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Autonomous ships are seen as the next generation of ships to meet sustainability challenges. While abundant studies have noted the potential of autonomous ships to be emission-free and reduce air pollution, research has paid scant attention to the significant uncertainties of the autonomous shipping that may lead to new environmental risks such as traffic incidents and oil spills. It is therefore necessary to assess the compatibility of the autonomous ships with international environmental laws and regulations. An analytical framework of international law on ship-source pollution has been proposed to contemplate such a legal assessment. Autonomous ships would challenge the relevant treaty provisions on preventing, combating and compensating for ship-source pollution and raise a number of new legal issues, resulting in a current lack of legal predictability and certainty. Only as autonomous ships become more widely tested, recognised and trusted will a robust roadmap for legalising MASS become clearer., Competing Interests: Declaration of competing interest The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (Copyright © 2024 The Author. Published by Elsevier Ltd.. All rights reserved.)

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., Competing Interests: Declaration of competing interest The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (Copyright © 2024 The Authors. Published by Elsevier Ltd.. All rights reserved.)

The problem created by invasive non-native species through ships' ballast water has caused the International Maritime Organization (IMO), through the Ballast Water Management (BWM) Convention and many countries to develop their own laws to prevent their introduction. One of the most important non-native species in Argentina, the golden mussel (Limnoperna fortunei), causes a significant economic impact on the Plata Basin. Argentina has a great amount of maritime and fluvial ports that receive ships from different regions of the world. Particularly, the San Lorenzo-San Martín Port Complex (here termed SLOR), placed in the terminal portion of the Paraná Basin, receives ocean ships with great loading capacity, which increases the possibility of invasions and the need of an adequate environmental management. This work proposes to estimate the potential vulnerability of SLOR port, in relation with the origin of the ballast water and its volume. For this purpose, an adaptation of the risk assessment model of the GloBallast Program was used. The results suggest that SLOR has important similarities with different fluvial ports of the world, especially in Brazil and China. However the amount of ships coming from the nearest estuary waters, where the diversity of invasive species has major effects, is also important. This article provides the necessary information to conduct the efforts through surveys and enforcement regulations, and could be the foundation for future research using global data that could provide basic information for other fluvial ports with similar features.

With threats to nature becoming increasingly prominent, in order for biodiversity levels to persist, there is a critical need to improve implementation of conservation measures. In the oceans, the surveillance of fisheries is complex and inadequate, such that quantifying and locating nondeclared and illegal fisheries is persistently problematic. Given that these activities dramatically impact oceanic ecosystems, through overexploitation of fish stocks and bycatch of threatened species, innovative ways to monitor the oceans are urgently required. Here, we describe a concept of "Ocean Sentinel" using animals equipped with state-of-the-art loggers which monitor fisheries in remote areas. Albatrosses fitted with loggers detecting and locating the presence of vessels and transmitting the information immediately to authorities allowed an estimation of the proportion of nondeclared fishing vessels operating in national and international waters of the Southern Ocean. We found that in international waters, more than one-third of vessels had no Automatic Identification System operating; in national Exclusive Economic Zones (EEZs), this proportion was lower on average, but variable according to EEZ. Ocean Sentinel was also able to provide unpreceded information on the attraction of seabirds to vessels, giving access to crucial information for risk-assessment plans of threatened species. Attraction differed between species, age, and vessel activity. Fishing vessels attracted more birds than other vessels, and juveniles both encountered fewer vessels and showed a lower attraction to vessels than adults. This study shows that the development of technologies offers the potential of implementing conservation policies by using wide-ranging seabirds to patrol oceans., Competing Interests: The authors declare no competing interest.

Summary: This report summarises some of the crucial and critical aspects on the enforcement of the Italian regulations on port and maritime work and fishing, following the activity of the Interregional Coordination Working Group on OHS in Ports and Ships from September 2017 until September 2019. The discussions have been organised in fine main topics. First of all, the complex relationships between the different Institution and Social Partners dealing with the subject at local and national level. Some specific topics are then analysed in depth: the limits of regulations on health surveillance for maritime workers; the difficult management of work interference during loading and unloading ships, the transport of dangerous chemicals and the port road and rail safety; the critical aspects of the enforcement of precautions for hot work in ship repair and asbestos removal. Finally, we describe a complex national training on the field project, organized for the inspectors by the Working Group on OHS in Loading and Unloading ships, Shipyards and Ship Repair, Fishing work., Competing Interests: The authors of this article have no conflict of interests to disclose., (Copyright© by Aracne Editrice, Roma, Italy.)

