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

Icebreaker vessels in the Canadian Arctic are used to monitor and maintain open shipping lanes during summer and fall. Icebreaker operating routes often overlap with important habitats of endemic Arctic marine mammals, leading to potential interactions and disturbance. In this study, we examined the frequency, proximity, and duration of encounter events between narwhals (Monodon monoceros) and icebreaker vessels in Tasiujaq (Eclipse Sound), Nunavut, an important summering area for this species. We combined tracking data from 25 narwhals equipped with satellite telemetry devices in Tasiujaq between 2016 and 2018 with automatic identification system (AIS) data for the same period from 7 icebreaker vessels. We defined an encounter event between a narwhal and an icebreaker as the total consecutive occurrences of an individual within 50 km of a vessel within 1 hour. For all years combined, 17 out of 25 narwhals had at least 1 encounter with an icebreaker and all 7 icebreakers were involved in at least 1 encounter. The closest distance (closest point of approach) recorded was <1 km and the longest cumulative duration of encounter events for 1 narwhal with 1 icebreaker was 121.6 hours (n = 27 encounter events over 17 days). Proximity and continuous exposure of narwhals to high levels of noise are a key concern when considering short‐ and long‐term effects on behavior and fitness of this species. [ABSTRACT FROM AUTHOR]

Introduction: Rapid reductions in Arctic sea ice in response to warming have led to increased interest in using the Arctic Ocean for commercial shipping. As the world warms, however, different strategies are being considered to stabilize or reduce surface temperatures in order to prevent critical climate change impacts. One such strategy is stratospheric aerosol injection (SAI), a form of solar climate intervention. Projected changes to Arctic sea ice under SAI with specific regards to shipping have not yet been assessed. Methods: We compare output from two SAI simulations that have different global mean temperature targets with a non-SAI control simulation to provide the first assessment of Arctic Ocean navigability under potential SAI scenarios. Results: We find that sea ice concentration and thickness quickly stabilize or increase after SAI deployment. When sea ice thickness stabilizes in response to SAI, the number of days when the Arctic Ocean is navigable remains fairly constant, but increasing sea ice thickness leads to reduced navigability compared to the non-SAI simulation. From 2035-2069, both the Northwest Passage and Northern Sea Route are accessible from July-November in all three simulations, but there are no navigable routes under either SAI scenario from April-June. When the Arctic is navigable, it can take 2-12 days longer to cross the Arctic Ocean in the SAI simulations than in the non-SAI control simulation, and there are large year-to-year variations in travel time. Discussion: Overall, Arctic shipping may take longer and be more difficult in an SAI vs a non-SAI world because of relatively thicker sea ice, but the degree to which Arctic shipping may change in response to SAI is dependent on the particular climate intervention strategy. [ABSTRACT FROM AUTHOR]

Attacks by the Houthis, an Iran-backed armed group from northwest Yemen and now its de facto governing authority, pose a significant threat to commercial shipping in the Red Sea and the Gulf of Aden, and therefore to the global economy. Washington faces a range of unpalatable options to deal with this threat. The current approach of limited American and British airstrikes is flawed, but the alternatives – no airstrikes or more airstrikes – are arguably worse. Under a more ambitious strategy, the United States would through diplomacy help rebuild the internationally recognised government of Yemen, which nominally brings together anti-Houthi factions but is in fact fragmented and weak. Only this option has a realistic prospect of modifying the balance of power inside Yemen and containing the Houthis' regional threat. Otherwise, the Houthis are likely to consolidate power, which would be a tragedy for the Yemeni people given the brutality of Houthi rule, and present a perennial danger to regional security given their ambitions. [ABSTRACT FROM AUTHOR]

