Olympic Coast National Marine Sanctuary Area to be Avoided (ATBA) Education and Monitoring Program

The National Marine Sanctuaries Act (16 U.S.C. 1431, as amended) gives the Secretary of Commerce the authority to designate discrete areas of the marine environment as National Marine Sanctuaries and provides the authority to promulgate regulations to provide for the conservation and management of these marine areas. The waters of the Outer Washington Coast were recognized for their high natural resource and human use values and placed on the National Marine Sanctuary Program Site Evaluation List in 1983. In 1988, Congress directed NOAA to designate the Olympic Coast National Marine Sanctuary (Pub. L. 100-627). The Sanctuary, designated in May 1994, worked with the U.S. Coast Guard to request the International Maritime Organization designate an Area to be Avoided (ATBA) on the Olympic Coast. The IMO defines an ATBA as "a routeing measure comprising an area within defined limits in which either navigation is particularly hazardous or it is exceptionally important to avoid casualties and which should be avoided by all ships, or certain classes of ships" (IMO, 1991). This ATBA was adopted in December 1994 by the Maritime Safety Committee of the IMO, “in order to reduce the risk of marine casualty and resulting pollution and damage to the environment of the Olympic Coast National Marine Sanctuary”, (IMO, 1994). The ATBA went into effect in June 1995 and advises operators of vessels carrying petroleum and/or hazardous materials to maintain a 25-mile buffer from the coast. Since that time, Olympic Coast National Marine Sanctuary (OCNMS) has created an education and monitoring program with the goal of ensuring the successful implementation of the ATBA. The Sanctuary enlisted the aid of the U.S. and Canadian coast guards, and the marine industry to educate mariners about the ATBA and to use existing radar data to monitor compliance. Sanctuary monitoring efforts have targeted education on tank vessels observed transiting the ATBA. OCNMS's monitoring efforts allow quantitative evaluation of this voluntary measure. Finally, the tools developed to monitor the ATBA are also used for the more general purpose of monitoring vessel traffic within the Sanctuary. While the Olympic Coast National Marine Sanctuary does not currently regulate vessel traffic, such regulations are within the scope of the Sanctuary’s Final Environmental Impact Statement/Management Plan. Sanctuary staff participate in ongoing maritime and environmental safety initiatives and continually seek opportunities to mitigate risks from marine shipping.(PDF contains 44 pages.

Evaluation of the Wadden Sea Particularly sensitive Sea Area. On behalf of the Common Wadden Sea Secretariat.

The purpose of this document is to present the high level outcomes for the evaluation of the effectiveness of the Wadden Sea PSSA, seven years after its designation by the IMO. Key changes with regard to IMO and EU shipping policy are identified and described, followed by a review of ‘expert’ opinion focused on the issues relating to PSSAs. The development of an evaluative framework and the resulting findings are introduced and discussed in context. Using existing data against this evaluative framework we conclude that six key elements require action in order to fully describe the efficacy of the designation, and our recommendations to address these concerns are presented.<br/

Oceans governance in the Arctic

Global warming is bringing rapid change to the Arctic. The melting of sea ice and glaciers is increasing faster than scientists predicted even a year ago. Environmental change is forcing legal and economic developments, which in turn will have serious environmental and social consequences. However, the potential for conflict has been greatly exaggerated. The 1982 United Nations Convention on the Law of the Sea (LOS C) has established the international legal regime governing the division of ocean space, sovereign rights over ocean resources, protection of the marine environment and the conduct of activities in and under the Arctic Ocean. Furtherrmore, a number of global environmental and maritime conventions apply to the Arctic. All the land territory, with its resources, is subject to national jurisdiction, as are the maritime zones proceeding seawards to the limits set our in the LOSe. While there is no multilateral political organisation with the power to regulate activities or to take legally binding decisions, there is a cooperative mechanism in the Arctic Council. Once all the maritime boundaries in the Arctic are delimited, the exploitation of resources can begin. However, first, precautionary measures should be adopted to ensure that the environment is protected as much as possible from increases in shipping and fishing as well as oil and gas development. This would require the elaboration of a regional seas agreement for the Arctic, incorporating elements of the Arctic Council, that reiterates the general principles in Part XII of the LOSC as well as those in the UN Fish Stocks Agreement, including the precautionary approach and the ecosystem approach

International Law and Arctic Shipping

The Arctic Ocean is gradually experiencing the effects of globalisation as a result of climate change, ice melt, and the emergence of a range of shipping activity in the sub-Arctic, along the Arctic coast, and within the central Arctic Ocean. While international law has been prominent in any consideration to date of the shipping issues associated with the Northern Sea Route (Northeast Passage) and the Northwest Passage, the development of trans-Arctic shipping and associated new shipping routes throughout various parts of the Arctic have the potential to raise a series of new Arctic international legal issues which have never before considered in an Arctic context. This paper will assess those issues with reference to how the navigational regime under the 1982 United Nations Convention on the Law of the Sea applies in the Arctic and how the freedom of navigation exercised through international straits and the high seas may in an Arctic setting need to be balanced against the legitimate rights and interests of the Arctic littoral states, including indigenous peoples. Solutions to these issues consistent with contemporary international law will be considered, including whether there may be a need to develop distinctive responses to some of these questions

