Shipping Activities Research Articles

Higher ecological risks and lower bioremediation potentials identified for emerging OPEs than legacy PCBs in the Beibu Gulf, China

The production and use of organophosphate esters (OPEs) as substitutes for traditional halogenated flame retardants is increasing, resulting in greater global concern related to their ecological risks to marine environments. In this study, polychlorinated biphenyls (PCBs) and OPEs, representing traditional halogenated and emerging flame retardants, respectively, were studied in multiple environmental matrices in the Beibu Gulf, a typical semi-closed bay in the South China Sea. We investigated the differences in PCB and OPE distributions, sources, risks, and bioremediation potentials. Overall, the concentrations of emerging OPEs were much higher than those of PCBs in both seawater and sediment samples. Sediment samples from the inner bay and bay mouth areas (L sites) accumulated more PCBs, with penta- and hexa-CBs as major homologs. Chlorinated OPEs were prevalent in both seawater and sediment samples from the L sites, whereas tri-phenyl phosphate (TPHP) and tri-n-butyl phosphate (TNBP) were predominant at the outer bay (B sites) sediment samples. Source identification via principal component analysis, land use regression statistics, and δ13C analysis indicate that PCBs were mainly sourced from the atmospheric deposition of sugarcane and waste incineration, whereas sewage inputs, aquaculture, and shipping activity were identified as sources of OPE pollution in the Beibu Gulf. A half-year sediment anaerobic culturing experiment was performed for PCBs and OPEs, and the results only exhibited satisfactory dechlorination for PCBs. However, compared with the low ecological risks of PCBs to marine organisms, OPEs (particularly trichloroethyl phosphate (TCEP) and TPHP) exhibited low to medium threats to algae and crustaceans at most sites. Given their increasing usage, high ecological risks, and low bioremediation potential in enrichment cultures, pollution by emerging OPEs warrants close attention.

Spatial and temporal variation of nearshore significant wave height in the Three Gorges Reservoir, China

The study of wave characteristic changes is critical for understanding the role of wave erosion in the shoreline erosion of reservoirs and its subsequent impact on environmental pollution. This study utilizes RBRvirtuoso D-wave-pressure-based wave gauges to make in situ observations of the nearshore significant wave height (SWH) in the Three Gorges Reservoir. The differential and impact factors affecting the SWH under varying water levels, in the main and tributary streams, and shoreline sections are analyzed. This research also investigates the alteration of the frequency distribution of the SWH. The findings indicate that the average SWH increases as the water level increases, reaching 1.2 cm, 1.5 cm, and 1.9 cm for water levels of 150 m, 165 m, and 175 m, respectively, with a SWH frequency distribution curve that becomes increasingly smooth. The average SWH in the mainstream is 2.9 times larger than that in the tributaries, with the former having a smoother frequency distribution curve. The average SWHs in different shoreline sections are inconsistent at the same water level, with the Badong (downstream) section near the Three Gorges Dam exhibiting a significantly higher average SWH than the Zhongxian (midstream) section further from the dam. When shipping activities intensify, there is often a marked increase in the magnitude of the SWH. The SWH in narrower reservoir sections is significantly greater than that in wider sections, with average measurements of 2.2 cm and 1.4 cm, respectively. Fluctuations of the water level, shipping activities, and other factors in the Three Gorges Reservoir have a significant impact on the alteration of the nearshore SWH, and changes in the SWH from low to high water levels may result in changes in both the spatial and temporal patterns of shoreline erosion. These alterations can, in turn, affect sediment and nutrient transport, potentially exacerbating environmental pollution issues.

Microfiber Hotspots' Association with Ships in a Remote Port before and during Covid-19.

