| 1. |
- Andersson, Mathias, et al.
(författare)
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Management Measures to Reduce Continuous Underwater Noise from Shipping
- 2023
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Rapport (refereegranskat)abstract
- Underwater radiated noise (URN) from commercial ships is a significant source of elevated noise levels in the oceans and can have a negative impact on marine wildlife. Noise from commercial shipping places additional stress on the oceans, but is one of the least studied environmental pollutants, and there is an urgent need to reduce the aggregate stress levels. Until recently, reduction of underwater noise has not been prioritised by ship designers, shipowners, or crews. Even within the field of marine management, noise has received limited interest. However, the International Maritime organization (IMO) has adopted global guidelines on URN reduction, which are currently being updated. Within the EU, the Marine Strategy Framework Directive (MSFD 2008/56/EC) Descriptor 11 criteria 11.2, now provides a framework for marine administrators to manage noise by establishing threshold values. Marine management focuses on the total noise load on the marine environment. Management entails several considerations before recommendations can be made. As a first step, interdisciplinary teams need to assess the aggregated noise levels and determine acceptable thresholds based on the local ecosystem, then assess which existing mandates and management tools can be used, and finally assess how effective these mandates have been in improving the environment. These activities must also be managed in a way that is acceptable to various relevant stakeholders, who would need to follow the decisions. The URN from a ship can be affected by the vessel’s design, either during its construction or during upgrades, and balances a trade-off against fuel efficiency. However, the URN can also depend on how the ship is operated. Regulating ship speed is one potential management tool, and its effectiveness needs to be assessed. Other management measures include how shipping lanes are drawn, areas to avoid, financial support, information, etc. This report focuses on possible policy measures that the Swedish authorities could adopt to lower URN by regulating the speed of ships. The report presents an interdisciplinary analysis, using a case study of an area in the southern Kattegat that covered several maritime zones, different national jurisdictions, intensive traffic, and high natural values. An important part of the work was to assess whether existing source models for ship noise could be used for the type of ships that are common in waters around Sweden. In this study, the JOMOPANS-ECHO (J-E) model was used.The J-E model was validated by comparing measurement data from a hydrophone station at Vinga on the Swedish coast that collected data from ships (254 passages) that used the port of Gothenburg. The analysis showed some deviation between the J-E model and measurement data, which could be due to differences in the length and speed of ships in waters around Sweden compared to the ships used in the development of the J-E model. However, this was likely to have negligible impact on the outcome of the case study.Analyses of ship traffic in 2021 showed that 4,511 unique vessels visited the study area at least once. Most ships followed the main routes, but no part of the study area was completely free from ship traffic. About 68% of the ships visited the study area for 1-4 days, while about 32% visited the area more regularly. The most common ship types were General Cargo Ships, Dry Bulk Ships, and Tankers. The ships that on average travelled at highest speeds were RoPax Ships, RoRo Ships, Vehicle Carriers, and Container Ships. The ships were registered in 64 countries. About two percent of the ships were registered in Sweden and about four percent in Denmark.Legal analysis showed that Sweden has the right and the responsibility to take measures to reduce underwater noise from ships to the extent that the noise can be deemed to pollute the marine environment. However, this mainly applies to Sweden’s territorial seas, which cover roughly half the area being studied for this report. In the portion that constitutes Danish territorial sea, Denmark has comparable opportunities for managing URN. In areas that are Swedish or Danish exclusive economic zones (EEZs), the ability to introduce mandatory speed limits is significantly limited. There, the most realistic option would be to request the IMO to establish speed limits, or alternatively to issue a recommendation to navigate at lower speeds, although such guidance could not be enforced on ships that do not voluntarily reduce their speed.It was estimated that lowering the ships' speeds to a hypothetical limit of 11 kn would reduce the average URN levels by 4.4 ± 2 dB, as registered by local receivers in the study area. This speed limit would affect approximately 44% of the ships in the area. A maximum speed of 13 kn would instead reduce the level by 1.9 ± 0.5 dB and would affect 11% of the ships on average. The reduction in noise levels may temporarily be much higher in the immediate vicinity of individual fast ships, and there might be a high degree of variation between different ships.The study and report make it clear that it is a complex task to assess the feasibility and benefit of introducing a specific marine management tool, in this case an enforceable local speed limit. But it is also clear that there are reliable methods to make the preliminary assessments, and that it requires interdisciplinary analyses and competence.
