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Published since 1951, Lloyd's Maritime Atlas is the oldest and most respected atlas in the shipping industry. A comprehensive reference for locating the world's busiest ports and shipping places, this new edition has been fully updated and enhanced with brand new maps and features to alleviate the demands on today's busy shipping professional.

Deep learning has attracted increasing attention across a number of disciplines in recent years. In the field of remote sensing, ship detection based on deep learning for synthetic aperture radar (SAR) imagery is replacing traditional methods as a mainstream research method. The multiple scales of ship objects make the detection of ship targets a challenging task in SAR images. This paper proposes a new methodology for better detection of multi-scale ship objects in SAR images, which is based on YOLOv5 with a small model size (YOLOv5s), namely the multi-scale ship detection network (MSSDNet). We construct two modules in MSSDNet: the CSPMRes2 (Cross Stage Partial network with Modified Res2Net) module for improving feature representation capability and the FC-FPN (Feature Pyramid Network with Fusion Coefficients) module for fusing feature maps adaptively. Firstly, the CSPMRes2 module introduces modified Res2Net (MRes2) with a coordinate attention module (CAM) for multi-scale features extraction in scale dimension, then the CSPMRes2 module will be used as a basic module in the depth dimension of the MSSDNet backbone. Thus, our backbone of MSSDNet has the capabilities of features extraction in both depth and scale dimensions. In the FC-FPN module, we set a learnable fusion coefficient for each feature map participating in fusion, which helps the FC-FPN module choose the best features to fuse for multi-scale objects detection tasks. After the feature fusion, we pass the output through the CSPMRes2 module for better feature representation. The performance evaluation for this study is conducted using an RTX2080Ti GPU, and two different datasets: SSDD and SARShip are used. These experiments on SSDD and SARShip datasets confirm that MSSDNet leads to superior multi-scale ship detection compared with the state-of-the-art methods. Moreover, in comparisons of network model size and inference time, our MSSDNet also has huge advantages with related methods.

The mandate of the Task Force Hemispheric Transport of Air Pollution (TF HTAP) under the Convention on Long-Range Transboundary Air Pollution (CLRTAP) is to improve the scientific understanding of the intercontinental air pollution transport, to quantify impacts on human health, vegetation and climate, to identify emission mitigation options across the regions of the Northern Hemisphere, and to guide future policies on these aspects. The harmonization and improvement of regional emission inventories is imperative to obtain consolidated estimates on the formation of global-scale air pollution. An emissions data set has been constructed using regional emission grid maps (annual and monthly) for SO2, NOx, CO, NMVOC, NH3, PM10, PM2.5, BC and OC for the years 2008 and 2010, with the purpose of providing consistent information to global and regional scale modelling efforts. This compilation of different regional gridded inventories – including that of the Environmental Protection Agency (EPA) for USA, the EPA and Environment Canada (for Canada), the European Monitoring and Evaluation Programme (EMEP) and Netherlands Organisation for Applied Scientific Research (TNO) for Europe, and the Model Inter-comparison Study for Asia (MICS-Asia III) for China, India and other Asian countries – was gap-filled with the emission grid maps of the Emissions Database for Global Atmospheric Research (EDGARv4.3) for the rest of the world (mainly South America, Africa, Russia and Oceania). Emissions from seven main categories of human activities (power, industry, residential, agriculture, ground transport, aviation and shipping) were estimated and spatially distributed on a common grid of 0.1° × 0.1° longitude-latitude, to yield monthly, global, sector-specific grid maps for each substance and year. The HTAP_v2.2 air pollutant grid maps are considered to combine latest available regional information within a complete global data set. The disaggregation by sectors, high spatial and temporal resolution and detailed information on the data sources and references used will provide the user the required transparency. Because HTAP_v2.2 contains primarily official and/or widely used regional emission grid maps, it can be recommended as a global baseline emission inventory, which is regionally accepted as a reference and from which different scenarios assessing emission reduction policies at a global scale could start. An analysis of country-specific implied emission factors shows a large difference between industrialised countries and developing countries for acidifying gaseous air pollutant emissions (SO2 and NOx) from the energy and industry sectors. This is not observed for the particulate matter emissions (PM10, PM2.5), which show large differences between countries in the residential sector instead. The per capita emissions of all world countries, classified from low to high income, reveal an increase in level and in variation for gaseous acidifying pollutants, but not for aerosols. For aerosols, an opposite trend is apparent with higher per capita emissions of particulate matter for low income countries.

