These genes are known to express enzymes acting at various substrates including PAHs. These indications, in combination with the abrupt decrease in the most abundant PAHs in the scrubber effluent below the limit of detection-much faster than their known half-lives-could point toward a bacterioplankton-initiated rapid ultimate biodegradation of the most abundant toxic contaminants of the scrubber effluent. The implementation of HTS could be a valuable tool to develop multilevel biodiversity indicators of the scrubber effluent impacts on the marine environment, which could lead to improved impact assessment. Environ Toxicol Chem 2024;43:1012-1029. © 2024 The Authors. Environmental Toxicology and Chemistry published by Wiley Periodicals LLC on behalf of SETAC.

Smart regulations in maritime governance: Efficacy, gaps, and stakeholder perspectives.

The paper explores maritime environmental regulations, analyzing industry perspectives and their operational execution. It critically assesses the International Maritime Organization (IMO) regulations' effectiveness in mitigating climate challenges within the shipping domain. The central argument is that the evolving and intricate nature of maritime regulations often impedes policy goal realization, enforcement, impact evaluation, and equity perception. Utilizing both quantitative and qualitative methodologies, this research gathers, analyses, and interprets data via surveys and interviews. This exploration seeks to evaluate the regulations' impact on reducing shipping's negative impact, especially concerning emissions, waste management, and noise pollution, under the umbrella of smart regulations. The results indicate that the current regulatory approach is neither comprehensive nor immediate, necessitating a more agile, digitally enabled framework to adapt to fast-changing industry conditions.

Design and installation of ballast water sample ports: Current status and implications for assessing compliance with discharge standards.

To verify ships' compliance with ballast water regulations, samples may be collected and tested for viable organisms. This task is completed using a sample probe, which is placed in the ballast discharge pipe through a sample port (a flanged opening). To collect representative samples, the placement of the sample port and the size of the sample probe must be appropriate for the shipboard piping arrangement and ballast water flows. The placement of sample ports was evaluated on 72 ships to assess the current condition of ballast water sampling installations against available guidance. Few ships (15%) had sample ports fully aligned with International Organization for Standardization (ISO) standard 11711-1. While current configurations may present challenges in collecting representative samples, these installations likely occurred before the ISO standard was available. Future installations should be in accordance with the standard to facilitate representative sampling.

Effect of hydraulic retention time on pollutants removal from real ship sewage treatment via a pilot-scale air-lift multilevel circulation membrane bioreactor.

Developing a real ship sewage treatment system that not only satisfies the requirement of small space onboard but also meets the latest emission standards of International Maritime Organization (IMO) is still a challenging task for ship industry. To overcome these problems, in this study, a novel pilot-scale air-lift multilevel circulation membrane bioreactor (AMCMBR) was used to explore the effect of hydraulic retention time (HRT) on effluent chemical oxygen demand (COD) and total nitrogen (TN) while treating real ship sewage. Results indicated that the satisfactory removal efficiencies of COD and TN was achieved in the former stages (Re(COD) = 91.57% and 87.82%; Re(TN) = 77.17% and 81.19%). When HRT decreased to 4 h, the removal efficiencies of COD and TN was 86.93% and 70.49% respectively, which still met the strict IMO discharge standards. This mainly because the biofilm-assistant membrane filtration lead to the increase of physical removal rate. The high ratio of mixed liquor volatile suspended solids (MLVSS)/mixed liquid suspended solids (MLSS) (i.e. 0.75) indicated a high biomass content in the attached sludge and resulted into perfect pollutants removal effort. The compliance rate of COD and TN was 100% and 89%, respectively, which indicated stable operation of the pilot-scale AMCMBR throughout the whole experiment. Fluorescence in situ Hybridization (FISH) analysis revealed that the abundance of ß-Proteobacteria was a key microbial reason for TN removal. In addition, wavelet neural network (WNN) model was proved to be suitable to simulate and predict the COD and TN removal. These conclusions indicated that the pilot-scale AMCMBR technology is an effective way for real ship sewage treatment.