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| 2. |
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| 3. |
- Carlander, Anders, 1979, et al.
(författare)
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A bridge over troubled water : public participation as a possibility for success in water management
- 2016
-
Ingår i: Water Policy. - : IWA Publishing. - 1366-7017 .- 1996-9759. ; 18:5, s. 1267-1285
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Tidskriftsartikel (refereegranskat)abstract
- Public participation in local water councils is one method to involve different actors in the implementation of the EU Water Framework Directive. In this study we investigate which beliefs explain why the public participate and also how motives to participate are related to willingness to comply with decisions related to the water management framework. In total 910 respondents answered a web survey regarding their participation in the council work. Structural equation modelling was conducted with willingness to comply and motives to participate as the main dependent latent constructs. Other included latent constructs were perceived need for change, fairness, trust, and social- and personal norms. The results show that motives to participate did not have an effect on willingness to comply. Perceived need for change had indirect effects on nearly all latent constructs in the model and personal norms and social norms (through personal norms) had an effect on willingness to comply. The results are discussed in the context of water management methods.
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| 4. |
- Gifford, Robert, et al.
(författare)
-
Temporal pessimism and spatial optimism in environmental assessments: An 18-nation study
- 2009
-
Ingår i: Journal of Environmental Psychology. - : Elsevier BV. - 0272-4944. ; 29, s. 1-12
-
Tidskriftsartikel (refereegranskat)abstract
- The personal assessments of the current and expected future state of the environment by 3232 community respondents in 18 nations were investigated at the local, national, and global spatial levels. These assessments were compared to a ranking of each country's environmental quality by an expert panel. Temporal pessimism (“things will get worse”) was found in the assessments at all three spatial levels. Spatial optimism bias (“things are better here than there”) was found in the assessments of current environmental conditions in 15 of 18 countries, but not in the assessments of the future. All countries except one exhibited temporal pessimism, but significant differences between them were common. Evaluations of current environmental conditions also differed by country. Citizens' assessments of current conditions, and the degree of comparative optimism, were strongly correlated with the expert panel's assessments of national environmental quality. Aside from the value of understanding global trends in environmental assessments, the results have important implications for environmental policy and risk management strategies.
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| 5. |
- Grimvall, Anders, et al.
(författare)
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Mitigating marine eutrophication in the presence of strong societal driving forces. Report no 2017:3 Swedish Institute for the Marine Environment
- 2017
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Man-made eutrophication of lakes, coastal waters, and oceans occurs in practically all populated parts of the world, and in many regions the problem is increasing. The ecological effects of excessive input of nutrients include massive algal blooms, extensive oxygen depletion, and recurrent incidences of fish kills. The East China Sea, the Gulf of Mexico, the Bay of Bengal, and the Baltic Sea are some examples of sea basins in which nutrient over-enrichment has resulted in unnaturally large hypoxic zones, where the oxygen concentration is so low that animal life suffocates and dies. Such serious effects are negative not only for ecological reasons, but they also mean the loss of economically valuable resources. Measures to prevent or reduce fluxes of nutrients into marine waters were first undertaken in some parts of Europe and North America. Wastewater treatment plants in urban areas were upgraded to enable the efficient removal of nutrients, and discharges from industry were substantially reduced. Step by step, diffuse emissions from agriculture, transport, and other sectors were also addressed. A brief review of the measures currently in place in a number of countries showed that, despite progress in some areas, the targets of international conventions and other agreements are rarely completely achieved. One reason might be that the flow of nutrients through society and into coastal waters is strongly intertwined with basic human needs, especially the production and consumption of food. Another reason might be that all relevant actors do not participate in the mitigation efforts. In addition, the impact of global social and economic trends is rarely addressed by the authorities who are developing programs of measures (POMs). This report elucidates how politicians, numerous decision-makers in both authorities and enterprises, and conscious consumers can help to reduce eutrophication of coastal waters and oceans. This is done by first reviewing the current measures and instruments in place to mitigate marine eutrophication. Thereafter, it is explored how the range of intervention options can be expanded by systematically linking the flows of substances and goods to the relevant actors and by assessing these actors’ potential to influence nutrient fluxes. Selected global trends