The strategic location of Malaysia along the world's busiest trade waterways underscores the need to cope ballast water issues for both domestic and international shipping. The adoption of Ballast Water Management Convention 2004 (BWMC) by the International Maritime Organization is suitable for management plans intended to prevent the introduction of invasive species through ballast water discharge. Malaysia has ratified the BWMC in September 2010 and the Convention has come into force in September 2017. However up to now, the BWMC has not been fully implemented by Malaysia for ships operating in its waters. This paper analyse the headway in implementing the provisions of the BWMC in Malaysia as well as the issues and challenges encountered for the implementation. The paper concludes that Malaysian government should promulgate laws and policies to clearly communicate on ballast water issues to the shipping industry communities., (Copyright © 2019 Elsevier Ltd. All rights reserved.)

Alternatives assessment (AA) is intended to identify safer and more sustainable approaches for managing chemicals used in industrial applications and consumer products and to avoid the adoption of regrettable substitutions. In the United States, the state of Washington prescribes a science-based approach for conducting an AA that meets regulatory requirements. This paper provides an overview of the approach, based on the Interstate Chemicals Clearinghouse (IC2) AA Guide, and illustrates its application to the examination of suitable alternatives to Cu-based antifouling coatings commonly used for recreational boats in the Pacific Northwest. Legislation has been passed in Washington State that will ban the use of certain Cu-based products in both freshwater and marine environments. The AA approach was used to identify and evaluate several alternatives to Cu-based antifouling boat paint products. Five promising practices that AA practitioners should consider when using the IC2 AA Guide in similar assessments of alternatives to industrial practices and consumer products include actively engaging stakeholders, enhancing the decision framework using a selection guide approach, scoping alternatives broadly, optimizing ingredient transparency, and identifying data gaps that could interfere with substitution efforts. The role AA plays in driving consumer product and similar technology innovations and its implications for the future are discussed. Environ Assess Manag 2019;00:1-13. © 2019 SETAC., (© 2019 SETAC.)

The Adriatic Sea, a semi-enclosed and vulnerable environment, deserves special attention regarding the risk of introducing Harmful Aquatic Organisms and Pathogens via ships' ballast water as new species findings occur at an alarming rate. This species introduction vector was addressed with the 2004 International Convention for the Control and Management of Ships' Ballast Water and Sediments, which entered into force in 2017. The efficient implementation of this convention calls for Adriatic States' cooperation on environmental specifics that have not been dealt with neither by national nor by international measures yet. Based on legal and institutional data gathered, and considering the regional maritime traffic and environmental specifics, this paper reveals that the integration of current environmental law commitments as well as a better dialogue between public institutions from shipping and environmental sectors may foster the implementation of ballast water management obligations through appropriate Adriatic States' cooperation., (Copyright © 2018. Published by Elsevier Ltd.)

The human-mediated introduction of marine non-indigenous species is a centuries- if not millennia-old phenomenon, but was only recently acknowledged as a potent driver of change in the sea. We provide a synopsis of key historical milestones for marine bioinvasions, including timelines of (a) discovery and understanding of the invasion process, focusing on transfer mechanisms and outcomes, (b) methodologies used for detection and monitoring, (c) approaches to ecological impacts research, and (d) management and policy responses. Early (until the mid-1900s) marine bioinvasions were given little attention, and in a number of cases actively and routinely facilitated. Beginning in the second half of the 20th century, several conspicuous non-indigenous species outbreaks with strong environmental, economic, and public health impacts raised widespread concerns and initiated shifts in public and scientific perceptions. These high-profile invasions led to policy documents and strategies to reduce the introduction and spread of non-indigenous species, although with significant time lags and limited success and focused on only a subset of transfer mechanisms. Integrated, multi-vector management within an ecosystem-based marine management context is urgently needed to address the complex interactions of natural and human pressures that drive invasions in marine ecosystems., Competing Interests: The authors have declared that no competing interests exist.

The transport and release of invasive organisms in ballast water has harmed ecosystems, economic activities and human health. Current US ballast water regulations intended to minimize the discharge of such organisms are based on results reported by a scientific advisory committee in 2011. Using the same methods, we re-analyzed the data evaluated by the committee as well as new data. We find that the committee's analysis was flawed, and that some treatment systems can meet limits that are 10 times (for zooplankton) or 1000 times (for phytoplankton) more stringent than the committee reported. These findings suggest that US ballast water standards, and similar standards in a recently ratified international agreement, should be re-evaluated., (Copyright © 2017 Elsevier Ltd. All rights reserved.)

