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Waste generation and management onboard a cruise ship: A case study

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Abstract

Modern cruise ships produce high amounts of various wastes. They operate in picturesque and valuable but often vulnerable marine ecosystems. The aim of this paper is to study the waste types and amounts as well as the management practices employed onboard an average-sized cruise ship operating in the Caribbean Sea. Daily data on waste production for the year 2018 were analysed using descriptive statistics. The results show that the mean weekly production of waste is around 2358 m³ of greywater and treated sewage, 84 m³ of oily waste, and 266 m³ of solid waste. The wastes are either incinerated (part of the domestic and operational waste), legally discharged at sea (grey water plus treated sewage, bilge water with ≤5 ppm of oil and pulped food) or disposed to port reception facilities. There is a lack of adequate land waste management infrastructure in the Caribbean area. Therefore, waste management and marine pollution prevention onboard will contribute to the reduction of the environmental footprint of the cruising industry and to the sustainable development of the coastal and island states.

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... Cruise ships are floating cities producing several types of wastes and polluting substances that require different treatment methods and appropriate technologies before being discharged into the sea or disposed of on shore to reduce the economic, environmental, and social impact of cruise ship activities [2]. This entails not only the necessity to minimize the volume of waste produced on-board but also to create a waste management system between on-board and on-shore to avoid ships being discouraged from delivering their waste to ports [47]. ...
... Thus, the prevention of ship-source pollution is reliant on the provision of adequate port reception facilities for the discharge of wastes [53], and that sustainability challenge may not be won if all the parties will not collaborate [4]. Under the CSR framework, cruise companies' commitment to the waste management processes on-board is joined to their environmental consciousness and awareness, which define the different waste practices [47]. Hence, the cruise industry, as well as more general, the tourism industry, to be compliant with sustainability oblige needs to be involved and committed to CSR activities, especially waste activities, to allow CSR framework to be the lifeblood of corporate strategy to improve the CSR legitimacy [25]. ...
... However, the adoption of digital technologies such as big data, the Internet of Things, artificial intelligence, and business processes alone is not enough for a digital transformation of the business. Likewise, the integration of digital technologies introduced in the single modules of processes identifies the "digitalization" [55]; hence, digital technologies are progressively playing a significant role in enhancing sustainability [23], [24], [25], [26], [27], [28], [29], [30], [31], [32], [33], [34], [35], [36], [37], [38], [39], [40], [41], [42], [43], [44], [45], [46], [47], [48], [49], [50], [51], [52], [53], [54], [55], [56]. ...
Article
This article aims to investigate the role of digital technologies for sustainable waste management in the cruise industry to meet the United Nations (UN) 2030 Agenda. These issues are analyzed through the sustainability disclosure of the major cruise corporations. Under the lens of the corporate social responsibility framework and legitimacy theory, this study construed sustainability reports of four major cruise corporations published from 2015 to 2019 and their website pages by using the Leximancer text-mining software to map the underlying main research topics with the visual concepts range and manual content analysis. The results highlight the increasing commitment of cruise corporations to reduce the environmental impact by meeting sustainable development goals (SDGs) included in the UN 2030 Agenda by investing in digital technologies on-board ships. Using a double level of sustainability reporting analysis, this study, compared to previous studies, seeks to determine best practices on operational processes on-board ships regarding waste issues, including the digital technologies as an enabler to sustainability, especially SDGs. This study opens the way to scholars about waste processes and financial investment in technology issues, as well as the role played by the regulatory framework. In addition, this study highlights the insufficiency of the theory of legitimacy alone to identify best practices related to broader waste issues. Likewise, the practitioners find in this study a key roadmap about the need to involve crew and cruisers in the waste digital process thanks sharing of programs to define the waste practices. Practitioners also find the address to the factors that will make them aware of the current weakness of nonfinancial disclosure in sustainability reporting. To the best of the authors' knowledge, this study represents the first time an empirical analysis conducted through sustainability reporting and other non-financial documents allows to identify "best practices" adopted on-board cruise ships to meet sustainability goals in digital waste management. Moreover, the use of two levels of analysis, by Lex-imancer and manual content analysis about the text documents companies make available to stakeholders, allows for identifying the high-level concepts and key ideas without bias, well as being able to define the perimeter of good practices linked to the orientation of cruise corporations toward new technologies.
... In the future, it is anticipated that the problem of waste originating from passenger/cruise ships will increase, given the current demand for cruise ships. Approximately 25 percent of all waste generated by all types of ships comes from cruise ships [11]. A ship with 3000 passengers produces approximately 21 tons of solid waste during a one-week cruise, because each passenger generates approximately 1 kg of waste per day [12]. ...
... Fracture; Eye disorders (8) Bruised leg(9) Dust in eyes; Respiratory disorders (10) Inhaling gas(11) Inhaling dust; Electrocution(12) Electric shock during the waste-burning process.The data collected were used to assess the risk of workplace accidents employing theFMEA method. After obtaining the Severity (S), occurrence (O), and Detection (D) values, Risk Priority 113 Number (RPN) and the percentage occurrence of each type of workplace accidents associated with waste incineration were calculated using the formula presented below: the strength of failure impact on the system and is associated with the consequences of the failure modes. ...
Article
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The advent of marine transportation poses several challenges, particularly concerning the disposal of waste generated by ships. Incineration of waste has proven to be an effective solution, significantly reducing on-board waste and facilitating its disposal at designated facilities upon arrival at the destination port. While waste can also be incinerated at sea in accordance with relevant regulations, this practice carries significant risks that can lead to workplace accidents. Therefore, this study aimed to identify potential risk factors for workplace accidents during waste incineration activities on ships using Failure Mode and Effects Analysis (FMEA). The risk levels of occupational accident were also assessed and analyzed to minimize workplace accidents. The FMEA analysis showed that the highest risk of workplace accidents was associated with hand injuries, with a Risk Priority Number (RPN) of 211.58 or 21.1% in the activity of burning waste in the ship´s incinerator.
... Cruise ships produce considerable volumes of wastes, including solid waste, sewage, and hazardous chemicals (Kotrikla et al., 2021;Paiano et al., 2020), as well as food waste (Schumüller et al., 2021), exacerbating food insecurity and biodiversity loss (D'Adamo et al., 2023). Therefore, the cruise industry is actively shifting towards adopting sustainable practices and initiatives to protect marine biodiversity, significantly investing in "waste production models" that entails the designing and managing of practices and initiatives through green technologies (Paiano et al., 2020) for addressing waste issues to achieve SDG14. ...
... Since the UN 2030 Agenda's implementation and CLIA 's declared commitment toward sustainability, scholars, driven by the extensive and diverse volumes of waste produced by cruise ships and the anticipated negative environmental impacts (Kotrikla et al., 2021;Paiano et al., 2020) have focused on exploring circular business models' importance for the "waste production models" on board cruise ships (Sanches et al., 2024). Specifically, they have focused on managing solid waste generated on board (Gobbi et al., 2017;Sanches et al., 2020;Toneatti et al., 2022), with particular emphasis on food residuals, wastewater, and ballast water management, as well as their disposal, accentuating the importance of adopting CE practices (Pallis et al., 2017;Svaetichin & Inkinen, 2017). ...
Article
The relationship between the practices and initiatives governing "waste production models" (sustainable development goal [SDG]12) and marine biodiversity goals (SDG14) is relatively unexplored. Aiming to bridge this gap by drawing on stakeholder and legitimacy theories, this study examines onboard cruise ships' circular economy (CE)-based waste management practices and initiatives, correlating SGDs 12 and 14. Consequently, Carnival Corporation Plc's 2020-2022 sustainability reports are analyzed using content analysis by both Leximancer software (ver. 5.0) and manual methods. The results highlight the corporation's increasing commitment to green technologies for "waste production models" to achieve SDG14. However, its sustainability reports provide unclear evidence of the impact on marine biodiversity. Findings implies that practitioners should partner and invest in green technologies for "waste production models" to achieve SDG14. Besides being the first to explore the link between the two SDGs within the CE framework, this study advances insights into waste management within "waste production models," enhancing the understanding of sustainable practices.
... However, it has not yet conducted a quantified assessment of the overall marine biodiversity loss (European Commission, 2023). Indeed, there is still high need to effectively measure and clearly describe biodiversity loss mostly in the tourism industry (Hall, 2015), especially in the cruise segment where currently biodiversity loss represents one major global issue (Kotrikla et al., 2021). ...
... This study offers novel insights into cruise tourism, focusing on waste management and marine biodiversity conservation. Thus, this study advances the results of previous studies (Di Vaio et al., 2022;Di Vaio et al., 2023;Hall, 2015;Hall et al., 2017;Kotrikla et al., 2021), examining in-depth cruisespecific waste management practices for marine biodiversity safeguarding via sustainability reports, and focusing on biodiversity accounting and reporting through the adoption of the international environmental reporting standards like GRI and SASB. From this perspective, cruise tourism research plays a vital role in addressing cruise corporations towards their sustainability journey, suggesting the best managerial implications (Papathanassis, 2024). ...