and innovative technologies of relevance are also considered. Moreover, the need and benefit of simultaneously working toward different sustainable development goals is addressed. Current measures in selected countries. Sweden, which is one of the nine Baltic Sea countries, has developed a very complex mix of physical measures and policy instruments to combat marine eutrophication. Efficient wastewater treatment has been accomplished by simultaneously paying attention to institutions, legislation, and financing of measures. Leakage of nutrients from agriculture has been reduced by combining legislation and ordinances from the Government and national agencies with inspections and guidance from county administrative boards and municipalities. Voluntary actions by farmers are to some extent subsidized. Emissions from shipping, especially nitrogen emissions from fuel combustion, are another major source of marine eutrophication, and national regulations have been decided upon and implemented. Collaboration with other countries is needed to achieve unified actions, but such actions take time. Denmark, which is another Baltic Sea nation, produces large amounts of pig meat, and this has made it necessary to address the leakage of nutrients from agriculture. Originally, nitrate pollution of inland waters and groundwater was in focus, but measures to protect such waters have also resulted in the improved status of marine waters. Politically, Denmark has met the challenges by employing two different abatement strategies. Detailed regulation of agricultural practices using almost identical rules in the whole of Denmark is now being replaced by spatially differentiated regulation. The Netherlands by the North Sea is another country with large-scale and intensive animal farming. Because livestock production generates considerably more manure than is required by agriculture in the immediate vicinity, the cycling of nutrients is disrupted. To reduce regional imbalances in nutrient fluxes, Dutch farmers are now required to have a certain percentage of their surplus manure treated for sale outside the Dutch fertilizer market. In the US, POMs have long had a strong focus on point-source emissions, including emissions from concentrated animal feeding operations. Extensive outreach activities, voluntary actions, and strong ambitions to involve a wide range of stakeholders characterize several of the POMs. However, the overall progress to reduce fundamental imbalances in nutrient fluxes in food production has been slow. India and Bangladesh, which border the Bay of Bengal, are two countries with a rapidly increasing population and rapid urbanization. Urban sanitation and wastewater treatment for the large cities are in focus, but without upgrading the treatment systems so that they include efficient removal of nutrients, there is a substantial risk of increased eutrophication problems. China has changed faster than any other large country over the past few decades. New environmental laws and substantial investments in wastewater treatment plants indicate an increased willingness to address water pollution, including marine eutrophication. However, implementation of new environmental standards is lagging behind changes in nutrient fluxes. The impact of urbanization, transitions in agriculture, and dietary shifts are so strong that fundamental imbalances in nutrient fluxes are likely to persist for a long time. Generally, abatement of eutrophication problems starts with efforts to eliminate hot spots of nutrient pollution by regulating point-source emissions and agricultural practices. Addressing eutrophication by considering large-scale imbalances in nutrient fluxes and desirable transitions in society usually comes later. Increased cooperation within sea conventions, stronger involvement of major enterprises, and coordinated efforts to simultaneously achieve several sustainable development goals represent a way forward. Cooperation within international sea conventions and watershed task forces In Europe, the contracting partners of the HELCOM and OSPAR conventions are cooperating to reduce eutrophication in the Baltic Sea and the Northeast Atlantic, respectively. Such regional sea conventions are important platforms for mutual decisions between the member states. They also form bodies large enough to push forward issues in global organizations such as the International Maritime Organization. The European Union broadens the cooperation possibilities by offering more partners and by providing unified legislation and financial support. India and Bangladesh participated in the Bay of Bengal Large Marine Ecosystem project as a way to share visions and objectives and to engage in discussion concerning the measures to be implemented. This project ended in 2015, and future work related to the project is currently being discussed. In the US and China, the Mississippi and Yangtze river basins are so large that watershed task forces play a key role in abatement programs. Expansion of intervention options The human pressure on many coastal and offshore water bodies remains unacceptably high even though several measures have already been implemented. This indicates that there is a need to expand the range of intervention options. Systems analysis of fluxes of nutrients through society can reveal a multitude of activities and behavioral patterns of institutions, organizations, and individuals that affect the pressure on marine environments. When developing policy instruments and measures to reduce the pressure on marine environments, it is important to identify actors who have the potential to change their behaviors. By analyzing product chains, it is often