The corrosion and material evaluation study in (a) water‐based simulated black liquor and (b) water‐based simulated black liquor at super‐critical conditions was successful. The conclusion from the testing program was that the most resistant alloy for the defined conditions is the chromium‐rich carbon steel candidate P91 (UNS K91560). This is a type of creep strength‐enhanced ferritic alloy, which is steel designed to retain strength at high temperatures. The P91 abbreviation represents the material's chemical composition, that is, 9 wt% chromium (Cr) and 1 wt% molybdenum (Mo). Further work is required to conclude the corrosion resistance for the P91 quality at supercritical conditions in the welded condition and to better understand caustic corrosion mechanisms. [ABSTRACT FROM AUTHOR]

The application of artificial intelligence models for the fault diagnosis of marine machinery increased expeditiously within the shipping industry. This relates to the effectiveness of artificial intelligence in capturing fault patterns in marine systems that are becoming more complex and where the application of traditional methods is becoming unfeasible. However, despite these advances, the lack of fault labelling data is still a major concern due to confidentiality issues, and lack of appropriate data, for instance. In this study, a method based on histogram similarity and hierarchical clustering is proposed as an attempt to label the distinct anomalies and faults that occur in the dataset so that supervised learning can then be implemented. To validate the proposed methodology, a case study on a main engine of a tanker vessel is considered. The results indicate that the method can be a preliminary option to classify and label distinct types of faults and anomalies that may appear in the dataset, as the model achieved an accuracy of approximately 95% for the case study presented. [ABSTRACT FROM AUTHOR]

[Purpose] The threat of cyber-attacks is very acute. The purpose of this paper is to examine the need of the amendment of rules of international law required for the cyber resilient enterprise. [Methodology] This paper proposes a novel approach investigating whether the amendment of rules of international law is required for the cyber resilient enterprise. The methodology of international legal research and analysis of data is applied. [Findings] The analyses in this paper show the impact of the cyber security on the shipping industry. The proposals of documents on cyber security and recommendations for maritime cyber risk management are discussed. [Practical Implications] This study is useful for practitioners to consider and evaluate the cyber security. This study is useful for graduate students as well. [Originality] Although some research is being conducted in this area, maritime cybersecurity has not been deeply investigated. This paper presents a detailed analysis of legal documents and research published in international studies on the law of cyber security for maritime industry highlighting security problems and challenges. [ABSTRACT FROM AUTHOR]

Liquid hydrogen represents a potential candidate for a climate neutral fuel for shipping. The utilization of this fuel necessitates the implementation of safe and reliable bunkering operations. This paper employs a quantitative risk assessment to compare the safety of bunkering liquid hydrogen with the safety of bunkering LNG. Initially, a frequency analysis is conducted using an event tree. It can be demonstrated, that the occurrence of the hazardous events, pool fire, flash fire and explosion, is more frequent with liquid hydrogen than with LNG. In the second step, the consequence analysis determines necessary safety distances for the hazardous events under consideration. For the events of pool fire and explosion, LNG-bunkering requires higher safety distances. Liquid hydrogen-bunkering requires higher distances for flash fire event. Since the safety distances for flash fire events are largest, they define the distances for the system. However, the consequences of flash fire events are subject to greater uncertainties and require further investigation. Overall, hazardous events occur more often with liquid hydrogen-bunkering, but LNG-bunkering requires in two out of three cases larger safety distances. • A quantitative risk assessment of liquid hydrogen and LNG bunkering is performed. • Leaks will occur more frequently when bunkering liquid hydrogen. • LNG-bunkering requires larger safety distances in two out of three cases. • Flash fire events drive the safety distances of bunkering systems. • However, the consequences of flash fire events still need to be investigated further. [ABSTRACT FROM AUTHOR]