Global anthropogenic emission inventories remain vital for understanding the sources of atmospheric pollution and the associated impacts on the environment, human health, and society. Rapid changes in today's society require that these inventories provide contemporary estimates of multiple atmospheric pollutants with both source sector and fuel type information to understand and effectively mitigate future impacts. To fill this need, we have updated the open-source Community Emissions Data System (CEDS) (Hoesly et al., 2019) to develop a new global emission inventory, CEDSGBD-MAPS. This inventory includes emissions of seven key atmospheric pollutants (NOx; CO; SO2; NH3; non-methane volatile organic compounds, NMVOCs; black carbon, BC; organic carbon, OC) over the time period from 1970–2017 and reports annual country-total emissions as a function of 11 anthropogenic sectors (agriculture; energy generation; industrial processes; on-road and non-road transportation; separate residential, commercial, and other sectors (RCO); waste; solvent use; and international shipping) and four fuel categories (total coal, solid biofuel, the sum of liquid-fuel and natural-gas combustion, and remaining process-level emissions). The CEDSGBD-MAPS inventory additionally includes monthly global gridded (0.5∘ × 0.5∘) emission fluxes for each compound, sector, and fuel type to facilitate their use in earth system models. CEDSGBD-MAPS utilizes updated activity data, updates to the core CEDS default scaling procedure, and modifications to the final procedures for emissions gridding and aggregation. Relative to the previous CEDS inventory (Hoesly et al., 2018), these updates extend the emission estimates from 2014 to 2017 and improve the overall agreement between CEDS and two widely used global bottom-up emission inventories. The CEDSGBD-MAPS inventory provides the most contemporary global emission estimates to date for these key atmospheric pollutants and is the first to provide global estimates for these species as a function of multiple fuel types and source sectors. Dominant sources of global NOx and SO2 emissions in 2017 include the combustion of oil, gas, and coal in the energy and industry sectors as well as on-road transportation and international shipping for NOx. Dominant sources of global CO emissions in 2017 include on-road transportation and residential biofuel combustion. Dominant global sources of carbonaceous aerosol in 2017 include residential biofuel combustion, on-road transportation (BC only), and emissions from the waste sector. Global emissions of NOx, SO2, CO, BC, and OC all peak in 2012 or earlier, with more recent emission reductions driven by large changes in emissions from China, North America, and Europe. In contrast, global emissions of NH3 and NMVOCs continuously increase between 1970 and 2017, with agriculture as a major source of global NH3 emissions and solvent use, energy, residential, and the on-road transport sectors as major sources of global NMVOCs. Due to similar development methods and underlying datasets, the CEDSGBD-MAPS emissions are expected to have consistent sources of uncertainty as other bottom-up inventories. The CEDSGBD-MAPS source code is publicly available online through GitHub: https://github.com/emcduffie/CEDS/tree/CEDS_GBD-MAPS (last access: 1 December 2020). The CEDSGBD-MAPS emission inventory dataset (both annual country-total and monthly global gridded files) is publicly available under https://doi.org/10.5281/zenodo.3754964 (McDuffie et al., 2020c).

Underwater sound mapping is increasingly being used as a tool for monitoring and managing noise pollution from shipping in the marine environment. Sound maps typically rely on tracking data from the Automated Information System (AIS), but information available from AIS is limited and not easily related to vessel noise emissions. Thus, robust sound mapping tools not only require accurate models for estimating source levels for large numbers of marine vessels, but also an objective assessment of their uncertainties. As part of the Joint Monitoring Programme for Ambient Noise in the North Sea (JOMOPANS) project, a widely used reference spectrum model (RANDI 3.1) was validated against statistics of monopole ship source level measurements from the Vancouver Fraser Port Authority-led Enhancing Cetacean Habitat and Observation (ECHO) Program. These validation comparisons resulted in a new reference spectrum model (the JOMOPANS-ECHO source level model) that retains the power-law dependence on speed and length but incorporates class-specific reference speeds and new spectrum coefficients. The new reference spectrum model calculates the ship source level spectrum, in decidecade bands, as a function of frequency, speed, length, and AIS ship type. The statistical uncertainty (standard deviation of the deviation between model and measurement) in the predicted source level spectra of the new model is estimated to be 6 dB.

This paper presents a state-of-the-art anthropogenic emission inventory developed for the European domain for an 18-year time series (2000–2017) at a 0.05∘ × 0.1∘ grid resolution, specifically designed to support air quality modelling. The main air pollutants are included: NOx, SO2, non-methane volatile organic compounds (NMVOCs), NH3, CO, PM10 and PM2.5, and also CH4. To stay as close as possible to the emissions as officially reported and used in policy assessment, the inventory uses the officially reported emission data by European countries to the UN Framework Convention on Climate Change, the Convention on Long-Range Transboundary Air Pollution and the EU National Emission Ceilings Directive as the basis where possible. Where deemed necessary because of errors, incompleteness or inconsistencies, these are replaced with or complemented by other emission data, most notably the estimates included in the Greenhouse gas Air pollution Interaction and Synergies (GAINS) model. Emissions are collected at the high sectoral level, distinguishing around 250 different sector–fuel combinations, whereafter a consistent spatial distribution is applied for Europe. A specific proxy is selected for each of the sector–fuel combinations, pollutants and years. Point source emissions are largely based on reported facility-level emissions, complemented by other sources of point source data for power plants. For specific sources, the resulting emission data were replaced with other datasets. Emissions from shipping (both inland and at sea) are based on the results from a separate shipping emission model where emissions are based on actual ship movement data, and agricultural waste burning emissions are based on satellite observations. The resulting spatially distributed emissions are evaluated against earlier versions of the dataset as well as against alternative emission estimates, which reveals specific discrepancies in some cases. Along with the resulting annual emission maps, profiles for splitting particulate matter (PM) and NMVOCs into individual components are provided, as well as information on the height profile by sector and temporal disaggregation down to the hourly level to support modelling activities. Annual grid maps are available in csv and NetCDF format (https://doi.org/10.24380/0vzb-a387, Kuenen et al., 2021).