possible to identify such actors or groups of actors. A case study of the product chain for meat produced and consumed in Sweden revealed that although the number of activities in the chain is large, the actual number of influential actors is rather small. This study also showed that it is not only the actors who actually release nutrients into the sea who can influence the nutrient loads. Large food retailers, for example, can influence what is consumed and thereby also the fluxes of nutrients along the entire chain from production of animal feed and food to emissions from sewage systems. Chefs with a media presence, NGOs, and conscious consumers are other examples of key actors. Taking stock of the current measures as well as our general procedure for linking key actors to fluxes of substances and products, we propose new measures to mitigate the eutrophication of marine waters. In contrast to many of the current measures that can be characterized as endof- pipe solutions or cleanup operations, these new measures have the potential to transform society into becoming more ecologically, economically, and socially sustainable. The proposed measures all relate to dietary issues or to better recycling of nutrients. Three proposed measures A. Protein consumption adjusted to health requirements. People in many countries have increased their average protein consumption to levels far higher than needed. Phosphorus and nitrogen fluxes through society and from society to nature increase with increased protein consumption. Taking Sweden as an example, a 20% lower production and consumption of protein could substantially lower the nutrient input into the Baltic Sea without increasing the risk of protein deficiency. Such dietary changes are in the hands of many actors such as legislators, agencies, market actors, and NGOs. B. Increased aquaculture with minimal loss of nutrients. Aquaculture has considerable potential to e
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| 6. |
- Hassellöv, Ida-Maja, 1974, et al.
(författare)
-
Effekter på havsmiljön av att flytta över godstransporter från vägtrafik till sjöfart
- 2019
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Antagandet av en nationell godstransportstrategi 2018 innebär att Sverige strävar efter att ”främja en överflyttning av godstransporter från väg till järnväg och sjöfart”. Ett delmål är att minska negativ miljöpåverkan från godstransporter. Men, om en överflyttning av gods från väg till sjöfart innebär ökat antal fartyg, eller ökad tillryggalagd distans med fartyg, innebär överflyttningen en ökad belastning på havsmiljön. Här föreligger därför en målkonflikt mellan transportpolitiska mål och flera miljömål. Tillståndet i havsmiljön runt Sveriges kuster uppnår idag inte god miljöstatus med avseende på exempelvis näringsämnen, miljögifter och främmande arter; för samtliga dessa belastningar bidrar sjöfarten till den negativa situationen. För att nå god miljöstatus behöver istället den totala belastningen på den marina miljön minska. Vid en eventuell överflyttning av godstransport från väg till sjöfart, är det därför angeläget att säkerställa att den ökade belastningen på den marina miljön minimeras. Ett sätt är att visa geografisk hänsyn genom att undvika sjöfart inom miljömässigt känsliga havsområden. Ett annat sätt är att ställa hårdare krav på fartygens prestanda. Miljöpåverkan från fartyg varierar framför allt mellan, men också inom, olika fartygstyper. Men att skapa nya regelverk med syfte att förbättra fartygens prestanda är en långsam process eftersom sjöfarten primärt regleras genom internationella konventioner där tillämpning av regionala eller nationella särregler undviks. Några förslag till åtgärder för att säkerställa att havsmiljön kring Sverige inte försämras till följd av överflyttning av godstransporter från väg till sjöfart är: · Tillse att det skapas högkvalitativt och jämförbart underlag för sjö- och landtransporters påverkan på havsmiljön. Analysera och kommunicera samtliga typer av utsläpp, inte bara utsläpp av koldioxid. Utsläppsmängder och påverkan bör anges och jämföras i absoluta tal och relevanta enheter. · Minimera antalet transporter genom att öka fyllnadsgraden. · Optimera fartygens hastighet för att minimera drivmedelsförbrukningen och emissioner. · Dagens fartygstrafik i Sveriges mest känsliga och skyddade havsområden måste minska. När- och kustsjöfart bör kanaliseras bort från havs- och kustområden med höga naturvärden. · Skapa tydliga incitament så att fraktköpare enbart anlitar fartyg som har högsta miljöprestanda avseende såväl utsläpp av växthusgaser som av andra förorenande eller övergödande ämnen till luft och vatten. · Säkerställ att införandet av ett NECA (kvävekontrollområde) i Östersjön och Nordsjön innebär att fler fartyg installerar kväverening och att införandet inte leder till att fler äldre fartyg utan regelstadgad effektiv kväverening trafikerar området. · Stärk samordningen mellan myndigheter så att framtidsfrågor som rör sjöfart och dess miljöpåverkan behandlas och åtgärdas i linje med ekosystembaserad förvaltning. Relaterat till sjöfartens striktare svavelregler som träder i kraft 2020-01-01: · Förbjud utsläpp av skrubbervatten till havet då utsläppen innebär en stor risk för försämrad miljöstatus och överskridna miljökvalitetsnormer enligt vattendirektivet, med avseende på exempelvis koppar och zink. Utred konsekvenserna av den förväntade ökade användningen av lågsvavliga hybridoljor som fartygsbränsle. Då befintlig saneringsutrustning är mindre effektiv för hybridoljor innebär detta en ökad risk vid kommande olyckor och oljeutsläpp
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| 7. |
- Hassellöv, Ida-Maja, et al.