Article
This study aims to discover the sustainable initiatives and practices adopted on-board cruise ships to protect and preserve marine biodiversity. Specifically, it focuses on waste issues to meet Sustainable Development Goal (SDG) 14 of the UN 2030 Agenda for mitigating marine biodiversity loss. Using a single-case study methodology, Carnival Corporation Plc’s sustainability behaviour has been investigated through both automated and manual content analysis of its sustainability reports (2020–2021–2022) and website. The results outline the waste management systems (SDG12) adopted on-board cruise ships to overcome marine biodiversity loss. At the same time, the extent of the benefits of these systems on marine biodiversity remains unquantified in the biodiversity disclosure within the Carnival Corporation Plc’s sustainability reporting according to international environmental standards. This study contributes to the cruise tourism literature focusing on the under-investigated positive impact of waste management systems on biodiversity.
... Disposal options are incineration on board, landing at PRF and discharge at open sea (EPA, 2008;Klein, 2009;Avellaneda et al., 2011). The relevant findings from an EPA survey of four cruise ships with AWTS (EPA, 2006a;EPA, 2006b;EPA, 2006c;EPA, 2006d) are shown in Table 9, together with the details of a case study cruise ship, representing an average-sized cruise ship operating in the Caribbean, as described by Kotrikla et al. (2021). From this table it follows that three out of five ships discharge biosludge overboard. ...
... Furthermore, the available data regarding the practices of discharging untreated grey water and sewage as well as the overboard discharge of biosludge concern a limited number of isolated and largely dated case studies (e.g. EPA, 2006a;EPA, 2006b;EPA, 2006c;EPA, 2006d;Klein, 2009;Kotrikla et al., 2021). In order to address these knowledge gaps, this research collected information on both wastewater treatment systems and wastewater management practices from one large cruise line. ...
Article
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To date, the contribution of sea-based sources to the global marine litter and plastic pollution problem remains poorly understood. Cruise ships produce large amounts of wastewater and concentrate their activities in fragile and ecologically valuable areas. This paper explores for the first time the sources of microplastics in cruise ship wastewater, as well as their pathways from source to sea. It thereto uses a novel approach for the identification of sources and pathways, based on scientific literature on microplastic sources and pathways, literature on cruise operations and wastewater management as well as a questionnaire among cruise lines. The study highlights personal care and cosmetic products, cleaning and maintenance products and synthetic microfibers released from textiles in laundry as relevant source categories. Untreated grey water and the overboard discharge of biosludge, resulting from the treatment of sewage and grey water, were identified as key pathways. Cruise lines can reduce microplastic emissions by adapting their purchasing policies for personal care, cosmetic, cleaning and maintenance products and professional textiles. In addition, the holistic management of all wastewater streams and resulting waste products is essential to prevent leakages of microplastics from cruise ships to vulnerable coastal and marine ecosystems. Furthermore, the approach can be used to guide company-level assessments and can be modified to address microplastic leakages in other maritime sectors.
... Program keselamatan dan kesehatan kerja seperti pelatihan, penyuluhan, pemeriksaan kesehatan serta penggunaan alat pelindung diri (Hendrawan, 2020). Pendidikan dan pelatihan bagi crew dan penumpang dapat mengurangi timbunan sampah (Kotrikla et al., 2021). ...
Article
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Pemisahan sampah padat di kapal dalam upaya untuk mencegah pencemaran laut dalam implementasi Annex V Marine Pollution (MARPOL) 1973/1978 dapat menimbulkan risiko terhadap keselamatan dan kesehatan. Penelitian ini bertujuan untuk menemukan model pemisahan sampah padat di kapal dengan berdasarkan budaya keselamatan kesehatan dan lingkungan kerja. Data diperoleh dengan menyebarkan kuisioner terhadap anak buah kapal niaga Indonesia dengan sampel 150 orang. Dengan analisis Structural Equation Modeling (SEM) SmartPLS, mendapatkan model pemisahan sampah padat di kapal yang kuat dengan R Square 0.851yang menunjukkan pengaruh positif dan signifikan budaya keselamatan kesehatan kerja sebesar 0.669 satuan dan pengaruh lingkungan kerja sebesar 0.298 satuan terhadap pemisahan sampah padat di kapal. Novelty penelitian ini adalah didapatkan model pemisahan sampah padat di kapal berdasar budaya keselamatan kesehatan kerja dan lingkungan kerja dengan jalur terkuat yang mempengaruhi pemisahan sampah padat di kapal adalah variabel budaya keselamatan kesehatan kerja di kapal serta dengan indikator-indikator pemisahan sampah padat di kapal sesuai rekomendasi MEPC dalam implementasi Annex V Marine Pollution 1973/1978 mengenai pencegahan pencemaran dari sampah kapal.
... Some of the possible aspects that may need to be reviewed include but are not limited to: Firstly, indicators that touch on the green and sustainable development of cruise ships are not assessed in this article. Such indicators, which should be quantified with specific data, allow for a visual demonstration of the pollution caused by cruise ships to the environment and the quantification of the sustainable development responsibilities of the related companies in the CSC (Kotrikla et al., 2021;Lu et al., 2023;He et al., 2022). Secondly, due to the large number of respondents, it is not possible to calculate the risk attitudes of each expert, as was done by Z. Chang et al. (2018). ...
Article
The cruise industry, which serves as a prominent exemplar of globalized business, is characterized by unique features that render its supply chain operations highly susceptible to various risk factors, thereby giving rise to significant consequences. Evaluating the risks associated with major disruptive events and enhancing the robustness of the cruise supply chain have become crucial issues of concern for various stakeholders. This study first develops an indicator evaluation system for assessing the risks of China's cruise supply chain, drawing upon relevant literature and expert interview opinions. Secondly, set pair analysis is utilized to identify the scores and trends of risk indicators in China's cruise supply chain. Thirdly, the Set pair analysis-Markov chain model is employed to forecast the future risk status of China's cruise supply chain system, and the influence of different weights on the prediction results is discussed. Finally, the risk evolution network of China's cruise supply chain is constructed to identify common risk consequences and visualize the evolution path of risk events, with the aim of providing reference for the formulation of prevention and control measures. The findings of this article have important consequences for improving risk mitigation strategies and enhancing the resilience of the cruise supply chain.
... Noise pollution is also of concern, especially for urban ports [9,10]. In addition, waste generated on ships and wastewater emissions are adversely affecting terrestrial and marine ecosystems in the proximity of port areas [11][12][13]. ...
Article
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The increasing exchange of goods by sea is contributing significantly to pollution in port areas. Although several methods have been developed to assess the environmental performance of ports, most of them have shortcomings including a qualitative-only approach and self-assessment of environmental performance. Therefore, there is a pressing need to develop a different approach based on quantitative measurements obtained through measurements at ports. In this paper we present the Port Environmental Index (PEI), a quantitative composite index of port environmental performance driven by IoT. The index allows for environmental measurements to be collected in real time or close to real time through sensors providing an assessment of a port’s environmental performance in real time. In addition, since the methodology for creating the index is standardised, the index makes it possible to compare different ports and rank them in terms of their environmental performance. As a proof of concept (PoC) this paper also describes the application of the index to the port of Thessaloniki (Greece).
... Cruise ships operate in all the oceans of the planet, often in sensitive marine ecosystems. They tend to concentrate their activities in specific coastal areas, creating a significant cumulative impact at the local scale (Kotrikla et al, 2021). ...
Article
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Cruise shipping is currently one of the fastest growing segments in the tourism sector and creates a significant environmental impact. The aims of this study are a) to investigate what are the main environmental issues faced by the cruise ships and which measures are taken or foreseen to address the problems, b) to explore the passengers’ attitudes towards environmental protection and the companies’ drivers to adopt pro-environmental measures. Data were collected by reviewing the sustainability reports of the main cruise companies and by interviewing three environmental officers that work at the industry. The results showed that there is a trend in employing LNG to address climate change and air pollution. The energy efficiency is further improved with measures such as shore-side electricity, gas-turbines, waste-heat recovery, air lubrication etc. A substantial percentage of ships is equipped with EGCS to address SO2 and PM emissions. Campaigns to reduce single use plastics and saving water and the use of Advanced Wastewater System are also measures to reduce the environmental footprint of cruise shipping. The passengers are informed about the rules and regulations and generally comply with them. According to EO’s opinion, they probably would not pay more for a cruise to support a green program. Also, the companies adopt pro-environmental measures to fully comply with regulations but also to protect the local environment (i.e. flora, fauna), the health of the locals and the local economy. Received: 21 September 2022 / Accepted: 19 November 2022 / Published: 20 December 2022
... The effects of sea garbage on the marine environment have been extensively studied. In this context, waste sources, quantities, and their management practice were studied for a regional (Ryan et al., 2021) and an average-sized passenger ship (Kotrikla et al., 2021). Garbage accumulated on ships can be stored by being subjected to various procedures and delivered to coastal facilities. ...