In January 2011, fuel quality in inland water vessels was changed by EU regulation 2009/30/EC, aiming at improving air quality along waterways. We hypothesized that the implementation of this regulation both lowered the total deposition of polycyclic aromatic hydrocarbons (PAHs) and changed their composition in river valleys. We analyzed parent-, alkylated- and thio-PAHs in soil and vine leaves, at two waterways (Rhine and Moselle, Germany), as well as in one ship-free reference area (Ahr, Germany). Samples were taken annually (2010-2013) in transects perpendicular to the rivers. We did not find any relation of PAH concentration and composition on vine leaves to inland navigation, likely because atmospheric exchange processes distorted ship-specific accumulation patterns. We did find, however, an accumulation of ship-borne PAHs in topsoil near the waterways (1543±788 and 581±252ngg -1 at Moselle and Rhine, respectively), leading to larger PAH concentrations at the Moselle Valley than at the reference area (535±404ngg -1 ) prior to EU fuel regulation. After fuel regulation, the PAH concentrations decreased in topsoils of the Moselle and Rhine Valley by 35±9 and 62±28%, respectively. These changes were accompanied by increasing proportions of dibenzothiophene (DBT) and low molecular weight PAHs. Both, changes in PAH concentrations and composition were traceable within 200 and 350m distance to the river front of Moselle and Rhine, respectively, and likely favored by erosion of topsoil in vineyards. We conclude that the EU regulation was effective in improving soil and thus also air quality within only three years. The impact was greater and spatially more relevant at the Rhine, which may be attributed to the larger traffic volume of inland navigation., (Copyright © 2017 Elsevier B.V. All rights reserved.)

Approximately 9.5billiontonnes of goods is transported over the world oceans annually with dry bulk representing the largest cargo group. This paper aims to analyse whether the transport and associated inputs of dry bulks into the sea create a risk for the marine environment. For this purpose, we analyse the international regulatory background concerning environmental protection (MARPOL), estimate quantities and identify inputs of such cargoes into the oceans (accidental and operational), and use available information for hazard assessment. Annually, more than 2.15milliontonnes of dry bulk cargoes are likely to enter the oceans, of which 100,000tonnes are potentially harmful to the marine environment according to the definition included in draft maritime regulation. The assessment of the threat to the marine environment is hampered by a lack of available information on chemical composition, bioavailability and toxicity. Perspectives for amendments of the unsatisfying pollution prevention regulations are discussed., (Copyright © 2016 The Authors. Published by Elsevier Ltd.. All rights reserved.)

The regulation on ship recycling at international and European Union (EU) level has transitioned from the realm of transboundary movement of wastes to a specialized regime, i.e., the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships (2009) (Hong Kong Convention). Although this convention is not in force yet, the principal features of it have been incorporated in EU Regulation 1257/2013 on ship recycling. This paper examines the rationale behind developing a ship recycling regime, its disassociation from wastes, and the departure from the main principles of transboundary movement of wastes, such as the proximity principle, reduction of transboundary movement of wastes, and the prior informed consent procedure. While acknowledging some of the positive features of the emerging ship recycling, it is submitted that the Hong Kong Convention and EU Regulation 1257/2013 on ship recycling represent a step back in the regulation of ship recycling., (Copyright © 2016 Elsevier Ltd. All rights reserved.)

There are problems associated with dismantling vessels that have reached the end of their life, when pollution problems associated with the process need to be addressed. The first problem in "end-of-life vessels" (EOLV) is to define their legal frameworks. The second problem is their dismantlement for recycling of ships. In order to reduce the effects of pollution caused by EOLV dismantling, the International Maritime Organization (IMO) adopted the Hong Kong Convention on 15 May 2009. While preparing for implementing the obligations under the Hong Kong Convention, China shall make effort on five aspects: (i) establish an ISRT for the safe and environmentally sound recycling of ships, (ii) improve the competitiveness of ship dismantling plants, (iii) strengthen international exchanges, (iv) amend the domestic laws and regulations, and (v) support from the China Classification Society., (Copyright © 2016 Elsevier Ltd. All rights reserved.)