Global Security, Climate Change, and the Arctic

This issue of Swords and Ploughshares examines the complex set of global security challenges that are emerging as a result of warmer temperatures and melting ice in the Arctic region. For policymakers and analysts alike, the contemporary Arctic presents a particularly acute convergence of compelling problems and opportunities related to global security, foreign affairs, climate change, environmentalism, international law, energy economics, and the rights of indigenous populations. The goals of this publication are two-fold: to provide thoughtful analysis of recent developments in the Arctic both from scientific and geopolitical perspectives; and to offer careful and informed assessments of how evolving conditions in the Arctic might impact the broader global security framework and relations between the international actors involved, not to mention the region’s inhabitants and ecosystem. The articles in this issue were contributed by each of four panelists invited by the Program in Arms Control, Disarmament, and International Security (ACDIS), the European Union Center, and the Russian, East European, and Eurasian Center at the University of Illinois to participate in a November 2009 symposium entitled “Global Security, Climate Change, and the Arctic: Implications of an Open Northwest Passage.” The symposium and this publication were supported through grants to the host centers from the European Commission, the US Department of Education (Title VI international education program), and the John D. and Catherine T. MacArthur Foundation.published or submitted for publicationnot peer reviewe

Marine Ship Automatic Identification System (AIS) for Enhanced Coastal Security Capabilities: An Oil Spill Tracking Application

National and international trade via shipping is already significant, and expected to continue increasing rapidly over the next decade. Both more ships and larger ships will contribute to this trade, includingships from countries with less rigorous shipping maintenance and inspection standards than the United States, and less strict pollution monitoring regulations. Changes in ship traffic management protocols have been implemented in recent years in the U.S. to minimize damage to coastlines, particularly near sensitive or protected marine environments. For example, to reduce risk to coastal resources off central California, shipping lanes for larger vessels were moved further offshore to allow for additional response time in case of accidents before such vessels might drift into coastal areas. Similarly, shipsare now routed via specific approach channels when entering Boston Harbor to reduce impacts within adjacent National Marine Sanctuary resources. Several recent high profile cases have occurred where \u27mystery\u27 oil spills were found near shipping channels, but no vessel could be readily identified as their source. These incidents lead to extensive and expensive efforts to attempt to identify the shipsresponsible. As time passes in responding to these incidents, the likelihood of confirming the identity of the ships diminishes. Unfortunately, reports of vessels engaging in illegal oily waste discharge to reduce fees for offloading the waste in port are ongoing. We here discuss use of improved capabilities of near-continuous real-time position location monitoring of shipping traffic using marine AutomaticIdentification Systems (AIS) for ships that would facilitate identification of ships responsible for illegal oily waste discharge. The next phase of the National AIS, N-AIS Increment 2, can supply additional spatial coverage not currently included in the N-AIS Increment 1, which can provide an enhanced capability for monitoring shipping and improving managem- ent of coastal ship traffic and response to pollution incidents. These methods will not only improve response time, but reduce cost of response as well

The economic benefits of public sector provision: A report commissioned by the National Union of Rail, Maritime and Transport Workers into life-line ferry services in the Clyde and Hebrides

No abstract available

Enhancing AIS to Improve Whale-Ship Collision Avoidance and Maritime Security

Whale-ship strikes are of growing worldwide concern due to the steady growth of commercial shipping. Improving the current situation involves the creation of a communication capability allowing whale position information to be estimated and exchanged among vessels and other observation assets. An early example of such a system has been implemented for the shipping lane approaches to the harbor of Boston, Massachusetts where ship traffic transits areas of the Stellwagen Bank National Marine Sanctuary frequently used by whales. It uses the Automated Identification Systems (AIS) technology, currently required for larger vessels but becoming more common in all classes of vessels. However, we believe the default mode of AIS operation will be inadequate to meet the long-term needs of whale-ship collision avoidance, and will likewise fall short of meeting other current and future marine safety and security communication needs. This paper explores the emerging safety and security needs for vessel communications, and considers the consequences of a communication framework supporting asynchronous messaging that can be used to enhance the basic AIS capability. The options we analyze can be pursued within the AIS standardization process, or independently developed with attention to compatibility with existing AIS systems. Examples are discussed for minimizing ship interactions with Humpback Whales and endangered North Atlantic Right Whales on the east coast, and North Pacific Right Whales, Bowhead Whales, Humpback Whales, Blue Whales and Beluga Whales in west coast, Alaskan and Hawaiian waters