Article
Ocean and marine environments face the adverse effects of climate change and environmental pollution. Maritime transportation, one of the most severe marine pollution sources because of ship-sourced operations, poses risks to the marine environment in many types and ways. A robust risk assessment should be organised to identify causal mechanisms and the resources of the pollution. In this study, the steps of ship operations that may cause marine pollution and the structure of the relations between them were established based on their expert opinions and the information contained in the literature. On this basis, the probabilities of each ship's operations that cause marine pollution are computed by the Fuzzy Bayesian Network approach. The extent of the response operation according to the level of marine pollution is determined by the Bow-tie approach. As a result, the procedures that cause funnel gas emissions are the riskiest. The study will be beneficial for the practitioners of safety and environmental management in maritime transportation to make decisions practically and strategically.
... The daily production of bilge wastewater depends on the type of the ship and can be discharged into the sea (with some geographical restrictions) only when the concentration of oil is lower than 5 ppm, according to the International Maritime Organization (IMO) regulations and the International Convention for the Prevention of Pollution from Ships (MARPOL 73/ 78). An accountable amount of oil is thus annually disposed to the sea by ongoing ships [10,11], while the burdened part of this wastewater is driven to port reception facilities to be treated [12,13]. Bilge wastewater is a complex, and of high toxicity type of wastewater [14], containing various compounds (oil residues, metals, organic compounds), while the quality of the wastewater presents intense differentiation over time and vessel [15]. ...
Article
Full-text available
Four Pilot-scale Moving Bed Biofilm Reactors (MBBRs) were operated for the treatment of real, saline, bilge wastewater. The MBBRs were connected in pairs to create two system configurations with different filling ratios (20%, 40%) and were operated in parallel. The inflow organic loading rate (OLR) varied from 3.6 ± 0.2 to 7.8 ± 0.6 g COD L-1 d-1, salinity was >15 ppt and three hydraulic residence times (HRTs) were tested 48, 30 and 24 h. In both systems, the first-stage bioreactors (R1 and R3) eliminated the higher part of the organic load (57%-65%). The second-stage bioreactors (R2 and R4) removed an additional fraction (18%-31%) of the organic load received by the effluent of R1 and R3, respectively. The microbial communities of the influent wastewater, suspended, and attached biomass were determined using 16S rRNA gene amplicon sequencing analysis. The evolution of the microbial communities was investigated and compared over the different operational phases. The microbial communities of the biofilm presented higher diversity and greater stability in composition over time, while the suspended biomass exhibited intense and rapid changes in the dominance of genera. Proteobacteria, Bacteroidetes and Firmicutes were highly present in the biofilm. The genera Celeribacter, Novispirillum, Roseovarius (class: Alphaproteobacteria) and Formosa (class: Flavobacteriia) were highly present during all operational phases. Principal Component Analysis (PCA) was used to identify similarities between samples, exhibiting high relation of samples according to the series of the bioreactor (1st, 2nd).
... In a more recent study, the daily food waste production of a cruise ship was presented as 1.3-3.5 kg/person (Strazza et al., 2015). The weekly graywater production of a 73,000 gross ton cruise ship sailing in the Caribbean Sea has been determined to be 2358 m 3 (Kotrikla et al., 2021). ...
Article
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Although domestic wastewater originating from ships is discharged to the sea after being treated in the treatment system, it cannot meet the wastewater concentration standards determined by the authorities in terms of some pollutant concentrations. This problem is more important on cruise ships, which can carry much more people than other commercial ships. After the wastewater treated in the treatment system on the ship is discharged to the sea, it is subjected to a secondary natural treatment due to the turbulence that occurs on the ship’s trail. This phenomenon, called dilution, helps the pollutant concentrations in high concentrations to reach the wastewater standards determined by the authorities in a short time. The magnitude of this dilution is called the dilution factor. In this study, gross ton, deadweight ton, passenger number, freeboard, engine power, propeller number, and block coefficient data of a total of 1942 passenger ships, 941 of which were small and 1041 of which were large passenger ships, were used in artificial neural networks to determine which parameter was more effective in calculating the dilution factor. Engine power and gross ton value were determined as the most effective parameters for the dilution factor, and it was seen that by using these parameters alone in artificial neural networks, the dilution factor could be successfully predicted regardless of whether the ship was small or large. Finally, the effect of dilution was assessed in terms of sustainable development goals and life cycle perspective.
... The complexity in handling wastes can be seen as another viewpoint to show the complexity of the CSC. A medium-size cruise ship with 3,600 passengers can generate 2,358 m 3 of greywater and treated sewage, 84 m 3 of oily waste and 266 m 3 of solid waste weekly (Kotrikla et al., 2021). Even though cruise ships are less than 1% of the world merchant fleet, they produce 25% of waste produced by merchant ships (Butt, 2007). ...
Article
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Purpose The cruise industry has witnessed steady growth, with passenger volume increasing from 17.8 million in 2009 to 30 million in 2019. In the context of global competition and an uncertain business environment, competition in business has changed dramatically from battles of “firm versus firm” to “supply chain versus supply chain”. Hence, the purpose of this paper is to understand the cruise industry from a chain perspective, which has not drawn widespread research attention. Design/methodology/approach This paper brings together the insights, opinions, concepts and frameworks from a literature review of different disciplines (maritime shipping, tourism management, logistics management, operations management and supply chain management) and analysis results from 22 semi-structured interviews to make an early attempt to conceptualise the cruise supply chain (CSC). Findings The cruise supply chain is elaborated on the process, the role of each entity and its characteristics by comparing with the maritime supply chain and tourism supply chain. Based on the understanding of the CSC, two specific characteristics of the Chinese CSC are examined, which need further investigation. Originality/value The CSC is articulated with detailed processes and characteristics based on the literature review and empirical study. The findings of this paper not only advance the knowledge of the supply chain in the cruise industry but also highlight the importance of further research on the CSC.
... Waste Management Process in a Cruise ShipKotrikla et al. (2021) ...
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Everything in the world, including the shipping industry, is powered by energy. There are numerous advanced energy-generation strategies, but it would be greatly valued if energy could be consistently derived from ship waste. Waste disposal is a difficult task in the shipping industry, so many studies are being conducted to find better ways to dispose of waste. According to regulatory agencies, India has a large source of both industrial and urban organic waste. The shipping industry, like any other, necessitates massive amounts of energy. On a daily basis, a massive amount of waste is generated, ranging from small crafts to ultra-large vessels (aerobic as well as anaerobic). So, there is a significant opportunity for capturing the energy from these waste, and both the difficulty of waste disposal and the depletion of conventional energy sources can be effectively addressed concurrently. This paper examines various means of generating energy from waste. Furthermore, the current state of Waste-to-Energy (WTE) in our country and around the world is discussed. Motivation/Background: There is a perennial need for energy in all industry. This energy is pivotal in marine sector. There is huge amount of waste disposal into sea and IMO is keen on pollution control and de-carbonization. So, converting the waste serves two purposes viz. pollution control and green energy generation. Method: Various techniques for generating energy from waste had been discussed. Results: Waste-To-Energy is still a relatively unexplored technology in the shipping industry. Large cruise ships generate massive quantities of waste. This in and of itself represents a large avenue for WTE as a source of renewable energy on board ships. There are very few manufacturers venturing into the WTE segment to create power from ship waste. Scanship, a Norwegian ship waste management system manufacturer, has established a system that uses microwave-assisted pyrolysis to transform carbon-based waste generated on ships into biofuels. Conclusions: WTE is also a relatively new concept in the shipping industry. Countries such as Norway, which is successfully operating WTE plants on land, are progressively migrating the technology and paving the way for others. More initiatives like these can radically decrease the amount of waste that ships discharge into the sea, resulting in a more comprehensive ecosystem for all life forms.
... It is common practice to use the components of one of the lines as spare parts. Even in cruise ships with high attention to the environmental problem and that adopt the current green practices, a percentage of the solid waste is incinerated onboard [19]. Table 1 reports the solid waste production onboard a cruise ship with gross tonnage of 141,000 tons, carrying up to 5400 persons [16,18,20,21], which is considered as reference vessel throughout this work. ...