Many coastal regions are encountering issues with the spread of nonindigenous species (NIS). In this study, we conducted a regional risk assessment using a Bayesian network relative risk model (BN-RRM) to analyze multiple vectors of NIS introductions to Padilla Bay, Washington, a National Estuarine Research Reserve. We had 3 objectives in this study. The 1st objective was to determine whether the BN-RRM could be used to calculate risk from NIS introductions for Padilla Bay. Our 2nd objective was to determine which regions and endpoints were at greatest risk from NIS introductions. Our 3rd objective was to incorporate a management option into the model and predict endpoint risk if it were to be implemented. Eradication can occur at different stages of NIS invasions, such as the elimination of these species before being introduced to the habitat or removal of the species after settlement. We incorporated the ballast water treatment management scenario into the model, observed the risk to the endpoints, and compared this risk with the initial risk estimates. The model results indicated that the southern portion of the bay was at greatest risk because of NIS. Changes in community composition, Dungeness crab, and eelgrass were the endpoints most at risk from NIS introductions. The currents node, which controls the exposure of NIS to the bay from the surrounding marine environment, was the parameter that had the greatest influence on risk. The ballast water management scenario displayed an approximate 1% reduction in risk in this Padilla Bay case study. The models we developed provide an adaptable template for decision makers interested in managing NIS in other coastal regions and large bodies of water., (© 2015 SETAC.)

There is at present a growing concern, on an international level, over environmental offences caused by oil discharges into the sea from vessels. The objective of the Spanish Maritime Administration is to prevent the illegal discharges of polluting substances in Spanish maritime waters by vessels in transit. To combat such discharges, since 2007 Spain has reinforced its means of response with the use of aircrafts that provide services of maritime surveillance, identifying the Alleged Offending Vessels and acting as a deterrent. The objective of the present study is both to introduce the concept and to analyze certain aspects of the so-called "Alleged Offending Vessel" (AOV) that have been detected within Spanish Search and Rescue (SAR) jurisdiction waters in the period 2008-2012, in order to build a profile of such a vessel. For this purpose, an analysis methodology is formalized based on the GINI index and Lorenz curves, associated with certain aspects of vessels: type, flag and sailing area., (Copyright © 2015 Elsevier Ltd. All rights reserved.)

Public companies in the United States are required to report standardized values of their proved reserves and asset retirement obligations on an annual basis. When compared, these two measures provide an aggregate indicator of corporate decommissioning risk but, because of their consolidated nature, cannot readily be decomposed at a more granular level. The purpose of this article is to introduce a decommissioning risk metric defined in terms of the ratio of the expected value of an asset's reserves to its expected cost of decommissioning. Asset decommissioning risk (ADR) is more difficult to compute than a consolidated corporate risk measure, but can be used to quantify the decommissioning risk of structures and to perform regional comparisons, and also provides market signals of future decommissioning activity. We formalize two risk metrics for decommissioning and apply the ADR metric to the deepwater Gulf of Mexico (GOM) floater inventory. Deepwater oil and gas structures are expensive to construct, and at the end of their useful life, will be expensive to decommission. The value of proved reserves for the 42 floating structures in the GOM circa January 2013 is estimated to range between $37 and $80 billion for future oil prices between 60 and 120 $/bbl, which is about 10 to 20 times greater than the estimated $4.3 billion to decommission the inventory. Eni's Allegheny and MC Offshore's Jolliet tension leg platforms have ADR metrics less than one and are approaching the end of their useful life. Application of the proposed metrics in the regulatory review of supplemental bonding requirements in the U.S. Outer Continental Shelf is suggested to complement the current suite of financial metrics employed., (© 2015 Society for Risk Analysis.)

The English Channel is one of the world's busiest sea areas with intense shipping and port activity juxtaposed with recreation, communications and important conservation areas. Opportunities for marine renewable energy vie with existing activities for space. The current governance of the English Channel is reviewed and found to lack integration between countries, sectors, legislation and scientific research. Recent developments within the EU's marine management frameworks are significantly altering our approach to marine governance and this paper explores the implications of these new approaches to management of the English Channel. Existing mechanisms for cross-Channel science and potential benefits of an English Channel scale perspective are considered. In conclusion, current management practices are considered against the 12 Malawi Principles of the ecosystem approach resulting in proposals for enhancing governance of the region through science at the scale of the English Channel., (Copyright © 2015 The Authors. Published by Elsevier Ltd.. All rights reserved.)

Since 2004, an international testing program has certified 53 shipboard treatment systems as meeting ballast water discharge standards, including limits on certain microbes to prevent the spread of human pathogens. We determined how frequently certification tests failed a minimum requirement for a meaningful evaluation, that the concentration of microbes in the untreated (control) discharge must exceed the regulatory limit for treated discharges. In 95% of cases where the result was accepted as evidence that the treatment system reduced microbes to below the regulatory limit, the discharge met the limit even without treatment. This shows that the certification program for ballast water treatment systems is dysfunctional in protecting human health. In nearly all cases, the treatment systems would have equally well "passed" these tests even if they had never been turned on. Protocols must require minimum concentrations of targeted microbes in test waters, reflecting the upper range of concentrations in waters where ships operate., (Copyright © 2014 Elsevier Ltd. All rights reserved.)

