The term “sea waste” generally refers to any solid, liquid, or gaseous material or substance that is discarded, disposed of, or abandoned in the ocean, sea, or any other body of salty water, such as a lagoon, etc. This includes waste generated by human activities on land that makes its way into the ocean, as well as waste generated by ships and other vessels at sea. Examples of sea waste include plastic debris, chemicals and toxic substances, oil spills, sewage, and other forms of pollution. These pollutants can harm marine ecosystems, endanger marine life, and impact human health and wellbeing. Efforts are being made by governments, organizations, researchers, and individuals to reduce the amount of sea waste generated, and to clean up existing waste in the ocean. Less attention is usually paid to waste materials of natural origin as they are considered (sometimes wrongly) to be less critical; an example is the tons of organic and inorganic material of natural origin that wash up on the beaches daily and must be landfilled or incinerated. The present paper intends to provide an updated review of research experiences and engineering solutions that are able to offer a second life to natural (biological) sea waste by incorporating it into the creation of new, more sustainable materials, and especially composites.

Shipping represents a significant source of diesel emissions, which affects global climate, air quality and human health. As a solution to this problem, biodiesel could be used as marine fuel, which could help in reducing the negative...

The analysis of cruise ships is focusing on port areas where they may represent a significant source of anthropogenic emissions. In order to determine the correlation between cruise ship activities (hoteling and maneuvering) in ports with the ambient concentration of pollutants associated with marine diesel fuel combustion, the low-cost sensors are finding their market share due to lower prices compared to the referent ones. In this study, a network of four low-cost PM sensors was used to determine the correlation between ambient PM_2.5 and PM₁₀ mass concentrations with cruise ship activities in the Kotor Bay area during 27 days in the peak summer season, with a 10-min resolution. Recorded data and the Openair model were used to investigate the potential relationship between cruise ship operations and temporal fluctuations in PM concentrations in the ambient air. Additionally, an Tier 3 methodology developed through the European Monitoring and Evaluation Programme of the European Environmental Agency (EMEP/EEA) was applied in order to estimate the total cruise ship PM emissions. The study has shown that weather conditions play a significant role in local PM concentrations, so that, with predominant ENE wind directions, the west side of the Bay experienced on average higher concentrations of both PM_2.5 and PM₁₀. Rain precipitation and higher winds tend to decrease rapidly ambient PM concentrations. Higher PM levels are associated mainly with lower wind speeds and the inflows from neighboring berths/anchorages. During the maneuvering (arrival and departure) of cruise ships, higher spikes in PM values were detected, being more visible for PM₁₀ than PM_2.5. A significant correlation between daily average PM concentrations and cruise ships’ daily estimated PM emission was not found. As a result, higher temporal resolution demonstrated a stronger correlation.

This research explores the potential introduction of marine waste-derived biological fillers within bio-epoxy matrices to mitigate the environmental impact of traditional materials, like fiberglass, in boat construction. However, this raises concerns about biofouling and degradation, issues that have not been extensively investigated in composites, especially over a time frame representative of issues that could arise during service. Although protective solutions like biocides and specific coatings exist, degradation remains challenging when attempting to use eco-friendly natural fillers. This study specifically integrates various biological fillers, namely ceramics (mussel, oyster, clam powder) or ligno-cellulosic (i.e., Posidonia oceanica fibers) into epoxy for use in some boat components (bench seats for the bridge deck), aiming to evaluate the biofouling process under extreme (or decommissioning) conditions. In itself, epoxy does represent an ideal enclosing matrix for biomass waste, which ideally needs to be introduced in significant amounts. The development of biofouling in the specific context of Kotor’s Bay, Montenegro, for a duration of six months, and relevant composite degradation were examined. In particular, three situations were reproduced by positioning the samples in a harbor environment: (i) on the bottom of the sea (2 m. depth), (ii) immersed just below the surface (0.5 m. depth), and (iii) on the splashing surface (pier). The concerns identified appear generally limited in the case of the envisaged application, despite some significant wear effect in the case of the samples containing Posidonia. However, this study also offers information and caveats in terms of more ambitious prospective applications (e.g., the boat hull structure).

Bio-epoxy composites were fabricated by casting a resin–hardener–filler mixture into 3D-printed molds, using different sea-originated secondary raw materials: mussel shell powder (MSP) (63–83 μm) and Posidonia oceanica short fibers (POF) (1–2 mm). Monofiller composites were prepared with 5 or 10 wt.% MSP, or 5 or 10 wt.% POF. Hybrid formulations were also produced, containing both MSP and POF in two combinations, where the total amount of filler again summed up at 10 wt.%. A subset of the samples was conditioned by immersion in a 35 ‰ NaCl solution reproducing seawater composition until saturation was reached. Characterization was carried out on unconditioned and conditioned samples by Shore D hardness and Charpy impact tests while performing three-point flexural loading only on unconditioned ones. Fracture morphology was also investigated. Adding MSP slightly enhanced resin hardness, whereas impact absorption exhibited, to a variable extent, a two-phase behavior, reproducing crack initiation and propagation. The MSP6-POF4 hybrid configuration provided the greatest improvement in absorbed energy (25–30% higher), which was retained after conditioning. The introduction of fillers, first separately, then in combination, resulted in a reduction in flexural strength to a similar extent for all unconditioned configurations. Finally, composite panels containing 10 wt.% MSP, 10 wt.% POF, and a 6MSP–4POF hybrid formulation, intended for prospective boat deck applications, were fabricated and compared with neat bio-epoxy, showing satisfactory consolidation. Density and post-molding dimensional shrinkage were measured on the panels.