Simple Summary: Liquid-preserved boar semen is widely used in the pig breeding industry. Preservation and transportation can affect the fertilizing ability of sperm, reducing the efficiency of artificial insemination. Betaine, a natural plant extract, has been shown to benefit male fertility. However, it remains unclear whether it exerts a protective effect on liquid boar sperm during preservation and transportation. The results showed that the addition of appropriate amounts of betaine to boar semen extenders effectively mitigated the adverse effects of road transport and room temperature storage on sperm quality. Specifically, betaine supplementation showed significant protective effects against temperature fluctuation and vibration stress that inevitably occurred during transportation. The increased antioxidant capacity of boar sperm may underlie its beneficial effects. These findings offer a theoretical foundation for the use of betaine in artificial insemination procedures. Boar semen is commonly used in artificial insemination (AI) for pig breeding, but its quality can be negatively affected by liquid preservation and transportation, leading to reduced fertility rates. Vibration and temperature fluctuations are critical factors that significantly impact semen quality during storage and transportation, influencing the success rate of AI procedures. Betaine, a naturally occurring compound known for its role in maintaining male fertility, demonstrates potential for improving the preservation and transportation of liquid-preserved boar sperm. The present study demonstrated that betaine supplementation in the semen extenders at 0.5 mg/mL had a significant protective effect on boar sperm motility during storage at 17 °C for 3 to 5 days. During road transportation, 2.5 mg/mL betaine showed significant protective effects on boar sperm progressive motility, while 0.4 mg/mL betaine notably improved boar sperm mitochondrial activity and antioxidant capacity, and reduced lipid peroxidation damage. Simulation models also demonstrated that betaine supplementation increased the proportion of sperm displaying progressive motility and possessing intact acrosomes, regardless of the storage temperature (17 °C or 25 °C), and effectively mitigated the damage caused by vibration at a speed of 200 r/min. Overall, supplementing liquid-preserved boar semen extenders with betaine shows promise in mitigating damage to sperm quality during storage and transportation. [ABSTRACT FROM AUTHOR]

Technological innovation is changing the way maritime transport is done, and automated driving is one of the hot topics, including unmanned ships that use automated driving technology, but legal challenges to the application of unmanned ships in the shipping industry must be resolved before that happens --whether and how the principles of existing international conventions regarding unmanned ships. To deal with this problem, it is far from enough to rely on the efforts of international organizations or the revision of international conventions. The paper analyzes several typical legal issues faced by unmanned ships: the legal definition of unmanned ships, the seaworthiness of unmanned ships, the master and crew rules, and the collision and rescue of unmanned ships, taking China as an example, the paper explains reasonable and effective legal path of domestic and international laws, trying to seek solutions at the level of domestic law beyond international convention. The paper concludes that the traditional navigation rules have largely been developed to meet the needs of manned transportation, and cannot be fully applied to unmanned ships. Therefore, until there is an international regulation specifically for unmanned ships, it would be appropriate to interpret or revise existing international conventions to apply to unmanned ships. And for countries including China, it is important to consider the improvement of domestic laws. [ABSTRACT FROM AUTHOR]

Commercial shipping activity plays a crucial role in the unintentional primary and secondary introduction of aquatic Non-Indigenous species (NIS), with ballast water (BW) and hull biofouling being the two major vectors of NIS transportation. The aim of this study is to identify potential high-risk donor port areas that may act as pools for NIS introduction in Saronikos Gulf, Greece. For the purpose of the study, we conducted a regional risk assessment and produced a NIS watch list based on the commercial vessel arrivals at the major ports of the Saronikos Gulf (Piraeus and Elefsis) for the period 2020–2022. In our risk analysis, we used the two most important factors for ship-mediated species introductions identified in the literature: salinity and biogeographic region of the voyage last origin ports. Then, combined with data on vessel arrivals, based on marine traffic data collected from the Marine Traffic online platform, we produced a NIS watch list for the study area. The most highrisk ports for primary introductions were found to be in the Temperate Northern Atlantic (e.g. Gemlik, Ambarli, Asyaport and Derince in Türkiye, Sines in Portugal), Western Indo-Pacific (e.g. Jeddah in Saudi Arabia, Aqaba in Jordan) and the Central Indo-Pacific (e.g. Singapore). For secondary introduction, the most high-risk voyage origin ports are located in the Levantine Sea (e.g. Limassol in Cyprus, Alexandria and Port Said in Egypt, Haifa and Ashdod in Israel, Iskenderun, Mersin and Nemrut in Türkiye), the Aegean Sea (e.g. Izmir in Türkiye) and the Ionian Sea (e.g. Marsaxlokk in Malta). Our watch list included 44 high risk and 13 medium risk NIS to be transferred to Saronikos Gulf. Of these, 38 high-risk species are already present in the Mediterranean, 6 high-risk species are absent from the Mediterranean and 18 species pose a high risk for both primary and secondary introduction. [ABSTRACT FROM AUTHOR]