The maritime historian working as litigation support and expert witness faces many challenges, including identifying and analyzing case law associated with admiralty subjects, cultural resource management law, and general historical topics. The importance of the unique knowledge of the historian in the maritime context is demonstrated by a case study of attempts to salvage the shipwreck Atlantic, the remains of a merchant vessel built and enrolled in the United States and lost in the Canadian waters of Lake Erie in 1852.

Objective: To estimate the effect of the 2005 Victorian mandatory personal flotation device (PFD) wearing regulations on PFD use by occupants of small (hull length ≤4.8 m) power recreational vessels., Design: Before-after observational study investigating the probability of PFD use among occupants of small vessels before and after the regulations were introduced compared with the probability of use by their counterparts on large power vessels (hull length >4.8-12 m) who were not required to wear PFDs before or after the regulations were introduced in the low-risk conditions in which observations occurred., Methods: Statewide observation surveys of boaters were conducted in peak boating periods between January and March 2005 (prelegislation) and 2007 (postlegislation). Data collection included size of vessel, age and sex of boaters, life jacket use, boat type, activity of boaters, type of waterway and weather and water conditions. Logistic regression modelling tested whether there were statistically significant differences in the change in the relative odds of occupants wearing PFDs from the preintervention to the postintervention period in small compared with large power recreational vessels., Results: The probability of PFD use increased from 22% to 63% on small power vessels compared with 12% to 13% on large vessels. Regression analysis showed a high statistically significant increase in the odds of PFD use on small vessels relative to large vessels (OR 6.2, 95% CI 4.2 to 9.3, p<0.001). No statistically significant effect on use on large vessels was associated with the regulation (OR 1.27, 95% CI 0.94 to 1.70, p=0.15). Relative to large vessels, on small vessels the odds of PFD use increased significantly in both sexes, all age groups, all vessel types and activity groupings except for towed water sports where the increase was only marginally statistically significant., Conclusions: The legislative intervention was successful in increasing PFD wearing in small vessels. However, visible enforcement and tougher penalties are needed to optimise compliance., (Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://group.bmj.com/group/rights-licensing/permissions.)

This contribution is intended to fertilise the current discussion of ship's doctors qualifications required for cruise ships. Therefore 10 points are added to the debate containing different considerations focussing on the recommendations of the German Society of Maritime Medicine, the American College of Emergency Physicians (ACEP's) Health Care Guidelines for Cruise Ship Medical Facilities and the different skills a ship's doctor should have from the perspective of the recruiter.

Objective: To assess life jacket use among Washington State boaters and to examine the relationship between life jacket use and boating laws., Methods: A statewide observational survey of boaters was conducted between August 2010 and September 2010. Data collection included age, sex, life jacket use, boat type, and weather and water conditions., Results: Among 5157 boaters, 30.7% wore life jackets. Life jacket use was highest among groups required by state law: personal watercraft users (96.8%), people being towed (eg, water-skiers) (95.3%) and children 0-12 years old (81.7%). Children and youth were more likely to use a life jacket if any adult in the boat wore a life jacket: 100% versus 87.2% for 0-5 years, 92.8% versus 76.7% for 6-12 years and 81.4% versus 36.1% for 13-17 years. Adult role modelling was particularly beneficial for adolescents aged 13-17 years, who were not covered by a life jacket law. In multivariable analysis, the presence of at least one adult wearing a life jacket was associated with a 20-fold increased likelihood that adolescents were also wearing a life jacket., Conclusions: Highest life jacket use was strongly associated with laws requiring use and with adult role modelling. Legislation requiring life jackets for ages 13-17 years and social marketing encouraging adult life jacket wear in the company of children and youth are promising strategies to increase life jacket use in Washington State., (Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://group.bmj.com/group/rights-licensing/permissions.)

In the United States during 1999-2012, about 4 per cent of adults wore life jackets while engaged in recreation on powerboats. Educational campaigns have promoted life jacket use. Mandatory use regulations target primarily children or boaters on personal watercrafts or water skiing. We describe findings from two interventions - 'Wear It California!', a targeted marketing campaign in the California Delta region and mandatory wear regulations at four US Army Corps of Engineers (USACE) lakes in the state of Mississippi. Before the campaign in the Delta, adult wear was 8.5 per cent, increasing to 12.1 per cent during the first year, dipping to 9.4 per cent during the second year, and rising slightly to 10.5 per cent 3 plus years after the campaign. Before mandatory regulations at USACE lakes, adult wear was 13.7 per cent, increasing to 75.6 per cent during the first year, 70.1 per cent during the second year, and remaining high at 68.1 per cent in the third year. Policymakers should consider these findings when choosing how to increase life jacket use.