During monthly water quality monitoring of Norwegian coastal waters, the sea surface waters off Brønnøysund, a remote port in Norway, exhibited an unexpectedly high abundance of microfibers. We further conducted monitoring of microplastics and microfibers from the surface waters off the city before and during the Covid-19 pandemic. Analysis of the microfiber characteristics, which were primarily comprised of cellulosic and polyester fibers, revealed similarities with those found in the global ocean, but at concentrations that were 1-4 orders of magnitude higher, with the maximum concentration reaching 491 n/L (0.34 mg/L). Source apportionment of microfibers using multivariate analyses based on simultaneous water chemistry data showed positive correlations with ships. Contrary to previous assumptions that marine microfibers were derived from land-based sources, our findings revealed that gray water discharge from ships significantly contributed to microfibers in the oceans. The demonstrated causations using path modeling between microfibers, gray water, shipping, and noncargo shipping activities call for urgent research and regulatory actions toward addressing plastic pollution in the UN Decade of Ocean Science.

Relationship between light absorption properties of black carbon and aerosol origin at a background coastal site

As a potent climate forcer, black carbon (BC) optical properties can have significant impacts on the regional meteorology and climate. To unveil the seasonal differences of BC and its contribution by various emission sources, a one-year continuous monitoring of atmospheric aerosols was conducted at a background coastal site in Eastern China. By comparing the seasonal and diurnal patterns between BC and elemental carbon, we observed that BC were evidently aged with varying extents among all four seasons. The light absorption enhancement of BC (Eabs) was calculated as 1.89 ± 0.46, 2.40 ± 0.69, 1.91 ± 0.60, and 1.34 ± 0.28, from spring to winter, respectively, indicating that BC was more aged in summer. Contrary to the negligible impact of pollution levels on Eabs, the patterns of air masses arriving to the sampling site had a significant impact on the seasonal optical characteristics of BC. Sea breezes evidently exhibited higher Eabs than land-sourced breezes, and BC was more aged and light-absorbing with an increased contribution of marine airflows. By applying a receptor model, we resolved six emission sources as ship emission, traffic emission, secondary pollution, coal combustion, sea salt, and mineral dust. The mass absorption efficiency of BC for each source was estimated, showing the highest from the ship emission sector. This explained the highest Eabs observed in summer and sea breezes. Our study highlights that curbing emission from shipping activities is beneficial for reducing the warming effect of BC in coastal areas, particularly in the context of future rapid development of international shipping.

Formal Safety Assessment for determining sensitive area due to traffic of tourism vessels at Lombok Strait

Lombok Strait has been determined as one of the Indonesia Archipelagic Sea Lane (IASL) passageways. It is also home to many tourism spots, such as Nusa Penida, that result in an increase in traffic density. Nusa Penida has been designated as a Marine Protected Area (MPA) since 2010. However, there is a need to define the sensitive area of Nusa Penida to protect it from the activities of vessels that can further harm the conserved area. Formal Safety Assessment (FSA) is a structured and systematic methodology that aims to improve safety in the maritime, including environmental aspects, using risk analysis and cost-benefit assessment. The result of this study is that ten hazards are categorized as possible hazards and then narrowed into five potential hazards—the one that will be analyzed is tourism activities. The frequency analysis of this study only considers tourism vessels namely Pleasure, Passenger, Fishing, and Sailing Vessels. The consequence analysis provided recommendations for a safe distance of vessels considering the hearing threshold of Sunfish (150 dB) which is 5000 m and coral reef (157 dB) is around 10 m. The proposed design of the sensitive area was based on the Nusa Penida MPA with changes in 2 coordinates considering ship activity as one additional aspect.

Emission Inventory for Maritime Shipping Emissions in the North and Baltic Sea

A high temporal and spatial resolution emission inventory for the North Sea and Baltic Sea was compiled using current emission factors and ship activity data. The inventory includes seagoing vessels over 100 GT registered with the International Maritime Organization traversing in the North and Baltic Seas. A bottom-up approach was chosen for the compilation of the inventory, which provides emission levels of the air pollutants CO2, NOx, SO2, PM2.5, CO, BC, Ash, NMVOC, and POA, as well as the speed-dependent fuel and energy consumption. Input data come from both main and auxiliary engines, as well as well-to-tank and tank-to-propeller emission and energy and fuel consumption quantities. The georeferenced data are provided in a temporal resolution of five minutes. The data can be used to assess, inter alia, the health effects of maritime emissions, the social costs of maritime transport, emission mitigation effects of alternative fuel scenarios, and shore-to-ship power supply.