This paper investigated the opportunities and challenges of integrating ports into hydrogen (H2) supply chains in the context of Australia and Japan because they are leading countries in the field and are potential leaders in the upcoming large-scale H2 trade. Qualitative interviews were conducted in the two countries to identify opportunities for H2 ports, necessary infrastructure and facilities, key factors for operations, and challenges associated with the ports' development, followed by an online survey investigating the readiness levels of H2 export and import ports. The findings reveal that there are significant opportunities for both countries' H2 ports and their respective regions, which encompass business transition processes and decarbonisation. However, the ports face challenges in areas including infrastructure, training, standards, and social licence, and the sufficiency and readiness levels of port infrastructure and other critical factors are low. Recommendations were proposed to address the challenges and barriers encountered by H2 ports. To optimise logistics operations within H2 ports and facilitate effective integration of H2 applications, this paper developed a user-oriented working process framework to provide guidance to ports seeking to engage in the H2 economy. Its findings and recommendations contribute to filling the existing knowledge gap pertaining to H2 ports. [ABSTRACT FROM AUTHOR]

This research aims to establish the link between blockchain technology adoption in the maritime and shipping industry and its impact on maritime supply chain integration via a systematic review of both the academic and practice literature. In total 148 articles were identified and analysed. Blockchain applications identified from the literature are categorized into three domains: document management, transaction management, and cargo/vessel/terminal operations. An analysis of the benefits and challenges that influence the deployment of blockchain technology for maritime supply chain integration leads to the development of an integrated and extended Technology, Organization, and Environment (TOE) framework. This study is among the first to examine the current state of blockchain diffusion within the maritime supply chain, making a significant contribution to the field. The extended TOE framework offers guidance for future research and understanding of the relationship between blockchain adoption and maritime supply chain integration. It can be used to assist organisations in successfully adopting blockchain technology in their supply chain operations. [ABSTRACT FROM AUTHOR]

Motivated by the increasing demand for alternative assets that can contribute to reducing portfolio risk, this paper examines the volatility spillovers between collateralized loan obligations (CLOs) and various in-demand investment instruments, including equities, bonds, crude oil, commodities, gold, bitcoin, shipping and real estate. The applied methodology comprehends the time-varying parameter vector autoregressive (TVP-VAR) modification of the classical spillover approach, for the period from January 1, 2012, to August 31, 2023. The empirical findings show moderate levels of dynamic connectedness; albeit several external shocks strengthened the interconnection among the assets. Moreover, we compare the ability of CLOs for hedging, during the overall sample period and multiple subperiods, by estimating hedge ratios and optimal portfolio weights, in order to inform investors about feasible portfolio adjustments. Our results indicate that CLOs constitute an effective hedging tool, irrespective of the period covered, as the short position in their volatility provides high hedging effectiveness for investors holding long positions in the volatility of all the remaining assets. [ABSTRACT FROM AUTHOR]

[Purpose] The threat of cyber-attacks is very acute. The purpose of this paper is to examine the need of the amendment of rules of international law required for the cyber resilient enterprise. [Methodology] This paper proposes a novel approach investigating whether the amendment of rules of international law is required for the cyber resilient enterprise. The methodology of international legal research and analysis of data is applied. [Findings] The analyses in this paper show the impact of the cyber security on the shipping industry. The proposals of documents on cyber security and recommendations for maritime cyber risk management are discussed. [Practical Implications] This study is useful for practitioners to consider and evaluate the cyber security. This study is useful for graduate students as well. [Originality] Although some research is being conducted in this area, maritime cybersecurity has not been deeply investigated. This paper presents a detailed analysis of legal documents and research published in international studies on the law of cyber security for maritime industry highlighting security problems and challenges.