Article
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The newest cruise ships can guest a constantly increasing number of passengers and concentrate their environmental impact on the limited areas interested by their path. The generated solid waste contributes significantly to this impact; therefore, we propose an innovative solution for recovering embedded energy from that garbage. In more detail, we study the feasibility of an absorption plant able to exploit the residual energy of the flue gas of the ship’s incinerator. No payload space shall be sacrificed to install the considered absorption plant. Furthermore, it can be integrated with the existing plants providing for a limited number of heat exchangers. The recovered energy can be used to control the temperature of the refrigerated storerooms; operating simultaneously with, or in place of the existing compression vapors system already installed; it allows a reduction of the CO2 emissions and of fuel consumption. We show that the proposed approach can be applied to a variety of cruise ships, independently of their tonnage or passenger capacity.
... The management practices and strategies for handling wastewater in this area have been discussed further by Vaneeckhaute and Fazli (2020). Kotrikla et al. (2021) estimated that the mean weekly greywater and treated sewage production in a cruise ship with 3600 passengers and crew onboard is 2358 m 3 . It can be seen that these studies mainly focused on the cruise ship, whereas the wastewater generated by other types of ship are largely neglected. ...
Article
With the increase of maritime traffic, the risk of wastewater generated by ships in coastal areas has raised much attention. The present study proposes a model to estimate wastewater's high-resolution spatiotemporal distribution, including the greywater and sewage generated by ships in coastal areas. The shipping traffic characterization in this region is presented, and the spatiotemporal distribution of the wastewater generated by ships is demonstrated. It was found that the total amount of wastewater generated by the ships operated in the whole research area during six months is 12.1 × 10⁷ m³, in which 9.97 × 10⁷ m³ is for the greywater, and 2.13 × 10⁷ m³ is for the sewage. Passenger ships contributed 83% of the total wastewater, while cargo ships accounted for 12%. The amount of monthly wastewater is not only varied over the total amount, the spatial distribution was also changed as the shipping activities are different in different months. The model presented in this study increases the spatiotemporal resolution of the wastewater generated in the research area and can distinguish the contribution of different ship types to the total amount of wastewater. The results can optimize the wastewater collection strategies and better design the collection facilitates in the research area.
... The daily production of bilge wastewater depends on the type of the ship and can be discharged into the sea (with some geographical restrictions) only when the concentration of oil is lower than 5 ppm, according to the International Maritime Organization (IMO) regulations and the International Convention for the Prevention of Pollution from Ships (MARPOL 73/ 78). An accountable amount of oil is thus annually disposed to the sea by ongoing ships [10,11], while the burdened part of this wastewater is driven to port reception facilities to be treated [12,13]. Bilge wastewater is a complex, and of high toxicity type of wastewater [14], containing various compounds (oil residues, metals, organic compounds), while the quality of the wastewater presents intense differentiation over time and vessel [15]. ...
... Lloret et al. [26] reviewed their environmental impacts on water, air, and land, as well as ecosystems and 2 of 10 humans. Kotrikla et al. [27] investigated voluminous waste generation on these ships, including graywater, treated sewage, etc. Zhen et al. [28] noted the same problem and proposed some models of waste disposal. Toscano et al. [29] paid attention to cruise ship emissions in port cities. Yu and Shao [30] portrayed deficiencies in legal treatment of cruise-related pollution. ...
Article
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The cruise industry has significant environmental impacts. Ethical prescriptions in codes of conduct of cruise companies can contribute to the development of pro-environmental behaviors. The content of the codes of conduct of the world’s largest cruise companies is analyzed. Seventy percent of these codes bear environmental notions, often in separate sections/subsections. Some of them deal with marine environments. Among the most frequent words in the environment-related passages are those dealing with laws, regulations, and standards, and many common words are too general and vague. A total of 24 environmental topics are established in the analyzed codes, and many of them are either too general or dealing with organizational activities. The results of this study imply that the quality of the eco-ethical prescriptions by the largest cruise companies is moderate, and improvements in the related corporate policy are necessary.
... The management practices and strategies for handling wastewater in this area have been discussed further by Vaneeckhaute and Fazli (2020). Kotrikla et al. (2021) estimated that the mean weekly greywater and treated sewage production in a cruise ship with 3600 passengers and crew onboard is 2358 m 3 . It can be seen that these studies mainly focused on the cruise ship, whereas the wastewater generated by other types of ship are largely neglected. ...
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Large cruise ships, capable of accommodating over 6,000 passengers and 1,500 crew members, generate substantial waste, necessitating effective management strategies to mitigate environmental impacts. This study employs a systematic literature review to identify key themes and research gaps in cruise waste management research. Using the PRISMA flow method, 47 relevant research articles were selected based on relevance. The data from these articles were analysed using bibliometric and content analysis techniques. The key themes identified include plastic waste, microplastic waste, food waste, wastewater, and waste management strategies. The study revealed significant research gaps that demand immediate attention and action concerning the effectiveness of waste management strategies, socio-economic considerations, interdisciplinary approaches, regulatory compliance, food waste disposal methods, regional collaborations, policy initiatives, and integrated waste management approaches.
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The problem of marine pollution caused by ships has become very important in recent years as a result of the increase in maritime transportation. This study aimed to evaluate ship bilge water in terms of marine pollution. Bilge water samples of two different ships in Mersin Taşucu Port were taken to determine pH, color, total nitrogen, total phosphorus, suspended solids (SS), hydrocarbon oil index (HOI), chemical oxygen demand (COD), biological oxygen demand (BOD), surfactant analyzes were performed. The results obtained were compared with the values specified in the Water Pollution Control Regulation. Analysis values of bilge water samples taken from Ship 1 and Ship 2 are respectively SS 472 mg/L-812 mg/L; HOI 110.6-138.8 mg/L; COD 8870.4-17369.6 mg/L; BOD 1606.4 to 3881.1 mg/L were determined. According to the Table given by the Water Pollution Control Regulation for deep discharge, the limits are SS 350 mg/L, oil-grease 15 mg/L, COD 400 mg/L and BOD 250 mg/L. It was determined that the values obtained in this study were higher than the desired limits and bilge water should not be discharged directly into the sea.
Conference Paper
The valorization of ship-generated oily waste involves the processing and recovery of hydrocarbons and other materials present in these wastes, which is crucial for reducing marine pollution and risks to coastal ecosystems. However, the literature on this subject is currently scarce and underdeveloped. My aim is to explain the different types of ship wastes, to detail how petrolium wastes are produced on ships, and to examine various methods of treating and valorizing these wastes. This approach will facilitate our future research efforts to digitize a carefully selected technology for valorizing shipgenerated oily waste. Keywords: valorization, Treatments, Sludges, Slopes, Hydrocarbons.
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The ship-generated oily wastes are noxious to the environment and have a high potential for valorisation. In its first annexe, the Marine Pollution Convention prohibits discharging it in the sea and obliges ports to provide adequate reception facilities to ships. This study provides a conceptual literature review of ports’ oily waste management, to identify best control practices. It identifies four main research questions: the first focuses on demand forecasting, factors of influence, and modelling techniques. The second set of issues pertains to the waste handling at ships, the reception evaluation criteria and optimisation, and the collection vehicles fleet and routing. The third concerns the regulations, the oily waste composition and the treatment processes. Lastly, the paper addresses the challenges and analogies of ship-generated oily waste networks with other waste systems. Oily waste is categorised into oil in water and water in oil. Unlike the first one, the second is highly concentrated in petroleum particles, more profitable and requires less transport and treatment costs. The sorting of oily waste and the primary treatment is privileged at the source to release the transportation costs. The stakeholders have different interests; therefore, the storage sites, the treatment locations and the transportation policies have to be a satisfactory compromise. Governance should engage with long-term and sustainable policies on issues and concerns of the oily waste management system. The findings are practical for the port authorities and the outsourced private operators collecting and treating oily waste.
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Ocean & Coastal Management (OCMA) has significantly contributed to international ocean and coastal management, policy-making, governance, and other related research fields. This article highlights the contributions OCMA has made in these areas by summarizing the trends in 3782 articles published from 1992 to 2021. Using bibliometric and knowledge graph visualization analyses, this article systematically reviews the historical research contributions in each field and identifies emerging topics in recent years, such as the Blue Economy, shipping, and marine litter. OCMA has made a substantial positive impact on global ocean and coastal management by fostering collaboration among scholars and practitioners, advancing policy and regulatory development, enhancing management practices, increasing public awareness of environmental protection, and promoting sustainable development. In addition to its critical academic role in the field of ocean and coastal management, OCMA has also facilitated advancements in related research and practice (such as coastal erosion, litter, port management), ultimately contributing to the protection of global ocean and coastal ecosystems.
Chapter
The sixth mass extinction's emerging threat is sad, considering that humans have caused it. But, the growing world population leaves humans with no option in their desire to survive. This situation where humans need to survive and yet protect the habitat and many other similar scenarios complicate the process of seeking solutions to the looming disaster and extinction. Yet, with collaborations, humans can develop novel and innovative ideas to save them from the threats posed by the sixth mass extinction. This chapter examines how supply chain partners can collaborate to ensure green-sensitive and eco-innovative supply chain practices to help prevent this extinction.