Analysis of Ship Seaworthiness Factors, Health and Safety Culture, Oversight of Port Authority and Harbor Authority Offices on Shipping Safety

Shipping safety is still a problem faced by sea transportation. Empirical data collected in this study shows the number of transportation accidents and fatalities shows a fluctuating number. This means that shipping safety is still a problem faced by the marine transportation industry in Indonesia. To answer this problem, this research is aimed at knowing the effect of ship's seaworthiness, ship health and safety culture, and supervision of the Harbormaster Office and Port Authority on shipping safety performance which is carried out empirically. Every sailing ship must be in a seaworthy condition so as to ensure safety and security while the ship is sailing. Ship's seaworthiness is also assisted with shipping safety facilities and infrastructure. Occupational health is a state of physical, mental and social well-being that allows every worker to work in a healthy manner with optimal productivity without endangering himself, his family, society and the surrounding environment. Occupational health efforts are efforts to harmonize work capacity, workload and work environment so that every worker can work healthily without endangering himself or the surrounding community, in order to obtain optimal work productivity. The duties and responsibilities of a porter are very important in providing a ship's seaworthiness certificate, sailing permit, safety and security as well as all sea transportation shipping activities in Indonesian waters. 
 Based on the results of research and multiple analysis, the following equations are produced: 
 Y = 1.957 + 0.762 X1 + 0.531 X2 + 0.244 X3 + 
 shows that, Based on empirical data (the results of filling out the questionnaire) and the results of multiple linear regression, it shows that the Shipworthiness variable (X1) has a value t count (10.260) > t table (1.99045) then, H0 is rejected and Ha is accepted. The Health and Safety Culture Variable (X2) has a t count (2.382) > t table (1.99045), so H0 is rejected and Ha is accepted. The Port Authority and Port Authority Supervision Variable (X3) has a value of t count (2.280) > t table (1.99045), then H0 is rejected and Ha is accepted. Thus, the results of the study show that there is a positive and significant influence between Shipworthiness, Health and Safety Culture, Harbormaster Supervision and Port Authority on Shipping Safety

Coral persistence despite marginal conditions in the Port of Miami

Coral cover has declined worldwide due to anthropogenic stressors that manifest on both global and local scales. Coral communities that exist in extreme conditions can provide information on how these stressors influence ecosystem structure, with implications for their persistence under future conditions. The Port of Miami is located within an urbanized environment, with active coastal development, as well as commercial shipping and recreational boating activity. Monitoring of sites throughout the Port since 2018 has revealed periodic extremes in temperature, seawater pH, and salinity, far in excess of what have been measured in most coral reef environments. Despite conditions that would kill many reef species, we have documented diverse coral communities growing on artificial substrates at these sites—reflecting remarkable tolerance to environmental stressors. Furthermore, many of the more prevalent species within these communities are now conspicuously absent or in low abundance on nearby reefs, owing to their susceptibility and exposure to stony coral tissue loss disease. Natural reef frameworks, however, are largely absent at the urban sites and while diverse fish communities are documented, it is unlikely that these communities provide the same goods and services as natural reef habitats. Regardless, the existence of these communities indicates unlikely persistence and highlights the potential for coexistence of threatened species in anthropogenic environments, provided that suitable stewardship strategies are in place.

THE DETERMINATION OF OCEANOGRAPHIC PHYSICAL PROPERTIES AT THE COASTAL AREA OF TEGAL CITY

Throughout our observations, the coastal area of Tegal has not been equipped with geological data and oceanographic data, especially the distribution of ocean current patterns around the coastal area of Tegal City. It is very important to know the nature of the pattern of ocean currents near the coast because the coastal area is for recreational activities and shipping activities to and from the port. The speed of ocean currents and where they are heading needs to be described so that the users of the coastal area can monitor well about the danger or not. In the study of the current pattern at the coastal area of Tegal City, the tool used was designed based on the Lagrangian method and the Helmholtz method to obtain the direction and magnitude of the ocean current's velocity. The problem in determining the current pattern is that the current signal is the result of various signals having a certain frequency generated by several different forces. The next problem in determining the height of the waves, the initial coordinate point is needed as the zero point. From this problem, researchers are interested in the current pattern that is formed. Ocean currents are the mass movement of seawater from one place to another, either vertically (upward motion) or horizontally. The purpose of this study finds the energy of ocean currents and the physical properties of oceanography near the coast, to get the level of danger if used for recreational areas, shipping activities, and research activities.