AbstractShips are technologies of maritime mobility. But sometimes ships are immobile—they stop and remain stationary for short or prolonged times. A degree of stasis inside and outside ports is both usual and essential for facilitating the movement of ships in global markets. This paper makes two important points: first, echoing existing literature, frequent stationarity (or waiting) is a normal occurrence in the industry. Second, it is not just mobilities that are disrupted via moments of stasis; immobilities themselves have distinct patterns that too can be disrupted. This nuance is vital: there is a need to understand the disruptions to immobilities rather than understanding immobilities as disruptions to the general condition of mobility, both within—and beyond—the shipping example. We argue that understanding disruptions to immobilities is vital to grasping the dynamics of shipping, alongside other (im)mobilites (car, train, plane), their conditions, and the politics that shape our world on the move. Using a data-driven approach, embracing AIS methods for exploring ship stationarity around US waters during the COVID-19 pandemic, this paper upends the assumptions of ship (im)mobilities through the example of wait times, calling for scholars to give space and time to everyday immobilities and their disruptions too. [ABSTRACT FROM AUTHOR]

EU recently decided to include shipping, meaning all intra-European shipping and 50% of extra-European voyages, in the EU Emissions Trading System (ETS) beginning in 2024. This article provides an early assessment of the impacts of the EU ETS on the shipping sector's potential reductions in greenhouse gas emissions for different types of ships. It further examines selected mitigation measures and the impact on modals split and costs. The study employs a mixed-methods approach combining quantitative estimates (based on data from the EU monitoring, reporting and verification system) with qualitative data and information from interviews with key actors and from previous literature. This approach aims to provide a comprehensive understanding of the impacts of the EU ETS. The inclusion of shipping in the EU ETS is expected to introduce significant incentives to reduce emissions. We estimate that switching to bio-methanol at an emissions allowance price of €90–100/tCO2 will be cost-effective for a minor share of shipping segments (representing about 0.5-5% of all ships), whereas at a price above €150/tCO2 it could be cost-effective for a considerable share (potentially 75%) of ships. In the short term, the costs incurred by the EU ETS will be passed on to transport customers as a surcharge. The increased cost may, unless properly addressed, drive carbon leakage. Meanwhile, a modal shift away from shipping may occur in the roll-on, roll-off (RoRo) and roll-on passenger (RoPax) segments due to direct competition with road and rail transport and the relative ease of shifting to other modes of transport. Integrating shipping into the EU ETS is an important step towards reducing GHG emissions in the sector but also will reduce emissions of NOX, SOX, and PM. CO2 emissions from shipping constitute about 8% of GHG emissions from all sectors in the EU ETS. The need to purchase allowances will increase operating costs, which will initially be passed on to transport customers as a surcharge. Interviews confirm that a modal shift away from shipping to road and rail may occur in the RoRo and RoPax segments. Switching to bio-methanol may be cost-effective mainly for some ships in the RoRo, RoPax and reefer segments at an allowance price below €100/tCO2, while for most ships (about 85–100% of ships) it will be cost-effective above €200/tCO2. [ABSTRACT FROM AUTHOR]

International shipping is a major contributor to climate change. The International Maritime Organization (IMO) has jurisdiction over the sector's efforts to reduce greenhouse gas emissions, and in July 2023 agreed a revised climate change strategy, setting tightened targets for emissions reductions by 2030, 2040 and 2050. In this perspective article, we analyse the remaining carbon budgets available to the international shipping sector, to assess whether these new targets constitute a sufficient contribution to meeting the overarching Paris Agreement goal to limit global heating to 1.5°C. The new strategy sets both 'indicative checkpoints' and more ambitious 'strive' targets. Both represent a major advance over the previous strategy, however, only the 'strive' targets are compatible with the 1.5°C limit. The first 'strive' target is for 30% reductions by 2030, just seven years away. To meet this goal, it is imperative that the IMO, nation states and the shipping industry act immediately to accelerate deployment of known technologies and operational practices that improve energy efficiency and cut CO2 emissions in the existing fleet. The new IMO strategy represents a major improvement on the targets in the previous 2018 strategy. The 'indicative checkpoint' targets for 2030 and 2040 are not sufficient for a fair contribution from international shipping to meeting the Paris 1.5°C limit. Under generous assumptions, the 'strive' targets of 30% reductions by 2030 and 80% by 2040 are compatible with the 1.5°C limit. These should be considered a minimum level of ambition for the sector. Further delay would push compatibility with 1.5°C out of reach. It is imperative that policy makers and the industry focus on accelerated deployment of known technologies and practices to meet the 'strive' 30% goal by 2030. [ABSTRACT FROM AUTHOR]