Significant ecosystem changes in the Gulf of St. Lawrence (GSL), Canada, have had far-reaching effects at all trophic levels. The abundance of fin whales Balaenoptera physalus has declined significantly in the northern GSL over the past decade. This study aimed to test the hypothesis that the observed decline was correlated to changing environmental conditions. Cetacean sightings data from 292 surveys, resulting in 2986 fin whale encounters from 2007 to 2013, were used to fit 2 separate generalised additive models in terms of (1) bathymetric and oceanographic variables (the proxy model) and (2) modelled krill biomass (the prey model). The concept of ‘handling time’ was introduced to correct for time off search effort, applicable to other studies relying on opportunistically sampled data. While a positive correlation between krill biomass and fin whale numbers was found, the performance of the proxy model (24.2% deviance explained) was overall better than the prey model (11.8%). Annual predictive maps derived from the final proxy model highlighted 2 key areas with recurrently high relative fin whale abundance and a significant overlap with shipping lanes. While both models provided evidence for an annual decline in relative fin whale abundance, static bathymetric features were the most important predictors of habitat use, and no correlation between dynamic variables and the decline was found. High resolution prey data and a better understanding of the feeding ecology of fin whales are proposed to further investigate the predator–prey relationship and decline of fin whales in the GSL.

New shipping routes have been proposed to be more efficient than conventional routes, resulting in huge commercial opportunities, while reducing shipping costs and formidable technological challenges. However, few earlier studies have examined the resilience of container lines to evolving shipping networks and new routes. This study thus discusses the important factors affecting operational resilience of container lines and assesses their performance through a fuzzy cognitive map: a semi-quantitative simulation framework which considers interdependencies among factors. The Europe-Far East (E/F) routes are employed as empirical cases, and then the resilience of container lines using the Arctic shipping route, the Thai Kra Canal and the traditional Suez route are simulated and compared. Results indicate that E/F route carriers can improve their operational resilience through a possible future Kra Canal in Thailand, but this would not be the case with Arctic shipping because of the worsening of navigational incidents and other operational deficiencies.

Automatic ship detection in SAR images plays an essential role in both military and civilian fields. However, most of the existing deep learning detection methods introduce complex models and huge calculations while improving the detection accuracy, which is not conducive to the application of real-time ship detection. To solve this problem, an efficient lightweight network YOLO-Lite is proposed for SAR ship detection in this paper. First, a lightweight feature enhancement backbone (LFEBNet) is designed to reduce the amount of calculation. Additionally, a channel and position enhancement attention (CPEA) module is constructed and embedded into the backbone network to more accurately locate the target location by capturing the positional information. Second, an enhanced spatial pyramid pooling (EnSPP) module is customized to enhance the expression ability of features and address the position information loss of small SAR ships in high-level features. Third, we construct an effective multi-scale feature fusion network (MFFNet) with two feature fusion channels to obtain feature maps with more position and semantic information. Furthermore, a novel confidence loss function is proposed to effectively improve the SAR ship target detection accuracy. Extensive experiments on SSDD and SAR ship datasets verify the effectiveness of our YOLO-Lite, which can not only accurately detect SAR ships in different backgrounds but can also realize a lightweight architecture with low computation cost.

Mapping global shipping density, including vessel density and traffic density, is important to reveal the distribution of ships and traffic. The Automatic Identification System (AIS) is an automatic reporting system widely installed on ships initially for collision avoidance by reporting their kinematic and identity information continuously. An algorithm was created to account for errors in the data when ship tracks seem to ‘jump’ large distances, an artefact resulting from the use of duplicate identities. The shipping density maps, including the vessel and traffic density maps, as well as AIS receiving frequency maps, were derived based on around 20 billion distinct records during the period from August 2012 to April 2015. Map outputs were created in three different spatial resolutions: 1° latitude by 1° longitude, 10 minutes latitude by 10 minutes longitude, and 1 minute latitude by 1 minute longitude. The results show that it takes only 56 hours to process these records to derive the density maps, 1·7 hours per month on average, including data retrieval, computation and updating of the database.