(författare)
-
Effekter på havsmiljön av att flytta över transporter från vägtrafik till sjöfart
- 2019
-
Rapport (refereegranskat)abstract
- Antagandet av en nationell godstransportstrategi 2018 innebär att Sverige strävar efter att ”främja en överflyttning av godstransporter från väg till järnväg och sjöfart”. Ett delmål är att minska negativ miljöpåverkan från godstransporter. Men, om en överflyttning av gods från väg till sjöfart innebär ökat antal fartyg, eller ökad tillryggalagd distans med fartyg, innebär överflyttningen en ökad belastning på havsmiljön. Här föreligger därför en målkonflikt mellan transportpolitiska mål och flera miljömål. Tillståndet i havsmiljön runt Sveriges kuster uppnår idag inte god miljöstatus med avseende på exempelvis näringsämnen, miljögifter och främmande arter; för samtliga dessa belastningar bidrar sjöfarten till den negativa situationen. För att nå god miljöstatus behöver istället den totala belastningen på den marina miljön minska. Vid en eventuell överflyttning av godstransport från väg till sjöfart, är det därför angeläget att säkerställa att den ökade belastningen på den marina miljön minimeras. Ett sätt är att visa geografisk hänsyn genom att undvika sjöfart inom miljömässigt känsliga havsområden. Ett annat sätt är att ställa hårdare krav på fartygens prestanda. Miljöpåverkan från fartyg varierar framför allt mellan, men också inom, olika fartygstyper. Men att skapa nya regelverk med syfte att förbättra fartygens prestanda är en långsam process eftersom sjöfarten primärt regleras genom internationella konventioner där tillämpning av regionala eller nationella särregler undviks. Några förslag till åtgärder för att säkerställa att havsmiljön kring Sverige inte försämras till följd av överflyttning av godstransporter från väg till sjöfart är: Tillse att det skapas högkvalitativt och jämförbart underlag för sjö- och landtransporters påverkan på havsmiljön. Analysera och kommunicera samtliga typer av utsläpp, inte bara utsläpp av koldioxid. Utsläppsmängder och påverkan bör anges och jämföras i absoluta tal och relevanta enheter. Minimera antalet transporter genom att öka fyllnadsgraden. Optimera fartygens hastighet för att minimera drivmedelsförbrukningen och emissioner. Dagens fartygstrafik i Sveriges mest känsliga och skyddade havsområden måste minska. När- och kustsjöfart bör kanaliseras bort från havs- och kustområden med höga naturvärden. Skapa tydliga incitament så att fraktköpare enbart anlitar fartyg som har högsta miljöprestanda avseende såväl utsläpp av växthusgaser som av andra förorenande eller övergödande ämnen till luft och vatten. Säkerställ att införandet av ett NECA (kvävekontrollområde) i Östersjön och Nordsjön innebär att fler fartyg installerar kväverening och att införandet inte leder till att fler äldre fartyg utan regelstadgad effektiv kväverening trafikerar området. • Stärk samordningen mellan myndigheter så att framtidsfrågor som rör sjöfart och dess miljöpåverkan behandlas och åtgärdas i linje med ekosystembaserad förvaltning. Relaterat till sjöfartens striktare svavelregler som träder i kraft 2020-01-01: Förbjud utsläpp av skrubbervatten till havet då utsläppen innebär en stor risk för försämrad miljöstatus och överskridna miljökvalitetsnormer enligt vattendirektivet, med avseende på exempelvis koppar och zink. Utred konsekvenserna av den förväntade ökade användningen av lågsvavliga hybridoljor som fartygsbränsle. Då befintlig saneringsutrustning är mindre effektiv för hybridoljor innebär detta en ökad risk vid kommande olyckor och oljeutsläpp.