COVID-19 outbreaks among crew on commercial ships at the Port of Rotterdam, the Netherlands, 2020 to 2021.

BackgroundDuring the COVID-19 pandemic, international shipping activity was disrupted as movement of people and goods was restricted. The Port of Rotterdam, the largest port in Europe, remained operational throughout.AimWe describe the burden of COVID-19 among crew on sea-going vessels at the port and recommend improvements in future infectious disease event notification and response at commercial ports.MethodsSuspected COVID-19 cases on sea-going vessels were notified to port authorities and public health (PH) authorities pre-arrival via the Maritime Declaration of Health. We linked data from port and PH information systems between 1 January 2020 and 31 July 2021, derived a notification rate (NR) of COVID-19 events per arrival, and an attack rate (AR) per vessel (confirmed cases). We compared AR by vessel type (workship/tanker/cargo/passenger), during wildtype-, alpha- and delta-dominant calendar periods.ResultsEighty-four COVID-19 events were notified on ships, involving 622 cases. The NR among 45,030 new arrivals was 173 per 100,000 impacting 1% of vessels. Events per week peaked in April 2021 and again in July 2021, when the AR was also highest. Half of all cases were notified on workships, events occurring earlier and more frequently than on other vessels.ConclusionNotification of COVID-19 events on ships occurred infrequently, although case under-ascertainment was likely. Pre-agreed protocols for data-sharing between stakeholders locally and across Europe would facilitate more efficient pandemic response. Public health access to specimens for sequencing and environmental sampling would give greater insight into viral spread on ships.

General characteristics of tidal currents in the entrance of Khor Abdullah, northwest of Arabian Gulf

The general characteristics of tidal currents in the entrance of the Khor Abdullah at Iraq marine water, located at the northwest tip of the Arabian Gulf, were studied based on realistic current measurements. The velocity measurements used in this study extended to about one year, which was never previously available in this vital region of the Arabian Gulf. The results illustrated that this area is characterized by strong currents exceeding 1 m/s during both ebb and flood tides, driven by local water level variations. The maximum currents recorded during the study period were 1.65 and 1.36 m/s at the ebb and flood tides, respectively. Additionally, the monthly averages of ebb currents are higher than those of flood currents. The harmonic analysis results revealed that the tidal effect explained approximately 98% of the variation in water currents, with the remaining percentage due to residual currents. Among the 35 tidal components used in harmonic analysis, the M2 component was the main contributor to tidal currents variation in the area, followed by S2, K1, N2, and O1. The residual current seems to have a low effect on the currents variations in the area, with maximum values not exceeding 0.0677 and 0.058 m/s during the ebb and flood tides, respectively. The results obtained give a general view of the tidal current behavior and could be beneficial for several aspects of marine and coastal engineering as well as shipping and navigation activities in this region.

Fuzzy cognitive mapping as a tool to assess the relative cumulative effects of environmental stressors on an Arctic seabird population to identify conservation action and research priorities