As human civilization is becoming more aware of the negative impact our actions can inflict upon the natural world, the intensification of fossil fuel extraction and industrial development is being met with increasing opposition. In Western Canada, proposals that would increase the volume of petroleum transported by pipelines and by tankers through the coastal waters of British Columbia have engaged the province in debate. To ease public concern on the risk of a coastal oil spill, there are additional commitments that involved parties could make. There is evidence to show that the practice of registering vessels under foreign flags of states that have exhibited failure in compliance with international obligations is more common amongst petroleum tankers that have been involved in large-scale oil spills. To prove that they are committed to reducing the risk of oil spills, businesses need to stop registering their vessels under flags of foreign, non-compliant states., (Copyright © 2014 Elsevier Ltd. All rights reserved.)

Background: Alcohol is the leading contributor to boating deaths. Earlier literature estimates that 30-40% of people drink alcohol while boating., Objective: The objective of this study was to directly approach boaters at the dock to assess the prevalence of alcohol consumption while boating, as well as their knowledge of alcohol impairment., Methods: This was a cross-sectional survey of a convenience sample of boaters aged 21 years and older at Illinois lakes and rivers during July 2011. Participants completed a survey of alcohol use and impaired boating knowledge consisting of six multiple-choice questions. A χ(2) analysis was used to assess knowledge differences by demographic variables., Results: Two hundred and ten people participated. Less than one fourth of participants correctly answered 4 of the 5 knowledge questions. Eighty-four percent correctly reported the watercraft blood alcohol legal limit. Eighty-one percent erroneously believed that it was more dangerous for the driver to be intoxicated than the passenger. There were no differences in knowledge by sex, education, boat ownership, or driver status. Seventy-six percent admitted to drinking alcohol while boating. Younger participants (aged 21 to 40 years) were significantly more likely to report drinking while boating compared with older participants (p < 0.05)., Conclusions: A majority of participants imbibe while boating and with only a rudimentary understanding of the dangers. Designated drivers (for boating) campaigns might falsely imply imbibing-passenger safety. Public health officials should readdress the dangers of passenger drinking, especially with the younger age group, to help decrease alcohol-related morbidity and mortality., (Copyright © 2014 Elsevier Inc. All rights reserved.)

According to Naeve, forensic medicine also deals with medical topics concerning accidents associated with watercrafts. This field is not limited to the open sea but also refers to rivers and lakes. In the presented study, fatal boating accidents were investigated over a period of four decades. The majority of the victims died from hypothermia and drowning. The article points out the difficulty to prove hypothermia in cases with a short survival time. Medical expert opinions on deaths due to boating accidents must not ignore the results of the technical and nautical investigations--the more so as the hydrometeorological situation may be crucial for the outcome. Too little attention is still paid to circulatory shock occurring in connection with the pathophysiology of hypothermia and drowning, although it may have a decisive influence on the effectiveness of rescue measures. The final assessment of fatalities in users of watercrafts should always be left to experienced specialists.

Deaths on the water are common in the autopsy material of medicolegal institutes situated on the coast or big rivers and lakes (illustrated by the example of the Institute of Legal Medicine of Greifswald University). They mostly occur during recreational boating activities. Apart from hydro-meteorological influences, human error is the main cause of accidents. Often it is not sufficiently kept in mind whether the boat crew is fit for sailing and proper seamanship is ensured. Drowning (following initial hypothermia) is the most frequent cause of death. Medicolegal aspects are not decisive for ordering a forensic autopsy. As statistics are not compiled in a uniform way, a comparison of the data of different institutions engaged in investigating deaths at sea and during water sports activities is hardly possible, neither on a national nor an international basis--and the reconstruction of aquatic accidents is generally difficult. Fatal accidents can only be prevented by completely clarifying their causes.

The new probabilistic damaged stability regulations for dry cargo and passenger ships (SOLAS 2009), which entered into force on January 1, 2009, represent a major step forward in achieving an improved safety standard through the rationalisation and harmonization of damaged stability requirements. There are, however, serious concerns regarding the adopted formulation for the calculation of the survival probability of passenger ships, particularly for ROPAX and large cruise vessels. The present paper outlines the objectives, the methodology of work and main results of the EU-funded FP7 project GOALDS (Goal Based Damaged Stability, 2009-2012), which aims to address the above shortcomings by state-of-the-art scientific methods and by formulating a rational, goal-based regulatory framework, properly accounting for the damage stability properties of passenger ships and the risk of people onboard., (Copyright © 2013 Elsevier Ltd. All rights reserved.)