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| 8. |
- Hassellöv, Ida-Maja, et al.
(författare)
-
Use of port State control inspection data from the Paris MoU to assess pressure from shipping on the marine environment : A study of ships operating in the Baltic Sea region
- 2020
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- In this report we analyse the relation between the Port State Control (PSC) system, as implemented by Paris Memorandum of Understanding (Paris MoU), and the Marine Strategy Framework Directive (MSFD), which obligates EU member States to achieve a Good Environmental Status of their marine waters. The deficiency codes in the Paris MoU PSC THETIS list were reviewed to explore how the codes relate to, i.e. directly or indirectly affect, the marine environment. We further sorted these identified deficiency codes into different, partly overlapping, categories based on their relation to MSFD descriptors. The number of deficiencies in the different categories were thereafter used as indices to infer pressures on the marine environment from different classes of ships. The approach was applied on a PSC inspection data set of ships that operated in the Baltic Sea or Skagerrak in 2018 to investigate if the number of deficiencies in four deficiency categories differed among ship types, ships of different ages and ships from different flag states. We also analysed how deficiencies related to five different MSFD descriptors were distributed among ship classes. General cargo, container and dry bulk ships had on average more deficiencies per ship than other ship types. The youngest ships had on average fewer deficiencies per ship than older ships and ships from black and grey listed flag states had on average more deficiencies per ship than ships from white listed flag states. Ships registered in Sweden had on average fewer deficiencies per ship than average ships from white-listed flag states. The number of all deficiencies per ship was generally correlated with the number of deficiencies related to the marine environment. Thus, on a general level, the total number of registered deficiencies also reflected the relative environmental performance of different ship classes. However, on a more detailed level, when deficiencies related to specific MSFD descriptors were analysed, some deviances from this general pattern were observed. The number of ships, as well as the total travelled distance, differed greatly among the different classes of ships. The total pressure on the Baltic marine environment, will, therefore, be larger from the more common middle-aged ships than from older ships, even though older ships on average performed worse than young and middle-aged ships. Similarly, because ships from white listed flag states are much more common, the total number of deficiencies of ships registered in white listed flag states, and hence, the total pressure on the marine environment, is much higher than the total number of deficiencies of, and total pressures from, ships from black and grey listed flag states. The insight that the total pressure of a class of ships is affected not only by the average performance of the ships in that class, but also by the number of ships and the total travelled distance, does not in any way reduce the need to stop the operation of the worst performing individual ships, and by various means to improve the average performance of ships in the low performing general cargo and dry bulk ship classes. From a marine environment management perspective, it is also important to recognize that also continuous smaller improvements of the performance of the more numerous middle-aged ships and of ships registered in white listed flag states will increase the possibility to achieve Good Environmental Status of the marine environments in Europe. We conclude that although the Paris MoU scheme for Port State Controls is an important measure to prevent pollution from ships, there is no harmonization between the work of Paris MoU and the marine environmental management in the EU including the implementation of MSFD. At least eight of the eleven descriptors of the MSFD are influenced by shipping but at least three of them cannot be evaluated by the present scheme for PSC. It is possible, according to our view, to develop the present PSC system to also include control measures that focus on these three descriptors, that is, on the effect on biodiversity, sea-floor integrity and on the production of underwater noise. It is also important to investigate ways to add or modify deficiency codes that would capture the chemical composition of waste streams and remnant chemicals after tank cleanings. An additional development of the PSC system could be to also investigate the behaviour of ships during the period between PSC inspections, e.g. through the use of logged AIS-data. The proposed system development would likely require both new financial resources and competencies.
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| 9. |
- Hassellöv, Ida-Maja, 1974, et al.