Evidence from more than 40 000 voyages shows that labour productivity growth for sailing ships in the London coal trade was rapid but quite irregular between 1700 and 1860. These granular data permit us to examine various dimensions of change, showing that ships made more voyages per year, had smaller crews, carried more coal per ship ton and had longer working lives. Some changes resulted from what happened on land rather than on the sea, notably a marked reduction in the seasonality of trade as wagonways were built in the northeast in the early eighteenth century and a pronounced dip in voyages per year due to congestion in the port of London during the 1830s and 1840s, partly caused by the operation of the coal cartel. These results for the coal trade suggest that shipping, being neither spectacularly modern nor doggedly traditional, made a respectable contribution to British economic growth. [ABSTRACT FROM AUTHOR]

Increased awareness by industry of greenhouse gas (GHG) emissions is forcing companies to examine electrical technologies as alternatives to fossil fuel‐driven thermal ones. Spray drying of milk is recognized as a high‐energy process and is of particular importance to New Zealand. It requires inlet air temperatures higher than most existing electrically‐driven heat‐pumps can reliably achieve. Already some companies internationally are considering freezing and shipping milk concentrates rather than drying which begs the question as to whether the GHG emissions of frozen concentrate outweigh the GHG avoided by not drying. This research note assesses the relative GHG emissions and indicates a GHG advantage for frozen concentrate shipping. Practical applications: Increased awareness of the significance of greenhouse gas (GHG) emissions is forcing companies to examine alternatives to fossil fuel‐driven thermal technologies. Spray drying of milk is recognized as a high‐energy process and is of particular importance to New Zealand. It requires inlet air temperatures higher than most existing electrically‐driven heat‐pumps can achieve and so commonly requires fossil‐fuel use. Already some companies internationally are considering freezing and shipping milk concentrates rather than shipping dried milk. This research note assesses the relative GHG emissions of conventional (fossil‐fuelled) processes, and a novel process involving frozen concentrate. The evaluation shows that significant greenhouse gas reduction is possible by shipping frozen concentrate. [ABSTRACT FROM AUTHOR]

Although shipping is the most energy efficient method of transporting trade goods it is held accountable for 2–3% of global greenhouse gas (GHG) emissions. The shipping industry is exploring pathways to carbon–neutral fuels to help eliminate GHG emissions by 2050. To date research on alternative fuels has not considered public opinion; it remains unclear whether the public will support alternative shipping fuels, or whether public opposition might prevent or defer their deployment. To fill this knowledge gap and help the industry and policy makers arrive at publicly acceptable decisions, our research examines UK public perceptions of six shipping fuels using a mixed-method approach. Our findings reveal that biofuels and hydrogen are clearly favoured, owing to biofuel's perceived low risk and hydrogen's lack of negative by-products. Perceptions of liquid natural gas are somewhat positive, suggesting that it provides an acceptable near-term option while other fuels are developed. Despite lingering stigma, nuclear is preferred over the incumbent heavy fuel oil, though both are perceived negatively. However, the UK public strongly dislike ammonia, perceiving it as unproven, risky, and lacking availability. A third support use of alternative shipping fuels, with support greater from those living near ports—a "yes in my back yard" effect. The results demonstrate that different alternative fuels are likely to elicit different public reactions as they become more widely known and show how the overall evaluations arise from specific positive or negative associations with each fuel. [ABSTRACT FROM AUTHOR]