Abstract In the Arctic, chemical contaminants, shipping, oil pollution, plastic pollution, changing habitats in relation to climate change and fisheries have been identified as environmental stressors to seabirds such as Fulmarus glacialis (northern fulmar; qaqulluk; ᖃᖁᓪᓗᖅ), but rarely have these stressors been considered within a cumulative effects framework in this species which is currently showing a declining populations trend. As a novel tool to understand cumulative effects within a conservation context, we applied a fuzzy cognitive mapping (FCM) approach that allows experts to arrange key factors and their interrelationships, organizing their understanding of the components of a complex issue into a graphical representation; a ‘cognitive map’. This process was grounded in local environment concerns as documented in several Nunavut‐specific reports and discussions, and worked with western‐trained seabird experts with knowledge of northern fulmar populations to assess the inter‐related environmental threats to fulmars as a way to combine these stressors in a cumulative effects framework and identify conservation actions and knowledge gaps. We found strong agreement that the main stressors affecting northern fulmar populations in Canada include pollution (11% total influence (TI)), shipping activities (16% TI), hunting and fishing (18% TI) and mining/oil and gas exploitation activities (22% TI). The indirect influence of threats on northern fulmar population size (57% TI) exceeded the total direct influence (43% TI), emphasizing the value of cognitive mapping in cumulative effects assessment for a more holistic understanding of interacting stressors. Participants expressed substantial uncertainty regarding the strong relationships leading from the concepts, commercial fishing activity in the BBDS and the North Atlantic fisheries activity, indicating that these potential stressors require more research. Similarly, uncertainty was expressed about the potential effects of zodiac traffic, ship strikes of northern fulmar, number of oil spills and magnitude of oil spills on northern fulmar. By characterizing individual factors as manageable or not, we determined that stressors are largely manageable with enforcement of existing policies (58% TI)—importantly, fishing activities were both highly influential on fulmars and deemed manageable, which will inform ongoing co‐management planning in the region.

Offshore Hydrocarbon Exploitation Target Extraction Based on Time-Series Night Light Remote Sensing Images and Machine Learning Models: A Comparison of Six Machine Learning Algorithms and Their Multi-Feature Importance

The continuous acquisition of spatial distribution information for offshore hydrocarbon exploitation (OHE) targets is crucial for the research of marine carbon emission activities. The methodological framework based on time-series night light remote sensing images with a feature increment strategy coupled with machine learning models has become one of the most novel techniques for OHE target extraction in recent years. Its performance is mainly influenced by machine learning models, target features, and regional differences. However, there is still a lack of internal comparative studies on the different influencing factors in this framework. Therefore, based on this framework, we selected four different typical experimental regions within the hydrocarbon basins in the South China Sea to validate the extraction performance of six machine learning models (the classification and regression tree (CART), random forest (RF), artificial neural networks (ANN), support vector machine (SVM), Mahalanobis distance (MaD), and maximum likelihood classification (MLC)) using time-series VIIRS night light remote sensing images. On this basis, the influence of the regional differences and the importance of the multi-features were evaluated and analyzed. The results showed that (1) the RF model performed the best, with an average accuracy of 90.74%, which was much higher than the ANN, CART, SVM, MLC, and MaD. (2) The OHE targets with a lower light radiant intensity as well as a closer spatial location were the main subjects of the omission extraction, while the incorrect extractions were mostly caused by the intensive ship activities. (3) The coefficient of variation was the most important feature that affected the accuracy of the OHE target extraction, with a contribution rate of 26%. This was different from the commonly believed frequency feature in the existing research. In the context of global warming, this study can provide a valuable information reference for studies on OHE target extraction, carbon emission activity monitoring, and carbon emission dynamic assessment.

GIS-based approach and multivariate statistical analysis for identifying sources of heavy metals in marine sediments from the coast of Hong Kong.

Hong Kong is an urbanized coastal city which experiences substantially different metal loads from anthropogenic activities. This study was aimed at analyzing the spatial distribution and pollution evaluation of ten selected heavy metals (As, Cd, Cr, Cu, Pb, Hg, Ni, Zn, Fe, V) in the coastal sediments of Hong Kong. The distribution of heavy metal pollution in sediments has been analyzed using the geographic information system (GIS) technique, and their pollution degrees, corresponding potential ecological risks and source identifications, have been studied by applying the enrichment factor (EF) analysis, contamination factor (CF) analysis, potential ecological risk index (PEI), and integrated multivariate statistical methods, respectively. Firstly, the GIS technique was used to access the spatial distribution of the heavy metals; the result revealed that pollution trend of these metals was decreased from the inner to the outer coast sites of the studied area. Secondly, combining the EF analysis and CF analysis, we found that the pollution degree of heavy metals followed the order of Cu > Cr > Cd > Zn > Pb > Hg > Ni > Fe > As > V. Thirdly, the PERI calculations showed that Cd, Hg, and Cu were the most potential ecological risk factors compared to other metals. Finally, cluster analysis combined with principal component analysis showed that Cr, Cu, Hg, and Ni might originate from the industrial discharges and shipping activities. V, As, and Fe were mainly derived from the natural origin, whereas Cd, Pb, and Zn were identified from the municipal discharges and industrial wastewater. In conclusion, this work should be helpful in the establishment of strategies for contamination control and optimization of industrial structures in Hong Kong.

