Visit our Research & Development section to read the original paper published by Ömer Harun Özkernak and Gönül Tuğrul İçemer of the Azdeniz University in Antalya, Turkey.
Abstract:
Bilge water waste poses an environmental risk for humans and marine creatures by causing cancer and developmental disorders due to the toxic substances. This study aims to create a calculation method to calculate the amount of bilge that a ship can produce. The number of ships and the amount of bilge water that they have given the port waste reception facilities in the past years were collected to prevent marine pollution caused by ships in the Gulf of Antalya.
The amount of possible future bilge water discharge in the gulf was estimated by using the collected data by linear regression method. The risk distribution of the amount of bilge water that a ship can produce was determined with the data obtained by the Monte Carlo method for the first time in this study. As a result, although the number of ships in the gulf will decrease in number, it is predicted that the amount of bilge water discharge and the needs of a waste receptions facility will increase in the coming years.
First came the pandemic in 2020, something that roiled shipping and disrupted the supply chains in and out of China, which soon spread out to the rest of the world like wildfire. And then came one of the biggest hurdles the logistics industry has faced in years, the closure of the Suez Canal, dubbed by some as a ‘crisis’ and rightly so.
An estimated 12% of the world’s trade passes through the Suez Canal daily, representing almost $10 billion in trade on a good day as per Llyod’s List. Serving as the link between rising Asian powerhouses and relatively wealthier Europe, it is undoubtedly the most important waterway in the world.
There’s a popular saying in the Maritime sector: Whatever happens in China, affects global shipping. Remember the beginning of the COVID-19 pandemic when ports all across China were closed off? According to Alphaliner, more tonnage of container ships remained idled around the world than during the global financial crisis during this period. Daily charter rates for tankers and bulk freighters plummeted more than 70% from normal levels as China bought less oil, iron ore, and coal.
We used FleetMon’s historical AIS data to investigate irregularities year-over-year regarding vessel activity and maritime traffic at the Chinese coast and other crucial waterways related to Coronavirus spreading. Part 1/2
Vessel activity at Chinese Coast drops every year around Lunar New Year
In 2020: the drop lasts 6 weeks instead of 2 to 3 weeks due to Corona crisis
FleetMon investigated on the vessel activity of principal waterways via historical AIS data
No Coronavirus-related reduction in global vessel activity visible yet
Three vessel types were responsible for around three-quarters of worldwide CO2 emissions in 2012. There is little reason to doubt that the Big Three are still responsible for a similar share in 2020. FleetMon provides a global overview of CO2 emissions per vessel type.
Greenhouse gas (GHG) emissions from commercial shipping are increasingly grabbing the headlines. Like aviation, shipping had been excluded from climate negotiations because it is an international activity, while both the 1997 Kyoto Protocol and the 2015 Paris Agreement involved national pledges to reduce greenhouse gases. But as ships move around 80% of global trade in volume terms, there is a growing consensus about the need to tackle shipping’s CO2 emissions.