The shipping industry is an important sector in the global economy. However, this industry also has high occupational safety and health (K3) risks. One of the efforts to minimize this risk is to communicate the HSE (Health, Safety and Environment). This research aims to analyze the importance of the role of HSE and its implementation in shipping. This research adopts a qualitative approach. The data collection technique used is a literature study. The data obtained was then analyzed through three stages, namely data reduction, data presentation, and drawing conclusions. The research results indicate that communication related to HSE in the shipping sector is crucial to creating a safe, healthy, and environmentally friendly work environment for all ship crew and passengers. Open and continuous HSE communication also plays an important role in building a strong safety culture in the shipping sector. Additionally, the benefits of HSE communications are not only limited to improving safety but also help ensure health in the workplace. This shows that effective HSE communication improves safety and health outcomes and supports overall productivity and well-being in the shipping industry, demonstrating its crucial role in sustaining operational excellence. [ABSTRACT FROM AUTHOR]

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

IntroductionRapid reductions in Arctic sea ice in response to warming have led to increased interest in using the Arctic Ocean for commercial shipping. As the world warms, however, different strategies are being considered to stabilize or reduce surface temperatures in order to prevent critical climate change impacts. One such strategy is stratospheric aerosol injection (SAI), a form of solar climate intervention. Projected changes to Arctic sea ice under SAI with specific regards to shipping have not yet been assessed.MethodsWe compare output from two SAI simulations that have different global mean temperature targets with a non-SAI control simulation to provide the first assessment of Arctic Ocean navigability under potential SAI scenarios.ResultsWe find that sea ice concentration and thickness quickly stabilize or increase after SAI deployment. When sea ice thickness stabilizes in response to SAI, the number of days when the Arctic Ocean is navigable remains fairly constant, but increasing sea ice thickness leads to reduced navigability compared to the non-SAI simulation. From 2035-2069, both the Northwest Passage and Northern Sea Route are accessible from July-November in all three simulations, but there are no navigable routes under either SAI scenario from April-June. When the Arctic is navigable, it can take 2-12 days longer to cross the Arctic Ocean in the SAI simulations than in the non-SAI control simulation, and there are large year-to-year variations in travel time.DiscussionOverall, Arctic shipping may take longer and be more difficult in an SAI vs a non-SAI world because of relatively thicker sea ice, but the degree to which Arctic shipping may change in response to SAI is dependent on the particular climate intervention strategy.

Recently, the International Maritime Organization (IMO) introduced an initial strategy aiming to reduce and ultimately achieve net-zero greenhouse gas emissions by 2050. While various research projects on retrofitting have been conducted, there is a noticeable gap in detailed studies concerning emission reduction through liquefied natural gas (LNG) dual-fuel retrofit options. This study assesses the feasibility and environmental impacts of applying LNG dual-fuel retrofit to a 9196 gross tonnage training ship. It explores replacement scenarios of 20 %, 30 %, and 40 % LNG incorporation using life cycle assessment. Additionally, the study employs a life cycle assessment methodology to compare the global warming potential against both the life cycle assessment database and engine emission factors. Over 35 d of operation at a normal continuous rating of 85 % power load, replacing 20 %, 30 %, and 40 % of fuel with LNG resulted in a reduction of global warming potential by approximately 23.1 %, 32.7 %, and 42.3 %, respectively. These results indicate that LNG replacement cases significantly lower emissions related to global warming potential compared to conventional marine diesel oil (MDO) operations, with greater reductions observed at higher replacement percentages. Further investigation revealed significant differences between the results derived from the life cycle assessment database and engine emission factors. However, statistical analyses indicated that both sources exhibit a consistent trend, with p-values in all power load cases exceeding 0.05, indicating no significant interaction term. Despite notable differences, the utilization of life cycle assessment offers high reliability and ease of use, serving as a solid foundation for decision-making regarding sustainable options.