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Challenges and potential for Egyptian oil spill contingency plan: a comparative study for improving oil spill preparedness : case study Gulf of Suez and North Sea
Get PDFBusiness continuity plan (BCP): a systematic and harmonized planning between the maritime administration (MARAD) and maritime education and training institutions (METI) of the Philippines in the event of disruption
No full textResearch on legal problems in and countermeasures for prevention and control marine environment pollution by ships
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The impact of shipping CO2 emissions from marine traffic in Western Singapore Straits during COVID-19
No full textThe maritime industry plays a key role in reducing greenhouse gas (GHG) emissions, as an effort to combat the global issue of climate change. The International Maritime Organization (IMO) is targeting a 50% reduction in GHG emissions by 2050 compared to 2008. To measure Singapore\u27s progress towards this target, we have conducted a comprehensive analysis of carbon dioxide (CO2) emissions from the Western Singapore Straits based on the voyage data from Automatic Identification System (AIS) and static information from Singapore Maritime Data Hub (SG-MDH). Two methodologies, the MEET and TRENDS frameworks were applied to estimate the emission volume per vessel per hour. The data analysis results were next aggregated and visualised to answer key questions such as: How did the carbon emission level change from 2019 to 2020, in general, and for specific vessel types? What are the top vessel types and flags that had the highest carbon emissions? Did the traffic volume and emission level decrease during the Circuit Breaker period in 2020? The results of this study can be used to review Singapore\u27s emission control measures and will be of value to the Maritime and Port Authority (MPA) of Singapore responsible for managing CO2 emissions at the Singapore Port
The sustainability of integrated cruise ship sanitation and wastewater management systems: a contribution to circular economy strategies in the Baltic region
Get PDFThe implementation of sustainable sanitation and wastewater management strategies has been recognized as one of the most important strategies for mitigating wastewater-sourced nutrient environmental pollution, and a central contributor to the United Nations Sustainable Development Goals (UNSDGs). This study suggests that, by closing the nutrient loop through the implementation of Circular Economy principles in the management of cruise ship sanitary wastewater and enhancing the resource efficiency of the IGFS, the cruise industry could support the agricultural sector through the supply of more sustainable organic nutrients for farming with the overall goal of rendering both activities “green”, and mitigating the effect of their nutrient footprints on water bodies such as the Baltic Sea. The Systems Approach and the ISWM concept established a holistic perception of the interconnections and interrelationships between the major IGFS components and elements that influence its resource efficiency, while the ISWM Assessment Framework aided in delineating its boundaries and in assessing its sustainability. Material Flows (Phosphorus and Nitrogen) in three major scenarios; the NCEP, the PCEP and the FCEP are modelled. Moreover, the recognized factors influencing the sustainability of the system are assessed and the magnitude of their influence determined. The extent to which the Sustainable System contributes to the achievement of the UN SDGs is also evaluated. The findings revealed that the diligent implementation of the FCEP scenarios that uses various advanced technologies and applied all the circular economy processes (Reduce, Remove, Recover, Reclaim, Recycle, Reuse, Regulate), could assure a zero-wastewater nutrient discharge into the Baltic Sea, mitigating cruise ship- and agriculture-sourced nutrient input, and subsequently eutrophication in the Baltic Sea. Moreover, a coordinated effort from individual system elements, and their relationships and interactions with each other and with other systems in its surrounding environment, is paramount for its resource efficiency. Hence, the FCEP model is able to play a fundamental role in the achievement of the several of the UN SDGs. The current Covid-19 pandemic, however, is one of the major impediments to the implementation of this model
Liquefied Natural Gas as Ship Fuel: A Maltese Regulatory Gap Analysis
Get PDFWith water covering almost three-quarters of the Earth’s surface and by factoring in that the maritime transport industry is holding a comparative advantage in relation to all other means, activities associated with the seas and oceans of our planet are extremely vital for a normal functioning of global trade. Furthermore, evaluating the opportunities of the so-called “Blue Economy” and possibilities for further growth should be at the epicentre of future development plans. Indicative examples - apart from various endeavours of maritime transport - include other sectors, like shipbuilding and repairs, fishing activities and related processes, as well as oil and gas exploration. All these provide a significant economic output and facilitate job creation. It is true that the shipping industry contributes to the carriage of vast quantities of cargo and maintains a crucial role in global trade; however, the specific industry is also responsible for significant quantities of greenhouse gas (GHG) emissions. IMO (MEPC) in 2018 adopted an initial strategy on the reduction of GHG emissions from ships. This plan envisages a reduction of CO2 emissions per transport work, at least 40% by 2030, pursuing efforts towards an even further reduction by 2050, compared to the 2008 levels. It is imperative for shipping and related industries to investigate and introduce more environmentally friendly (“cleaner”) ways of operation. In the search for these cleaner fuels, it is the responsibility of maritime stakeholders to make available (economically viable) fuel alternatives worldwide. In view of an increasing trend in using Liquefied Natural Gas (LNG) as a marine fuel, setting up regulations and amend national legislation to allow the provision of LNG as a ship fuel in a safe manner, is a first stage which potential service providing countries have to successfully fulfil. The current analysis is focusing on the small island state of Malta, which, apart from certain international aspects introduced by the International Maritime Organisation (IMO), it has to abide under European Union’s (EU) regulations, making LNG as a marine fuel available until 2025. Its main aim is to provide ways to cover the identified regulatory gap of the Maltese legislation, relating to ports, ship fuel bunkering, and the local gas market
Life cycle comparison of marine fuels for IMO 2020 Sulphur Cap
No full textShips, which are the backbone of world trade, are also major emission generators. IMO has prepared a regulation that came into force on January 1, 2020, in particular to reduce ship-related sulphur oxides. Accordingly, the sulphur content of the marine fuels cannot exceed 0.5% by mass. Although these fuels have a significant effect in reducing the sulphur oxides, the holistic environmental effects of the fuels must be examined within a life cycle perspective. In this study, LCA of four different marine fuels were realized and the environmental impacts of the fuels in production, distribution, and operation processes were investigated. The main purpose of this study is to increase precision by focusing on a small number of fuels, while increasing accuracy by obtaining a large number of LCA results. It is concluded that despite the success of low sulphur fuels during operation, the overall environmental effects are higher than other fuels. According to the LCA results, there are no significant differences between the fuels and HFO still remains an important and preferable fuel for the environment. Consequently, in life cycle perspective, it was concluded that the expected results of IMO 2020 Sulphur Cap are not at a desirable level. Thus, alternative fuels would be more beneficial in terms of total environmental issues and IMO should focus more on developing new regulations and policies on alternative fuels