Diverse changes in shipping emissions around the Western Pacific ports under the coeffect of the epidemic and fuel oil policy

The Western Pacific Ocean (the WPO), as one of the busiest shipping areas in the world, holds a complex water traffic network. In 2020, the International Maritime Organization (IMO) low-sulfur fuel regulations were implemented globally, while the COVID-19 outbreak influenced shipping activities together. This study aimed to assess the combined impact of epidemics and low-sulfur fuel policies on ship emissions, as well as their environmental effects on the WPO. The ship emission model based on the Automatic Identification System (AIS) data was applied to analyze the monthly emission variations during 2018–2020. It was found that the epidemic had obvious diverse influences on the coastal ports in the WPO. Overall, shipping emissions declined by 15 %–30 % in the first half of 2020 compared with those in 2019 due to the COVID-19 lockdown, whereas they rebounded in the second half as a result of trade recovery. The pollutants discharged per unit of cargo by ships rose after the large-range lockdown. China's multiphase domestic emission control areas (DECAs) and the IMO global low-sulfur fuel regulation have greatly reduced SO2 emissions from ships and caused them to “bypass and come back” to save fuel costs around emission control areas from 2018 to 2020. Based on satellite data and land-based measurements, it was found that the air quality over sea water and coastal cities has shown a positive response to changes in ship-emitted NOx and SO2. Our results reveal that changes in shipping emissions during typical periods, depending on their niches in the complex port traffic network, call for further efforts for cleaner fuel oils, optimized ECA and ship lane coordination in the future. Shipping related air pollutions during the later economic recovery also needs to be addressed after international scale standing-by events.

Cumulative environmental risk assessment of metals and polycyclic aromatic hydrocarbons from ship activities in ports

Marine environmental risk assessments rarely consider the cumulative risk from multiple contaminants and sources. Ships give rise to a range of contaminants, originating from different onboard sources, resulting in contaminant loads to the marine environment. Here, the Ship Traffic Emission Assessment Model (STEAM), in combination with the hydrodynamic and chemical fate model MAMPEC, was used to calculate loads and predicted environmental concentrations (PECs) of metals and polycyclic aromatic hydrocarbons, in four ports. PECs were compared to the predicted no effect concentrations (PNEC) to assess environmental risk from the different onboard sources, both separately and cumulatively. The results show that three out of four ports were subject to unacceptable risk. This study highlights the importance of accounting for multiple contaminant sources when assessing the marine environmental risks of shipping and challenges the suitability of the proposed new international guidelines on how to assess risk of scrubber water discharge.

MECHANISM OF MARINE POLLUTION - THE CASE OF PAKISTAN

The aim of this paper is to study the major causes of marine pollution & its negative effects on coastal areas of Sindh and Balochistan in Pakistan; the role of the regulatory setup to control marine pollution; and the status of local & international legal implications in Pakistan. In addition, due to ports & shipping developments/activities, they are causing environmental and human health problems by disrupting the ocean ecosystem and biota. This paper also identifies the direct and indirect sources of marine pollution through ports & shipping activities, infrastructural developments, and the discharge of wastes into the sea from different sources. It also explores the failures of the system to control marine pollution due to the lack of political will, unsustainable management practices, lack of traditional knowledge and modern standards and technologies, lack of community participation, and not ratifying the mandatory laws and conventions on marine pollution nor proper implementation of them. The analysis indicates the weakness of the implications of the legal setup as per international standards (by the International Maritime Organization (IMO)). The results showed that only pollution by ports and shipping activities is an insignificant reason for the weakness of the shipping business. The analysis shows that legal bodies, the Ministry of Maritime Affairs (MOMA), associated organizations, policy matters, the role of ports of Sindh and Balochistan, and coastal communities have less understanding about management and procedures to control pollution in the coastal areas and in the sea. It can be concluded that pollutants can cause a variety of biological effects, including metabolic dysfunction, genetic damage, and phonological changes. Therefore, it is recommended that the government formulate specific policies within the framework of Sustainable Development Goals (SDGs 14)-2015-2030 and UN Ocean Decade Challenges for 2021–2030 that would develop the significant objectives and implementation plans for the green environment, which would contain potential procedures for the sustainable growth of ports and shipping businesses through compliance with IMO standards and maintain the positive relationship between national and international levels.