Nitrogen oxide (NOx) emissions from marine diesel engines pose a hazard to human health and the environment. From 2021, demanding emissions limits are expected to be applied to sea areas that the Royal Navy (RN) accesses. We analyze how these future constraints affect the choice of NOx abatement systems for RN ships, which are subject to more design constraints than civilian ships. A weighted matrix approach is used to facilitate a quantitative assessment. For most warships to be built soon after 2021 Lean Nitrogen Traps (LNT) in conjunction with Exhaust Gas Recirculation (EGR) represents a relatively achievable option with fewer drawbacks than other system types. Urea-selective catalytic reduction is likely to be most appropriate for ships that are built to civilian standards. The future technologies that are at an early stage of development are discussed., (Copyright © 2013 Elsevier Ltd. All rights reserved.)

Background: Piracy has been threatening international sea trade and creating risk for crews and passengers worldwide. The problem is largely confined to the Somalia coast, West Africa, South America, and Southeast Asia. The targets are merchant ships, cruising yachts, and passenger ships with several thousand people on board. Such attacks can result in loss of lives, short- and long-term health problems, and can further be complicated by the consequences of hostage situations on shore. The purpose of this article is to present the problem of piracy, its relevance to the field of travel medicine, and help travel medicine practitioners to deal with its specifics before, during, and after attack., Methods: Comprehensive literature research was done and published data from 2002 until 2012 from the International Chamber of Commerce specialized division-International Maritime Bureau (IMB)-on 3,806 attacks and 7,635 incidents involving human victims are analyzed. Available occupational health data in merchant marine and epidemiological data acquired on board cruise ships were used to estimate the health risks., Results: From 2002 until 2012, 3,806 ships were attacked including 82 yachts and 13 passenger ships. A number of reported piracy attacks worldwide continued to threaten security and lives on sea. In 2012, 297 incidents of piracy and armed robbery were reported, a total of 585 crew members were taken hostage, 26 kidnapped, and 6 killed as a direct result of the incident.(1) CONCLUSION: The risk of being injured or killed by pirates on board cruise ships is actually very low. Piracy on the world's seas is in decline and remains a reasonably localized issue. While this improvement is a result of continued efforts of international naval forces, that protection is only partial and fails to suppress piracy completely. Piracy still presents significant threat to international travel, and future involvement of travel medicine practitioners in providing advice to travelers to piracy regions or victims of piracy is expected., (© 2013 International Society of Travel Medicine.)

Introduction: Health and diseases on board ships may depend on water. Interventions to improve the quality of water may bring to significant benefits to health and water stores/supply and should be controlledto protect health. This paper has reviewed the main regulations for the control of water safety and qualityon board ships and presents some practical recommendations for keeping water healthy and safe in passenger and cargo merchant ships., Methodology: The main international regulations and guidelines on the topic were analysed. Guidelines forWater Quality on Board Merchant Ships Including Passenger Vessels of Health Protection Agency, World Health Organisation (WHO) Guide to Ship Sanitation, WHO Guidelines for Drinking Water Quality, WHO Water Safety Plan and the United States Center for Disease Control and Prevention Vessel Sanitation Program were examined. Recommendations for passenger and, if available, for cargo ships were collected and compared. Recommended questionnaire: A questionnaire summarising the main information to collect for assessingthe enough quality of water for the purposes it should be used on board is proposed. The need of havinga crew member with water assessment duties on board, trained for performing these activities properlyis discussed., Conclusions: Water quality on board ships should be monitored routinely. Monitoring should be directedto chemical and microbiological parameters for identifying possible contamination sources, using specifickits by a designed crew member. More detailed periodic assessments should be under the responsibility ofspecialised personnel/laboratories and should be based on sample collection from all tanks and sites of waterdistribution. It is important to select a properly trained crew member on board for monitoring water quality.

Simultaneous long-term monitoring of underwater sound and ship traffic provided an opportunity to study how low-frequency noise correlated with ocean-based commercial shipping trends. Between 2007 and 2010 changes in regional shipping off southern California occurred as a consequence of economic and regulatory events. Underwater average noise levels measured before and during these events showed a net reduction of 12 dB. Statistical models revealed that a reduction of 1 ship transit per day resulted in 1 dB decrease in average noise. This synthesis of maritime traffic statistics with ocean noise monitoring provides an important step in understanding the magnitude and potential effects of chronic noise in marine habitats.