Decarbonizing the international shipping industry: Solutions and policy recommendations.

Ship-source greenhouse gas (GHG) emissions could increase by up to 250% by 2050 from their 2012 levels, owing to increasing global freight volumes. Binding international legal agreements to regulate GHGs, however, are lacking as technical solutions remain expensive, and crucial industrial support is absent. In 2003, the International Maritime Organization adopted Resolution A.963 (23) to regulate shipping CO2 emissions via technical, operational, and market-based routes. However, progress has been slow and uncertain; there is no concrete emission reduction target or definitive action plan. Yet, a full-fledged roadmap may not even emerge until 2023. In this policy analysis, we revisit the progress of technical, operational, and market-based routes and the associated controversies. We argue that 1) a performance-based index, though good-intentioned, has loopholes affecting meaningful CO2 emission reductions driven by technical advancements; 2) using slow steaming to cut energy consumption stands out among all operational solutions thanks to its immediate and obvious results, but with the already slow speed in practice, this single source has limited emission reduction potential; 3) without a technology-savvy shipping industry, a market-based approach is essentially needed to address the environmental impact. To give shipping a 50:50 chance for contributing fairly and proportionately to keep global warming below 2°C, deep emission reductions should occur soon.

Managing the risk of non-indigenous marine species transfer in Singapore using a study of vessel movement.

Shipping is recognized as a major vector for the global transfer of non-indigenous marine species (NIMS). As a major transshipment port, Singapore can minimize the risk of NIMS transfer by implementing pragmatic management strategies, such as using vessel movement information to assess the risk of NIMS transfer. Findings from vessel movement information in a major port terminal in Singapore showed that vessel residence time is short, with >92% of vessels spending seven days or less. There was little variation in vessel residence time to vessel arrival numbers, while the top three last ports of call were found to be from regional ports. Using two key features obtained from vessel movement records, 1) vessel residence time and 2) biogeographic origin of the vessels' last port of call, a simple risk assessment matrix was constructed and applied to assess the level of risk of NIMS transfer by transiting vessels.

The right whale mandatory ship reporting system: a retrospective.

In 1998, the United States sought and received International Maritime Organization-endorsement of two Mandatory Ship Reporting (MSR) systems designed to improve mariner awareness about averting ship collisions with the endangered North Atlantic right whale (Eubalaena glacialis). Vessel collisions are a serious threat to the right whale and the program was among the first formal attempts to reduce this threat. Under the provisions of the MSR, all ships >300 gross tons are required to report their location, speed, and destination to a shore-based station when entering two key right whale habitats: one in waters off New England and one off coastal Georgia and Florida. In return, reporting ships receive an automatically-generated message, delivered directly to the ship's bridge, that provides information about right whale vulnerability to vessel collisions and actions mariners can take to avoid collisions. The MSR has been in operation continuously from July 1999 to the present. Archived incoming reports provided a 15-plus year history of ship operations in these two locations. We analyzed a total of 26,772 incoming MSR messages logged between July 1999 and December 2013. Most ships that were required to report did so, and compliance rates were generally constant throughout the study period. Self-reported vessel speeds when entering the systems indicated that most ships travelled between 10 and 16 (range = 5-20 +) knots. Ship speeds generally decreased in 2009 to 2013 following implementation of vessel speed restrictions. The number of reports into the southern system remained relatively constant following a steady increase through 2007, but numbers in the northern system decreased annually beginning in 2008. If reporting is indicative of long-term patterns in shipping operations, it reflects noteworthy changes in marine transportation. Observed declines in ship traffic are likely attributable to the 2008-2009 economic recession, the containerized shipping industry making increased use of larger ships that made fewer trips, and diminished oil/gas US imports as previously inaccessible domestic deposits were exploited. Recent declines in shipping activity likely resulted in lowered collision risks for right whales and reduced their exposure to underwater noise from ships.