Marine environment Influence of the required EEDI reduction factor application on general cargo ships GHG emissions

Abstract The Law of the Sea Convention was negotiated at a time when climate change was not yet part of the international environmental agenda. Nevertheless, it is not a static or immutable legal regime and it is not difficult to apply Part XII to greenhouse gas (GHG) emissions and climate change insofar as they affect the marine environment. However, it is doubtful whether viewing climate change from the perspective of the law of the marine environment greatly alters the overall picture. At best it provides a vehicle for compulsory dispute settlement notably lacking in the UN Framework Convention on Climate Change (UNFCCC) regime. Realistically, while the 1982 Convention may import any newly agreed standards for the control of GHGs, it is not a substitute for further agreement within the UNFCCC framework.

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Surface treatment of reinforced concrete in marine environment: Influence on chloride diffusion coefficient and capillary water absorption

Construction and Building Materials ◽

10.1016/j.conbuildmat.2008.06.013 ◽

2009 ◽

Vol 23 (3) ◽

pp. 1476-1484 ◽

Cited By ~ 131

Author(s):

M.H.F. Medeiros ◽

P. Helene

Keyword(s):

Diffusion Coefficient ◽

Reinforced Concrete ◽

Surface Treatment ◽

Water Absorption ◽

Marine Environment ◽

Chloride Diffusion ◽

Chloride Diffusion Coefficient ◽

Capillary Water ◽

Capillary Water Absorption ◽

Environment Influence

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Analysis of the grounding of the MV Rena in New Zealand, 5 October, 2011

10.7287/peerj.preprints.26542v1 ◽

2018 ◽

Author(s):

Ian McLean

Keyword(s):

Marine Environment ◽

Local Economy ◽

Economic Effects ◽

Fuel Oil ◽

Environmental Disaster ◽

Environmental Consequences ◽

Short And Long Term ◽

General Cargo ◽

Volunteer Time

The grounding of the general cargo vessel MV Rena near Tauranga Harbor in October 2011 was New Zealand’s worst environmental disaster. The ship hit an offshore reef, creating hazardous salvage conditions,and the consequent spill of 350 tonnes of fuel oil affected 50 km of coastline and many islands. Many containers fell overboard, creating hazards for other shipping, requiring additional salvage resources, and introducing toxins to the marine environment that are still washing up six years later. The community responded to the disaster by flocking to the beaches and cleaning up the oil by hand, giving well over 20,000 hours of volunteer time. Short- and long-term environmental consequences for wildlife and the inshore marine environment are reviewed, along with the effects on the local economy, the political context and the management response. There were significant economic effects during the summer immediately following the event, but the clean-up appears to have been remarkably successful. While the above-water superstructure of the ship was removed, much of the (broken-up) hull remains on or close to the reef today. The final (legal) decision on the removal of the wreck has enabled abandonment of the wreck. There appear to be few, if any, long-term wider environmental effects although elevated levels of some contaminants are still measurable close to the wreck in 2017.

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Degradation of Herbicides in the Tropical Marine Environment: Influence of Light and Sediment

PLoS ONE ◽

10.1371/journal.pone.0165890 ◽

2016 ◽

Vol 11 (11) ◽

pp. e0165890 ◽

Cited By ~ 14

Author(s):

Philip Mercurio ◽

Jochen F. Mueller ◽

Geoff Eaglesham ◽

Jake O'Brien ◽

Florita Flores ◽

...