We report results from 12 years of US observational data on life jacket use among recreational boaters based on more than 480,000 boaters in 175,000 boats between 1999 and 2010. The overall wear rate was 21.7 per cent, with sharp differences by age and boat types. We found strong increasing trends in wear rates among youth boaters, but among adults, the only increase was on sailboats. The increasing trend among youth is probably due to a combination of expanding laws for mandatory life jacket use among this age group, and targeted educational campaigns promoting life jacket use for children. Future efforts to increase the prevalence of life jacket wear should target groups with low wear rates and boaters on boats most likely to capsize. Policymakers should give serious consideration to regulations requiring adult boaters to wear life jackets while boating.

A general practitioner decided that a first-time Scandinavian seafarer with hyperactivity disorder, reasonably well-regulated on dextroamphetamine, was fit for unrestricted work at sea. Carrying amphetamine across US borders is drug smuggling, and when the cruise ship could not supply his medication from local ports, his behaviour became so erratic that he had to be signed off. Doctors providing medical fitness certificates for work at sea must understand the special requirements of seafaring life, know details about medicine use restrictions aboard, and be familiar with international import bans and national prescription regulations for controlled substances.

The work activity developed on board is of great importance in our nearby environment, and it has a series of peculiarities that determine the service rendering of sea workers. On the other hand, work at sea is developed on an international basis. Nowadays such work becomes a completely globalised industrial sector in relation to the elements that make up the ship's operation, including manpower. For that reason several relevant international organisations have paid attention to this industrial sector and have adopted a broad regulation on this matter. In the case of the European Union, the Community procedure emphasises enormous interest in providing specific and comprehensive training to seafarers, as well as in regulating working time on board with the aim of minimising the safety problems caused by fatigue. In the present article a schematic presentation of regulations on workers' health and occupational safety protection derived from the European Union, the International Maritime Organisation, and the International Labour Organisation has been done. Also it shows what parts of these regulations are not applicable to the work on board, and it reveals how the workers of fishing and maritime transport sectors are under-protected with regard to the guarantee of their health and occupational safety compared to workers in other sectors.

Enactment of any environmental policy should be followed by an evaluation of its efficacy to ensure optimal utilization of limited resources, yet measuring the success of these policies can be a challenging task owing to a dearth of data and confounding factors. We examine the efficacy of ballast water policies enacted to prevent biological invasions in the Laurentian Great Lakes. We utilize four criteria to assess the efficacy of this environmental regulation: (1) Is the prescribed management action demonstrably effective? (2) Is the management action effective under operational conditions? (3) Can compliance be achieved on a broad scale? (4) Are desired changes observed in the environment? The four lines of evidence resulting from this analysis indicate that the Great Lakes ballast water management program provides robust, but not complete, protection against ship-mediated biological invasions. Our analysis also indicates that corresponding inspection and enforcement efforts should be undertaken to ensure that environmental policies translate into increased environmental protection. Similar programs could be implemented immediately around the world to protect the biodiversity of the many freshwater ecosystems which receive ballast water discharges by international vessels. This general framework can be extended to evaluate efficacy of other environmental policies.

Nucella lapillus (dog whelk) imposex levels were assessed along the mainland Portuguese coast in 2006 and 2008 and were compared with available data from 2003 for the same area. Given that specimen size has been described as a factor inducing variation in some of the imposex assessment indices, and thus resulting in less reliable results, new monitoring and data analysis procedures are described and applied to study change of imposex levels from 2003 to 2008. A significant decline in imposex intensity was observed in the study area during the study period, and the Portuguese coast ecological status (under the terms defined by the OSPAR Commission) notably improved after 2003, confirming the effectiveness of the Regulation (EC) No. 782/2003 in reducing TBT pollution. Nevertheless, N. lapillus populations are still extensively affected by imposex, and fresh TBT inputs were detected in seawater throughout the coast in 2006. These recent inputs are attributed to vessels still carrying TBT antifoulants applied before 2003, as their presence in vessels was only forbidden in 2008. Considering that Regulation (EC) No. 782/2003 is an anticipation of the IMO global ban entered into force in September 2008, a worldwide-scale decrease in TBT pollution can be expected in the near future.

Nowadays the labour sector is experiencing an important increase in the application of risk prevention policies. Although these policies are very significant due to their repercussions in the health of workers, we noticed important legal gaps in maritime sector regulations. Frequently sea workers are legally abandoned, by exclusion or omission, at the moment of claiming for the improvement of their working environment and the reduction of the negative consequences derived from this negligence over their safety and health. In the present paper we try to shed some light on this topic by analysing and examining minutely the Spanish applicable risk prevention legislation for this sector. Moreover, the recommendations of the International Maritime Organization are compared with the current application of the law. At the same time, we present some possible solutions to such problems from an objective point of view.