Article
Purpose The objective to achieve economic growth and sustainable development (SD) within the maritime industry has ever since been the ultimate goal of the International Maritime Organization and its stakeholders. Coupled with this effect, the United Nations organization has also mandated all its bodies to adopt sustainable working policies and practices towards the achievement of SD in its 2030 Agenda. From the standpoint of an emerging economy, this study aims to examine green maritime practices adopted by maritime authorities towards the achievement of SD in the maritime industry of Ghana. The proposed conceptual model of this study supports the natural resource-based view theory advocated by Hart (1995). Design/methodology/approach The dataset of this study was gathered using semi-structured questionnaires. A total of 635 valid responses were received as feedback which were tested and analyzed using partial least square structural equation modelling. The rationale for the adoption of this analytical tool is its resilient ability to handle a relatively small quantity of datasets. It is also suitable for empirical studies involving model development and at the early stage of theory development. Findings The findings of the study are as follows; firstly, quality maritime education and training directly and significantly influence green maritime transport (GMT), clean ocean and maritime resource conservation (COMRC), green port operations and services (GPOS), SD and waste management and treatment systems (WMTS). Secondly, GMT, COMRC, GPOS and WMTS have a direct significant influence on SD. Lastly, GMT, COMRC, GPOS and WMTS partially mediate the relationship between quality maritime education and training and SD. Practical implications This study proposes a conceptual model that attempts to explain to maritime authorities and stakeholders that although the adoption of green maritime practices significantly influences SD, yet, it may be insufficient without quality maritime education and training provided to maritime professionals. Hence, emphasizing that all maritime personnel receive quality maritime education and training to enhance the long-term achievement of SD in the maritime industry. It also attempts to prove and suggest to maritime authorities how they can collectively integrate both onshore and offshore green maritime practices to achieve SD. Originality/value The originality of this study shows in testing a conceptual model that affirms that, achieving SD in the maritime industry is dependent on quality maritime education and training received by maritime personnel, hence, demonstrating the significant role of maritime training institutions towards the maritime industry and the achievement of SD.
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The societal risk acceptance criteria (SRAC) are used in the shipping industry as a ruler to judge whether the actual ship risk is in control. To exploringly refresh SRAC for general cargo ship formulated by International Maritime Organization (IMO) in 2000, a comprehensive analysis was performed by using the accident data recorded in the Marine Casualties and Incidents (MCI) module of the Global Integrated Shipping Information System (GISIS) database from 2005 to 2019. The risk levels of four typical accident factors, including initial event, ship size, classification society, and geographical zone, were evaluated. The results illustrate that the SRAC established in this study for general cargo ship fatality accidents are found stricter than that by IMO presented in 2000. Fire/explosion and capsizing show the highest societal risk levels in the initial events, and large general cargo ships face higher societal risk. In addition, ships that do not belong to the International Association of Classification Societies (IACS) are at a higher risk than IACS ships. And the societal risk levels of fatality accidents in East & Southeast Asia and injury accidents in Europe, the Mediterranean & Black Sea are higher than those in the other zones.
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Cruise ports seek to secure cruise calls, with most of them competing to accommodate the most profitable activities of all: home-porting. Meanwhile, the uninterrupted growth of cruise activities is based on the evolution of renewed business strategies that alter home-porting selection criteria. The present study examines the criteria structuring cruise lines decisions of which port to use for home-porting with the use of a database constructed with input from cruise lines, ports and cruise terminal operators, and stakeholders. Methodologically, it does so via a survey and the analysis (descriptive statistics, one-way ANOVA, and Kruskal-Wallis non-parametric test) of the 109 replies received. The collected empirical data reveals (a) the hierarchy of the home-porting selection criteria; (b) the variance of the perspectives of cruise lines, cruise ports, and other stakeholders; and (c) the role of the experience of cruise professionals in shaping their assessment of the significance of each criterion-while the comparison of the findings with those of past researches identifies the evolution and potential alterations of this hierarchy of home-porting selection criteria.
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Abstract Ship wastes are incidentally regulated within the regime of marine pollution and the prevention of ship-source pollution is heavily reliant on the provision of adequate port reception facilities on land. However, the coordination between these facilities and further downstream management operations is still an unresolved issue. This paper examines from a legal perspective the challenges and opportunities related to the management of wastes generated on-board vessels after they are discharged to port reception facilities. Ship wastes are studied from a European Union (EU) law perspective and the author evaluates the integration of ship waste management within wider EU waste legislation and national waste management plans. Keywords: Ship wastes, Port reception facilities, Sea/land interface, Waste management, Directive (EU) 2019/883
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Sustainability and waste management on board are key issues that need to be addressed by the maritime sector also in terms of greenhouse gas emissions (GHG). With the aim of evaluating waste management alternatives in a circular economy perspective, the study examines a combined system for the optimisation of ship waste management and assesses its possible use for energy purposes. Different systems are analysed in relation to their GHG emission reduction potential regardless of routes and ports of destination. A SWOT (Strengths, Weaknesses, Opportunities and Threats) analysis was carried out on waste management alternatives in order to preliminary identify their potential in terms of GHG emissions reduction, cost, environmental sustainability, methodological coherence, feasibility and replicability. Following this analysis, two case studies of particular interest were identified: 1) the thermo-chemical treatment of waste oils and sludge to obtain fuel oils; 2) the installation of a waste-to-energy plant and subsequent energy recovery on board. UNFCCC (United Nations Framework Convention on Climate Change) methodologies were applied to these two case studies to calculate GHG emission reduction resulting from their implementation. The obtained results are presented with the aim of supporting sustainable waste management strategies on board in a circular carbon economy perspective.
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Cruise-ship tourism is one of the fastest growing industry sectors, with itineraries that regularly visit marine parks and protected areas. UNESCO Marine World Heritage (MWH) Sites feature some of the world's most exceptional ecosystems, resulting in some cruise lines targeting these sites. To understand the extent of cruise ship visitation and determine perceptions of cruise ship sustainability within and across environmental, economic, and sociocultural dimensions, we conducted an online survey of 45 (out of 50) sites. The survey included responses about the characteristics of cruise ship visitation, strategies for sustainably managing ships, and ideas for encouraging sustainable practices. Among the 45 respondents, 30 (67%) indicated that their MWH site hosts cruise ships or cruise ship passengers, and 25 sites have cruise ships that enter the protected area marine waters. Most sites (62%) indicated an increase in cruise visitation over the last three years. While most sites regulate ballast water (73%) and wastewater (73%) discharge, common concerns focused on ship air emissions and wildlife interactions. Lack of funds generated by cruise ships toward community infrastructure was noted. MWH site managers expressed interest in developing site networks to facilitate sharing of ideas as a first step for increasing sustainability across all sites.
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The words “the Caribbean” inevitably evoke in people’s minds white sandy beaches, blue seas, and bright sunshine. The region is one of the most frequented tourist hotspots in the world, each year attracting more than 27 million visitors who are eager to play and spend on its shores. The rich flora and fauna found below the crystal-clear surface of the Caribbean’s blue waters are what makes this all possible. They help to sustain the scenery, are infused into the culture, and drive economic development within the countries of the region. Around the world, the enormous value of oceans is slowly being recognized. Oceans and their processes are responsible for the planet’s rainwater, weather, climate, coastlines, oxygen, and food resources on land and sea. They have been the platform for trade, transportation, human culture, and history. The great expanses of salt water, therefore, are critical for humankind and its well-being, and not least through their role driving the world’s economies. Recent estimates place the oceans’ direct annual contribution to global GDP at between US1.5and1.5 and 3 trillion—and this figure does not include indirect contributions from functions such as coastal protection, carbon sequestration, and biodiversity. In the wider Caribbean Region (WCR)1, especially in the Small Island Developing States (SIDS)2, marine ecosystems provide food, livelihoods, and income to over a hundred million people through fisheries, tourism, coastal protection, and transportation. In 2017, the insular Caribbean’s gross revenues from marine and coastal tourism alone totaled an estimated US$57 billion. The ocean brings in billions of dollars more through fisheries and ocean-going transportation. This lucrative resource, however, is threatened by changes in an underwater environment that for too many of us remains “out of sight, out of mind.” In the last 50 years, rises in ocean temperatures, overexploitation of fisheries, damage to habitats by out-of-control coastal development and unprecedented pollution have caused a dramatic decline in the Caribbean’s natural environment. Pollution generated inland, particularly in SIDS or small coastal countries, also impact the marine environment through run-off and improper solid waste management, further affecting critical ecosystems. Without improved management of the Caribbean’s natural capital, the region stands to lose its economic backbone—a vibrant, healthy ocean that provides food and income to its population year after year. Declines in the fisheries and tourism sectors, for example, may have deleterious effects on Caribbean economies, where tourism accounts for 15 percent of the region’s GDP (WTTC 2018) and fisheries within the Caribbean Regional Fisheries Mechanism region employ over 340,000 people (4.3 percent of the workforce in the region). The inevitable question is, how can we safeguard the economies and livelihoods of the region’s population while protecting the natural capital and restoring the damaged ecosystems? This report aims to provide answers to this and other critical questions.
