## 4 Conclusions
Italy can draw upon the experiences of the existing ECAs in North America and the Caribbean, where black carbon is covered, and in the North Sea and Baltic Sea regions, where black carbon is not covered, but where nitrogen oxide is being added to sulphur oxide. Given the regional sensitivities to the levels of ships' black carbon emissions in the North and Baltic seas, black carbon may soon be on the agenda for another expansion of the limits on maritime emissions in these ECAs. The Italian national government oversees and coordinates a network of more than 30 local ports through its own domestic regionalized system. As the Italian national government and its regional and local port authorities contemplate the expanding policy agenda, it is important to note the mixture of common and distinctive features of the shipping industry's various'segments'. There are two important features they all have in common: (1) diesel engines are still the predominant engines for ships' propulsion systems and auxiliary electric generators, and (2) significant levels of their emissions occur near coastal population agglomerations and agricultural zones as well as port areas. Such emissions are particularly problematic because of Italy's geographical configuration with so much coastline relative to its territory and population. One simple, effective, and available measure is to require slow steaming everywhere within Italian waters. This could be the beginning of an incremental process of increasing limits on black carbon emissions in Italy's coastal zones. As for ports, harbor-side electric hookups can be installed where electricity from sustainable sources is available. Since the energy policy reforms of 2013, wind, solar, and biofuels have been increasing and coal decreasing. However, because oil and natural gas remain major sources, it will be necessary to assess the sustainable electricity capacity, if any, that is available for each individual port. Such an assessment could draw upon the experience and expertise of other ports and specialized international organizations, particularly the International Ports and Harbors Association, the Climate and Clean Air Coalition, the International Energy Agency the EU and the International Transport Forum (ITF) at the OECD [85]. The Italian government could thus coordinate international and local resources for an Italian port assessment. More generally, the Italian government should update its 2013 policy revisions with a 2021 assessment and plan for the next decade. This could be integrated into Italy's participation in the EU energy and climate plans under development in late 2020. Italy could ensure that maritime black carbon emissions are on the EU agenda for more attention and action. As Italy contemplates its policy options, it is participating in several quite different policymaking arenas. One is the virtually globalized IMO that has two active policy tracks focused on emissions limitations, one concerning the Initial GHG Strategy, with an interim review in 2023, and the other concerning black carbon, with a meeting to decide key issues scheduled for 2021. Since each EU member is separately represented at the IMO, with the EU having 'observer' status, Italy's role as a major shipping country, especially in cruise shipping, puts it in a prominent position. As an EU member, it is in a favorable situation for working with other major EU shipping countries including, France, Spain, the Netherlands, Belgium, Germany, Denmark, Finland and Sweden, plus non-EU Norway and the UK. Collectively, they are powerful proponents of more extensive IMO limitations on shorter schedules. In any case, the two active policymaking tracks at the IMO will require Italy to take positions on emissions regulations in coming months and years, and probably for many years to follow. The agenda will include not only rules about levels of emissions, but also rules and administrative processes about monitoring, reporting, verifying, and enforcing the rules, i.e., MRV&E.