Faster, Better, Cheaper: Solutions to the Atmospheric Shipping Emission Compliance and Attribution Conundrum

Global concerns regarding air quality have over the past decade led to the introduction of regulations by the International Maritime Organisation curbing the emissions of sulphur and nitrogen oxides (SOx, NOx). These limits were implemented initially in so-called “emission control areas”, defined where the density of shipping activity combines with large coastal population centres such as northwest Europe or eastern USA. However, any legislation requires a scientifically robust and rigorous monitoring program to ensure compliance and prove attribution to an individual vessel. We argue the case for adherence to the mantra “faster, better, cheaper”, where widespread adoption of independent low-cost solutions of onboard, in-stack sensors, combined with existing, globally ubiquitous satellite-based “automatic identification system” (AIS) data telemetry, provides an excellent solution to the affordable compliance and attribution conundrum for shipping companies and enforcement agencies alike. We present data from three field-campaigns which have significantly advanced the concept of onboard real-time monitoring of atmospheric ship emissions.

Summertime Characteristics of Atmospheric Polycyclic Aromatic Hydrocarbons in a Coastal City of Northern Poland.

Parent polycyclic aromatic hydrocarbons (PAHs) in the gas and particle fraction were measured between May and August 2021 at a coastal urban site in Poland, to examine their chemical characteristics, distribution, sources, deposition fluxes and interactions with basic meteorological drivers. The mean concentration of PAHs in the gas phase was significantly higher (26.26 ± 15.83 ng m-3) than levels measured in the particle phase (1.77 ± 1.26 ng m-3). The highest concentration in the gas phase was found for phenanthrene (Phe), followed by fluoranthene (Flt), acenaphthene (Ace) and naphthalene (Naph). The contribution from each group of PAHs to the total particulate phase accounted for 50%, 25%, 14% and 12% for 3-, 4-, 5- and 6-ring compounds, respectively. The mean ΣPAH deposition flux was 59 ± 24 ng m-2 day-1. During the whole field campaign, the efficient removal of PM-bound PAHs was typically observed after precipitation events. Based on statistical analysis, it was found that 4-ring PAHs were less effectively removed (25%) by daily precipitation as compared to 5- and 6-ring components, whose fluxes decreased by 32% and 53%, respectively. This study revealed local urban sources such as vehicular emissions, coal-fired power plants, shipping activities, docks/ports infrastructure and municipal solid waste recycling units as predominant contributors to PM-bound and gas-phase PAHs.

Impact of preparedness on safety behavior in dealing with emergencies on container ships: an analysis of the role of safety knowledge, motivation, and awareness

ABSTRACT The loading and unloading activities of container ships at the Tanjung Perak Port is imperative, as they can be carried out quickly and efficiently. These ships tend to have a high frequency of visits and possess the largest gross tonnage among ships used for the transportation of goods. The occurrence of an accident involving a container ship can have a detrimental effect on the seamless delivery of goods via sea transportation. Furthermore, the crew be adequately prepared in order to mitigate the risk. As evidenced by research on safety behaviour have not taken preparedness as a factor into consideration when addressing emergencies. Therefore, this study aims to investigate the impact of safety knowledge, motivation, and awareness on safety behaviour in dealing with emergencies on container ships in accordance with relevant regulations. A total of 180 ship crew members served as respondents and it analysed using SEM-PLS. The results showed that preparedness, including safety procedures, emergency training, and crew security culture is an important aspect in dealing with emergencies. Furthermore, this study obtained an R square value of 0.525 in the structural model, indicating that the independent variables have an influence on behaviour, and it was classified in the good category.