(författare)
-
Use of port State control inspection data from the Paris MoU to assess pressure from shipping on the marine environment
- 2020
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- In this report we analyse the relation between the Port State Control (PSC) system, as implemented by Paris Memorandum of Understanding (Paris MoU), and the Marine Strategy Framework Directive (MSFD), which obligates EU member States to achieve a Good Environmental Status of their marine waters. The deficiency codes in the Paris MoU PSC THETIS list were reviewed to explore how the codes relate to, i.e. directly or indirectly affect, the marine environment. We further sorted these identified deficiency codes into different, partly overlapping, categories based on their relation to MSFD descriptors. The number of deficiencies in the different categories were thereafter used as indices to infer pressures on the marine environment from different classes of ships. The approach was applied on a PSC inspection data set of ships that operated in the Baltic Sea or Skagerrak in 2018 to investigate if the number of deficiencies in four deficiency categories differed among ship types, ships of different ages and ships from different flag states. We also analysed how deficiencies related to five different MSFD descriptors were distributed among ship classes. General cargo, container and dry bulk ships had on average more deficiencies per ship than other ship types. The youngest ships had on average fewer deficiencies per ship than older ships and ships from black and grey listed flag states had on average more deficiencies per ship than ships from white listed flag states. Ships registered in Sweden had on average fewer deficiencies per ship than average ships from white-listed flag states. The number of all deficiencies per ship was generally correlated with the number of deficiencies related to the marine environment. Thus, on a general level, the total number of registered deficiencies also reflected the relative environmental performance of different ship classes. However, on a more detailed level, when deficiencies related to specific MSFD descriptors were analysed, some deviances from this general pattern were observed. The number of ships, as well as the total travelled distance, differed greatly among the different classes of ships. The total pressure on the Baltic marine environment, will, therefore, be larger from the more common middle-aged ships than from older ships, even though older ships on average performed worse than young and middle-aged ships. Similarly, because ships from white listed flag states are much more common, the total number of deficiencies of ships registered in white listed flag states, and hence, the total pressure on the marine environment, is much higher than the total number of deficiencies of, and total pressures from, ships from black and grey listed flag states. The insight that the total pressure of a class of ships is affected not only by the average performance of the ships in that class, but also by the number of ships and the total travelled distance, does not in any way reduce the need to stop the operation of the worst performing individual ships, and by various means to improve the average performance of ships in the low performing general cargo and dry bulk ship classes. From a marine environment management perspective, it is also important to recognize that also continuous smaller improvements of the performance of the more numerous middleaged ships and of ships registered in white listed flag states will increase the possibility to achieve Good Environmental Status of the marine environments in Europe. We conclude that although the Paris MoU scheme for Port State Controls is an important measure to prevent pollution from ships, there is no harmonization between the work of Paris MoU and the marine environmental management in the EU including the implementation of MSFD. At least eight of the eleven descriptors of the MSFD are influenced by shipping but at least three of them cannot be evaluated by the present scheme for PSC. It is possible, according to our view, to develop the present PSC system to also include control measures that focus on these three descriptors, that is, on the effect on biodiversity, sea-floor integrity and on the production of underwater noise. It is also important to investigate ways to add or modify deficiency codes that would capture the chemical composition of waste streams and remnant chemicals after tank cleanings. An additional development of the PSC system could be to also investigate the behaviour of ships during the period between PSC inspections, e.g. through the use of logged AIS data. The proposed system development would likely require both new financial resources and competencies.
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| 10. |
- Huang, Ying Ying, et al.
(författare)
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Auditory Feedback in Haptic Collaborative Interfaces
- 2012
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Ingår i: International journal of human-computer studies. - : Elsevier BV. - 1071-5819 .- 1095-9300. ; 70:4, s. 257-270
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Tidskriftsartikel (refereegranskat)abstract
- The combined effect of haptic and auditory feedback in shared interfaces, on the cooperation between visually impaired and sighted persons is under-investigated. A central challenge for cooperating group members lies in obtaining a common understanding of the elements of the workspace and maintaining awareness of the other members’, as well as one’s own, actions during the work process. The aim of the experimental study presented here, was to investigate if adding audio cues in a haptic and visual interface makes collaboration between a sighted and a blindfolded person more efficient. Results showed that task performance was significantly faster in the audio, haptic and visual feedback condition compared to the haptic and visual feedback condition. One special focus was also to study how participants utilize the auditory and haptic force feedback in order to obtain a common understanding of the workspace and to maintain an awareness of the group members’ actions. Results from a qualitative analysis showed that the auditory and haptic feedback was used in a number of important ways for the group members’ action awareness and in the participants’ grounding process.
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