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The amount of waste generated is becoming an increasing problem both in terms of inefficient use of resources and its harmful effects. Large quantities of waste originate from land, but a certain amount of waste is generated at sea, in which shipping holds its share. A recent analysis for 2015–2016 has rated the Croatian ports of Dubrovnik, Split, and Zadar in the top 10 out of 20 main cruising ports in the Adriatic Sea. As it is clear that a large number of persons present onboard generate a large amount of waste, the aim of this paper is to estimate the amount of waste (plastic, domestic, and food) and examine the significance of its increasing quantity produced by cruisers in the three main cruiser ports in the Croatian part of the Adriatic Sea for the period 2014–2017. Cruise calls correlation, together with repeated measures one-way Analysis of variance -ANOVA, showed that a future increase in the port calls for Zadar can be expected while, for the port of Dubrovnik, a decrease is projected, which is in correspondence with the taken measures for a reduction in the adverse effects of the cruise industry. Regarding the type of waste, domestic waste contributes the most with 62%, followed by the plastic waste with 26%, and food waste, which makes only 11% of the total amount of waste for that year. Waste minimization practices and further recommendations for the improvement of waste management practices are presented and put into relation with specific measures to protect and preserve the quality of the environment.
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A preocupação com a paz universal, com a liberdade, com o futuro das pessoas e do planeta tem sido motivo para a realização de diversas Conferências organizadas pela ONU, o que tem gerado debates visando o desenvolvimento globalmente sustentável. Esses esforços resultaram na elaboração da Agenda 2030 e seus 17 Objetivos para os Objetivos de Desenvolvimento Sustentável (ODS), sendo que um deles, o objetivo 14, reflete a preocupação com a conservação e o uso sustentável dos oceanos, mares e recursos marinhos e é nesse contexto que esta pesquisa é apresentada, tendo os navios de cruzeiros marítimos como objeto de estudo e a sustentabilidade ambiental como a principal dimensão pesquisada. Em um primeiro momento, o estudo procurou identificar, através da convergência das dimensões sustentabilidade ambiental e cruzeiros, as contribuições para o setor de cruzeiros que promovam os ODS. Para este fim, realizou-se uma análise bibliométrica da produção científica no ambiente dos navios de cruzeiros, restringindo-se o foco da pesquisa às práticas ambientalmente sustentáveis. Como segundo objetivo, a pesquisa expõe a predisposição estratégica das companhias marítimas em divulgar suas iniciativas ambientais ao mercado. A pesquisa identificou a baixa produção científica com ênfase na convergência dos dois temas pesquisados, obtendo-se apenas 12 artigos científicos publicados até agosto de 2017. Relativo à divulgação das práticas ambientalmente sustentáveis, verificou-se que apenas 22,6% das 31 companhias de cruzeiros pesquisadas, divulgam essas informações em seus websites corporativos.
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This article, which is part of a complex three-piece original work, presents in a logical manner the environmental policies of the Disney Cruise Line (DCL) company, as well as the cruise itinerary waste management plans for the enterprise's ships. In the follow-up paper, we will highlight waste management on the DCL ships and, in the third and final paper, we will analyse water management, including waste water, on board of these ships. The purpose of this complex paper is to present the cruise ships' environmental impact prevention methods, by analysing the environmental policies and the main processes for dealing with the generated gaseous, liquid and solid waste (both along the cruise itineraries and on board); the study will focus on the DCL company, one of the world's leaders in entertainment, also known as one of the market's most environmentally-friendly players. The article, through its originality, will complement the relatively deficient scientific environmental studies available on this topic. The three-piece paper brings important information based on records and regulations introduced to ensure the proper use of the waste management system on both cruise routes and on board the ships, as well as details on the collection circuit, precautionary measures, risk factors, etc. looking to raise awareness and to optimize environment conservation procedures. The paper is based on the analysis of the work carried out by in-house environmental personnel, the company's internal regulations, as well as the data and field observations collected by the environmental protection staff. The paper's conclusion is that the DCL company aims to minimize the environmental impact of its cruise ships by focusing on new technologies, increasing energy efficiency, reducing the amount of generated waste, educating its employees and customers, while also promoting environmental conservation around the world. In 2013, DCL was declared the most environmentally-responsible cruise line. The company complies with all national and international environmental regulations and laws. The following potentially-polluting elements and activities, which can be considered to be pollution indicators, are strictly regulated by the DCL company in order to ensure that their environmental impact is as low as possible: discharging water and bio-residue (sludge) from the purification system; unloading treated bilge water; discharging ballast water; incineration; cleaning the incinerator chimney; incinerator ash; alkaline batteries; ship painting and polishing; used fuel; fuel emissions; opacity; washing the ship and the ship bridge; unloading food waste; unloading pool and spa water; fireworks. The key words underpinning DLC's eco-friendly approach to its activity are:
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Thermal plasma technique is becoming prominent in the treatment of variety of waste ranging from municipal solid waste, incinerator residue, hospital waste, electronics waste and industrial sludge. Application of the new treatment technology to petroleum sludge requires information on the nature and characteristics of the sludge that will be use to optimize the treatment system. In this investigation, petroleum sludge obtained from Petronas Melaka was characterized for its physical and chemical features. Proximate and ultimate analysis as well as determination of elemental composition were carried out. The sludge was found to contain high moisture (78.91%), low ash (5.06%), low volatiles (5.52%) and high fixed carbon (10.51%). The sludge has a TOC of 54.48% and HHV of 23.599MJ/kg. Despite the high moisture content, the higher heating value (HHV) is high when compared to literature values.The high value of HHV may be associated with the high fixed carbon, low ash content and high value of TOC.The apparent density of the sludge is slightly lower. Fourteen heavy metals are detected in significant quantities. Proper waste management that will safely dispose the sludge isrequired. The waste disposal technique should take into cognizant the possibility of leaching of heavy metals into ground water on one hand and the gasification of lighter ones as exhaust gas on the other.
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Industrial symbiosis principles, reprized in industrial ecology definition, are recently embraced by circular economy concept as the basis for characterization of cradle-to-cradle approach, with particular interest on global markets with growing environmental issues such as food sector. This paper investigates a potential innovative pattern of recycling food waste from cruise ships for use as feed in aquaculture, in terms of environmental sustainability. Comparative Life Cycle Assessment is used to evaluate the possible potential benefits of replacing conventional formulations of feed mix for salmon with food waste, generated and processed onboard a vessel where turbo-drying technology has been tested as a case study. A set of three indices, otherwise possible stand-alone indicators, is selected to measure global warming potential, non-renewable cumulative energy demand, and water scarcity index. The basis for comparison is represented by a typical commercial feed product for aquaculture in Norway and UK. A conventional feed formulation shows higher life cycle burdens for the whole set of indicators, with respect to the analysed case study. In particular, traditional feed product in UK shows the worst performance in terms of carbon footprint and non-renewable energy demand, whilst the Norwegian traditional mix is source of the highest impact for water scarcity. The investigation of supply chains results particularly relevant for highlighting that bottle-necks are not univocal for the different impact categories. For instance, when conventional mix in Norway is analysed from a water footprint perspective, crop-derived products result to be more influent than fish-derived ones, unlike for carbon and energy indicators.
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This paper provides an analysis of the distribution patterns of marine biodiversity and summarizes the major activities of the Census of Marine Life program in the Caribbean region. The coastal Caribbean region is a large marine ecosystem (LME) characterized by coral reefs, mangroves, and seagrasses, but including other environments, such as sandy beaches and rocky shores. These tropical ecosystems incorporate a high diversity of associated flora and fauna, and the nations that border the Caribbean collectively encompass a major global marine biodiversity hot spot. We analyze the state of knowledge of marine biodiversity based on the geographic distribution of georeferenced species records and regional taxonomic lists. A total of 12,046 marine species are reported in this paper for the Caribbean region. These include representatives from 31 animal phyla, two plant phyla, one group of Chromista, and three groups of Protoctista. Sampling effort has been greatest in shallow, nearshore waters, where there is relatively good coverage of species records; offshore and deep environments have been less studied. Additionally, we found that the currently accepted classification of marine ecoregions of the Caribbean did not apply for the benthic distributions of five relatively well known taxonomic groups. Coastal species richness tends to concentrate along the Antillean arc (Cuba to the southernmost Antilles) and the northern coast of South America (Venezuela-Colombia), while no pattern can be observed in the deep sea with the available data. Several factors make it impossible to determine the extent to which these distribution patterns accurately reflect the true situation for marine biodiversity in general: (1) highly localized concentrations of collecting effort and a lack of collecting in many areas and ecosystems, (2) high variability among collecting methods, (3) limited taxonomic expertise for many groups, and (4) differing levels of activity in the study of different taxa.