Keyword(s):

Marine Environment ◽

Environment Influence

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Degradation and Damage of Composite Materials in Marine Environment

Materials Science ◽

10.5755/j01.ms.26.3.22950 ◽

2020 ◽

Vol 26 (3) ◽

pp. 337-342

Author(s):

Goran VIZENTIN ◽

Goran VUKELIC

Keyword(s):

Mechanical Properties ◽

Composite Materials ◽

Marine Environment ◽

Critical Review ◽

Numerical Models ◽

Future Research ◽

Crucial Step ◽

Degradation Of Mechanical Properties ◽

Properties Of Composites ◽

Environment Influence

IIn spite the fact that composite materials have been in use in the maritime sector for over a half of century, classification societies regulations tend to limit the usage of composites at the larger scale. One of the reasons for such strict class rules is a lack of comprehensive analytical and numerical models representing the behaviour of composites in the sea environment. Understanding the process of degradation and damage of composite materials assisted by sea environment a crucial step in building such a model. This paper aims to give a critical review of the research advancements in assessments of the sea environment influence on the degradation of mechanical properties of composites with a special emphasis on developed models of processes containing water and moisture entering composite inner structure. The list of major references in the last five years is given and suggestions for future research are discussed.

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Analysis of heavy fuel oil use by ships operating in Canadian Arctic waters from 2010 to 2018

FACETS ◽

10.1139/facets-2019-0067 ◽

2020 ◽

Vol 5 (1) ◽

pp. 304-327

Author(s):

Nicolien van Luijk ◽

Jackie Dawson ◽

Alison Cook

Keyword(s):

Spatial Analysis ◽

Marine Environment ◽

Canadian Arctic ◽

International Maritime Organization ◽

Fuel Oil ◽

The Arctic ◽

Heavy Fuel Oil ◽

Baffin Bay ◽

Bulk Carriers ◽

General Cargo

In 2018, The International Maritime Organization, officially proposed consideration of a ban on heavy fuel oil (HFO) use by ships in the Arctic, because of the widely accepted understanding that HFO presents a threat to the marine environment. There is currently a lack of understanding of the scale and scope of HFO use by ships operating in Canadian Arctic waters, thus it is difficult to comprehensively evaluate the effect that such a ban may have in mitigating risk from HFO use. In this study, we conducted a spatial analysis of HFO use among ships operating in Canadian Arctic waters between 2010 and 2018. Our findings show that approximately 37% of the total number of ships that have travelled through the Canadian Arctic between 2010 and 2018 use HFO, and nearly all of these ships fall within three vessel categories: general cargo, bulk carriers, and tanker ships. In addition, HFO-fueled ships made up approximately 45% of the total distance (kilometres) travelled by all vessels between 2010 and 2018. The data also show that the majority of HFO use occurs in certain geographic areas, such as Baffin Bay near Pond Inlet and the Hudson Strait.

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Analysis of the grounding of the MV Rena in New Zealand, 5 October, 2011

10.7287/peerj.preprints.26542 ◽

2018 ◽

Author(s):

Ian McLean

Keyword(s):

Marine Environment ◽

Local Economy ◽

Economic Effects ◽

Fuel Oil ◽

Environmental Disaster ◽

Environmental Consequences ◽

Short And Long Term ◽

General Cargo ◽

Volunteer Time

The grounding of the general cargo vessel MV Rena near Tauranga Harbor in October 2011 was New Zealand’s worst environmental disaster. The ship hit an offshore reef, creating hazardous salvage conditions,and the consequent spill of 350 tonnes of fuel oil affected 50 km of coastline and many islands. Many containers fell overboard, creating hazards for other shipping, requiring additional salvage resources, and introducing toxins to the marine environment that are still washing up six years later. The community responded to the disaster by flocking to the beaches and cleaning up the oil by hand, giving well over 20,000 hours of volunteer time. Short- and long-term environmental consequences for wildlife and the inshore marine environment are reviewed, along with the effects on the local economy, the political context and the management response. There were significant economic effects during the summer immediately following the event, but the clean-up appears to have been remarkably successful. While the above-water superstructure of the ship was removed, much of the (broken-up) hull remains on or close to the reef today. The final (legal) decision on the removal of the wreck has enabled abandonment of the wreck. There appear to be few, if any, long-term wider environmental effects although elevated levels of some contaminants are still measurable close to the wreck in 2017.

Download Full-text