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A relative risk assessment of biosolids disposal alternatives for cruise ships is presented in this paper. The area of study encompasses islands and marine waters of the Caribbean Sea. The objective was to evaluate relative human health and ecological risks of (a) dewatering/incineration, (b) landing the solids for disposal, considering that in some countries land-disposed solids might be discharged in the near-shore environment untreated, and (c) deep ocean disposal. Input to the Bayesian assessment consisted of professional judgment based on available literature and modeling information, data on constituent concentrations in cruise ship biosolids, and simulations of constituent concentrations in Caribbean waters assuming ocean disposal. Results indicate that human health and ecological risks associated with land disposal and shallow ocean disposal are higher than those of the deep ocean disposal and incineration. For incineration, predicted ecological impacts were lower relative to deep ocean disposal before considering potential impacts of carbon emissions.
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Recently coastal tourism has increased dashingly; however, it has negatively affected environmental, social and cultural sustainability. Algarve is the most visited tourist attraction in Portugal with a large number of beautiful beaches. Due to negative tourism impacts and climate change, coastal tourism management tools need to be assessed and implemented. Most beach areas have the dual mandate of conserving natural resources and providing opportunities for recreation and tourism. This paper aims to develop a methodology for sustainable beach management. An urban, rural, resort and remote beach type were chosen as case studies. The proposed methodology for assessing beach quality and effective beach management consisted of three parts: initially, SWOT analysis was performed, where overcrowding, coastal urbanization, ecosystem degradation and coastal erosion due to sea level rising emerged as main future threats. Beach quality evaluation was assessed using the Bath Area Registration and Evaluation (BARE) method. Face-to-face interviews were conducted to get the beach visitor's opinions. An Importance-performance (I-P) analysis has been applied to identify the service quality gap and the most appropriate actions to improve beach management. For most of the beach attributes, satisfaction exceeded importance, and hence no management attention was needed. Exceptions were the condition of litter facilities, public toilets, showers and associated footpaths, the use of renewable energy, and the presence of litter in sand and vegetation health. For these, satisfaction was lower than importance, suggesting management attention is needed. The combined methodology allowed to identify beach management priorities resulting in enhanced visitors' experiences and protecting the natural environment.
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This paper focuses on the mechanism of interaction among the strategic choices of a shore power system including government, port enterprises, and liner companies. Based on an evolutionary game model, the influence of shore power implementation on the evolutionarily stable strategies (ESS) of the multiple stakeholders is discussed. The observations show that whatever stage they are in and whatever their initial strategies are, the government always chooses to use incentives, port enterprises prefer to implement shore power, and liner companies choose to modify shore power facilities. Furthermore, the initial strategy of government has a significant influence on the strategic evolution of port enterprises and liner companies. Beyond that, the higher the policy cost and the bigger the social benefits of implementing shore power without government incentives, the sooner the government will move to the “non-incentive” strategy.
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We assessed the standing stock of litter in a coastal Balinese village in terrestrial habitats and on an adjacent beach. Densities ranged from 1633 items 1000 m⁻² at a local tourist attraction (waterfall) to 8389 items 1000 m⁻² on the beach. Plastic food packaging (17.2%) and cigarette butts (15.0%) were the most prevalent items: some sites also contained high densities of items that reflected local usage (e.g. fishing line, nets, ropes in the fishing preparation area). High-value plastic items (bottles and drink cups) were uncommon reflecting low usage rates within the village as well as local recycling efforts. There was a mismatch between the proportions of items in terrestrial habitats and beaches indicating differential transport processes (especially for cigarette butts and foamed plastics). These data provide a baseline against which to prioritise, and monitor the success of, future management intervention including the installation of small, plastic recycling machines (Shruders).
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The issue of seafood waste has been gaining attention globally due to the increasing demand for seafood, its negative impacts on the environment, and its implications for marine conservation and policy. This study examined seafood waste in Namibia, a country with a large commercial fishing industry but limited baseline data on seafood waste. To gain insight into seafood wastage and waste management practices, structured interviews were conducted with production managers at various onshore seafood processing facilities in Namibia repre-senting about 62% of the onshore seafood processing facilities in Namibia. Some of these companies also process at sea aboard fishing vessels, so we obtained information on offshore processing methods as well to better un-derstand seafood wastage from seafood processing in Namibia. Total landings data for commercially exploited species were also analysed and converted to total catch weight to quantify seafood wastage. The majority (52.6%) of the surveyed processing facilities process hake as their target species. Monkfish processing facilities were found to have the highest proportion of waste (65.5%). Seafood processing facilities generated approxi-mately 71 176.13 t (15.2%) of waste per weight of landed products in 2018. Gonads and heads of fish were the most common parts which were not processed into value-added products and were hence the main contributors as seafood waste. Survey results indicated that the bulk of Namibian seafood processing facilities (63.2%) do not process their seafood waste. Reasons for not processing seafood waste in Namibia include prolonged fishing days, especially on freezer vessels that spent 40 days at sea on average and process the catches at sea; inadequate storage facilities aboard the fishing vessels; lack of seafood waste processing equipment and expertise at both onshore and offshore facilities; and limited demand for products that would be generated from seafood waste. This study provides insight into seafood wastage in Namibia, particularly quantities of wastage and waste composition, as well as reasons for seafood waste generation.
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Here we report over possible optimizations onboard cruise ships in the management of glass, paper and cellulosic waste, ranging from simple rationalization of the materials' use (for glass and paper) to the recovery of some of the energy embedded in paper and other cellulosic waste. This latter option is investigated considering two possibilities: i) the recovery of thermal energy from incinerator's flue gas by means of an absorption plant, ii) the production of syngas to be directly fed to the ship engines. For each option, we calculated the achievable benefits in terms of reduced fuel consumption, avoided CO2 emissions and cost savings (evaluated on the basis of the avoided fuel consumption). Finally, on the basis of the previously calculated benefits, we defined three different scenarios, each including the rationalization of glass and paper waste management, topped by different combinations of thermal energy recovery/syngas production. We then evaluated these scenarios in terms of environmental and economic benefits. This analysis showed that even trivial approaches, as a simple rationalization of paper consumption, can allow consistent advantages over existing waste management policies; moreover, syngas generators for treating cellulosic waste emerged as very effective tools for lowering the environmental impact of modern cruise ships. Joining these two strategies allows notable savings in terms of fuel, CO2 emissions and ship operational costs, and could represent a path for sizably reducing the environmental footprint of cruise ships.
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Ship wastes are incidentally regulated within the regime of marine pollution and the prevention of ship-source pollution is heavily reliant on the provision of adequate port reception facilities on land. However, the coordination between these facilities and further downstream management operations is still an unresolved issue. This paper examines from a legal perspective the challenges and opportunities related to the management of wastes generated on-board vessels after they are discharged to port reception facilities. Ship wastes are studied from a European Union (EU) law perspective and the author evaluates the integration of ship waste management within wider EU waste legislation and national waste management plans. Keywords: Ship wastes, Port reception facilities, Sea/land interface, Waste management, Directive (EU) 2019/883
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This article presents a literature review of solid waste management on cruise ships using a bibliographic search of the main databases. Articles that discuss waste management were spread over different research areas, demonstrating that the topic is cross-sectional and interconnected, involving social, economic and political considerations. The text is organized into four topics: generation, treatment, disposal and impacts. Recent years have seen increasing interest in cruise ship waste management, likely due to the growing tourism market, with an annual increase of 7.4% in the number of passengers between 1990 and 2018. However, this growth may aggravate environmental, social and economic impacts, making it essential to promote research and studies in the area.
Chapter
Discharges and emissions from shipping can be reduced through different technical measures, many of which apply similar principles, e.g., filtration or absorption. Ballast water treatment systems can be used to limit the spread of invasive species. Selective catalytic reduction units and exhaust gas recirculation can be used to reduce nitrogen oxide emissions, and scrubbers and diesel particulate filters can be used to reduce sulphur dioxide and particle emissions . The restoration or remediation of natural environments may also be required after large oil spills. Possible remediation methods include booms, mechanical techniques and dispersant chemicals. These and several additional technical measures to reduce discharges and emissions are described in this chapter, including measures to reduce the impact of the infrastructure related to the shipping industry.
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Purpose The purpose of this paper is to provide a commentary on the sustainability reports published by the two market leaders in ocean cruising industry. Design/methodology/approach The paper begins with short reviews of the growing interest in the commitment to corporate sustainability and of the growth and market structure of the ocean cruising industry by way of setting the context for the commentary. This commentary is based on a review of the most recent sustainability reports published by the two leading ocean cruising companies which account for almost 75 per cent of total industry revenues. Findings The findings of the paper reveal that the two major ocean cruising companies, namely, Carnival Corporation and Royal Caribbean Cruises, published extensive sustainability reports covering a wide range of environmental, social, economic and governance issues. The other leading ocean cruising companies posted limited information on their approach to sustainability on their corporate websites and some posted no information on sustainability. However, the authors suggest that given that the two major cruising companies account for 70 per cent of ocean cruising passengers, the industry compares favourably in its sustainability reporting with other players in the hospitality industry and the service sector. That said, the authors also suggest that approaches to sustainability within the cruising industry, which are based on continuing growth, present testing management challenges for the leading cruising companies. Originality/value The paper provides an accessible commentary on current approaches to sustainability in the ocean cruising industry, and as such, it will interest professionals working in the cruise industry and more generally in the hospitality industry as well as academics and students interested in hospitality management and sustainability.
Article
The aim of this research note paper is to offer an exploratory review of the extent to which the leading ocean cruise companies are publicly addressing and reporting on their sustainability strategies and achievements and to offer some reflections on sustainability within the cruise industry. The paper begins with an outline of cruising and the cruising industry and a short commentary on the sustainability challenges the industry faces. The information on which the paper is based is drawn from the leading cruise companies' corporate web sites. The findings of the paper reveal a marked variation in the extent to which the leading cruise companies publicly report on their sustainability strategies and achievements. While the two leading cruise companies, namely the Carnival Corporation and Royal Caribbean Cruises, published extensive sustainability reports which covered a number of environmental social and economic issues, the other leading cruise companies published very limited information on sustainability. More critically the authors argued that the cruise companies' commitments to sustainability are driven by the search for efficiency gains and are couched within existing business models centred on continuing growth than on maintaining the viability of natural ecosystems and communities. As such the leading UK retailers are, at best, currently pursuing a 'weak' rather than a 'strong' model of sustainability. The paper provides an accessible exploratory review of sustainability reporting in the cruise industry, and it will interest professional working in the cruise industry and more generally in the hospitality industry as well as academics and students interested in public relations, business studies and hospitality management.
Article
The cruise industry is a significant and growing contributor to the U.S. economy, providing more than $32 billion in benefits annually and generating more than 330,000 U.S. jobs, but also making the environmental impacts of its activities an issue to many. Although cruise ships represent a small fraction of the entire shipping industry worldwide, public attention to their environmental impacts comes in part from the fact that cruise ships are highly visible and in part because of the industry's desire to promote a positive image. Cruise ships carrying several thousand passengers and crew have been compared to ?floating cities,? and the volume of wastes that they produce is comparably large, consisting of sewage; wastewater from sinks, showers, and galleys (graywater); hazardous wastes; solid waste; oilybilge water; ballast water; and air pollution. The waste streams generated by cruise ships are governed by a number of international protocols (especially MARPOL) and U.S. domestic laws (including the Clean Water Act and the Act to Prevent Pollution from Ships), regulations, and standards, but there is no single law or rule. Some cruise ship waste streams appear to be well regulated, such as solid wastes (garbage and plastics) and bilge water. But there is overlap of some areas, and there are gaps in others. Some, such as graywater and ballast water, are not regulated (except in the Great Lakes), and concern is increasing about the impacts of these discharges on public health and the environment. In other areas, regulations apply, but critics argue that they are not stringent enough to address the problem-for example, with respect to standards for sewage discharges. Environmental advocates have raised concerns about the adequacy of existing laws for managing these wastes, and they contend that enforcement is weak. In 2000, Congress enacted legislation restricting cruise ship discharges in U.S. navigable waters within the state of Alaska. California, Alaska, and Maine have enacted state-specific laws concerning cruise ship pollution, and a few other states have entered into voluntary agreements with industry to address management of cruise ship discharges. Meanwhile, the cruise industry has voluntarily undertaken initiatives to improve pollution prevention, by adopting waste management guidelines and procedures and researching new technologies. Concerns about cruise ship pollution raise issues for Congress in three broad areas: adequacy of laws and regulations, research needs, and oversight and enforcement of existing requirements. Legislation to regulate cruise ship discharges of sewage, graywater, and bilge water nationally has been introduced in the 111th Congress (H.R. 3888 and S. 1820). This chapterdescribes the several types of waste streams that cruise ships may discharge and emit. It identifies the complex body of international and domestic laws that address pollution from cruise ships. It then describes federal and state legislative activity concerning cruise ships in Alaskan waters and activities in a few other states, as well as current industry initiatives to manage cruise ship pollution. Issues for Congress are discussed.
Article
Loss of recoverable resources in linear resource flow systems is likely to contribute to the depletion of natural resources and environmental degradation. The 'waste hierarchy' in the European Commission's latest Waste Framework Directive 2008/98/EC (WFD2008) makes recommendations on how to address this issue. The WFD2008 is analysed in this work for its adequacy in ensuring return of 'recoverable waste' as a 'resource' into the productive system. Despite the release of guidance documents by the DG Environment, DEFRA and WRAP UK on the interpretation of key provisions of the WFD2008, lack of clarity still exists around the WFD2008 'waste hierarchy'. There is also an overlap between measures such as 'prevention' and 'reduction', 'preparing for reuse' and 'reuse' and lack of clarity on why the measure of 'reuse' is included in the WFD2008 definition of 'prevention'. Finally, absence of the measures of 'recovery' and 'reuse' from the WFD2008 'waste hierarchy' reduces its effectiveness as a resource efficiency tool. Without clarity on the WFD2008 'waste hierarchy', it is challenging for decision makers to take direct action to address inefficiencies existing within their operations or supply chains. This paper proposes the development of an alternative 'hierarchy of resource use' and alternative 'definitions' that attempt to fill identified gaps in the WFD2008 and bring clarity to the key measures of waste prevention, reduction and recovery. This would help the key stakeholders in driving resource effectiveness, which in turn would assist in conservation of natural resources and prevention of environmental degradation. Full text available on the link below: http://www.sciencedirect.com/science/article/pii/S0956053X15000902 Copyright © 2015 Elsevier Ltd. All rights reserved.
Article
The electrochemical oil/water demulsification and purification of bilge water were investigated using Pt/Ir electrodes in a batch electrochemical reactor. Bilge water is a corrosive mixture of seawater containing a variety of constituents including cleaning agents, solvents, fuel, lubricating oils and hydraulic oils. It is resulted mainly by the leakage from the machinery and fresh water washdowns, which are allowed to drain to the lowest inner part of the ship's hull. In this study, the influence of operating parameters as bilge water composition, seawater/fresh water composition, current density, and reaction temperature on the removal efficiency of COD, oil/grease and turbidity was analyzed. Experimental results were optimized using response surface methodology in order to maximize the removal rates while minimizing current density and mean energy consumption. The optimized conditions under specified constraints were obtained for the highest desirability at 100% bilge water composition (CODo = 3080 mg/L), 50/50% seawater/fresh water composition, 12.8 mA/cm2 current density and 32 °C reaction temperature. Kinetic studies resulted in first order overall electrochemical conversion rate of pollutants based on COD concentration with the activation energy of 26.2 kJ/mol.
Article
Cruise ships represent less than 1% of the global merchant fleet yet it has been estimated that they are responsible for 25% of all waste generated by merchant vessels. This volume of waste produces pressures on the environment, particularly with respect to ship-generated waste disposal at home ports and ports of call. Southampton, home port for both Cunard and P&O, and a port of call for Royal Caribbean Cruises, is the focus of this study. This paper investigates current waste management and disposal options for cruise ship generated waste and the associated impacts of this waste for ports. It is concluded that all cruise vessels should vigorously pursue a waste reduction strategy and for ports to provide adequate recycling, reduction and re-use facilities for cruise ship generated waste, optimising use of local facilities whenever possible.
Article
Sea ports and the related maritime activities (e.g. shipping, shipbuilding, etc.) are one of the main driver of Europe's growth, jobs, competitiveness and prosperity. The continuously growth of shipping sectors has however introduced some environmental concerns, particularly with respect to ship-generated waste management. The port of Koper, one of the major ports on the northern Adriatic Coast, is the focus of this study. In this paper, a life cycle assessment was performed to identify and quantify the environmental impacts caused by the ship-generated waste management of port of Koper. Carcinogens substance (e.g. dioxins) and inorganic emissions, especially heavy metals, resulted to be the most critical environmental issues, while the fossil fuels consumption is reduced by recovery of ship-generated oils. Moreover, the final treatment of ship waste was found to be critical phase of the management, and the landfill have a significant contribute to the overall environmental load. These results can be useful in the identification of the best practices and in the implementation of waste management plans in ports.
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