This study examines how the work of the International Law Commission (ILC) has contributed to the ‘progressive development’ of general international law relevant to regulating rescue and disembarkation of refugees and migrants found at sea. It explores the ILC’s texts on interpretation and implementation of international obligations, state responsibility, fragmentation and harmonization of international law, and the status of certain principles of general international law, including jus cogens general principles of law and the principle of good faith, which present legal parameters for regulation of maritime search and rescue operations. In conducting doctrinal examinations of international law and gathering evidence of the practice of States and other relevant actors, the ILC contributes by analysing, clarifying, and systemising important topics of general international law. However, state implementation frequently falls short of the legal interpretations of the ILC, particularly as they relate to respect for and protection of human rights at sea. Therefore, while the ILC needs new strategies to directly connect with States and international organisations, it remains reliant on the mutual following of national and international courts and tribunals, and its mutual contribution in scholarship.
The purpose of this paper is to provide an overview and discussion of potential Market Based Measures (MBMs) under the Initial IMO Strategy for the reduction of greenhouse gas (GHG) emissions from ships. In this context, some related developments are also seen as directly relevant, mainly in the context of the possible inclusion of shipping into the EU Emissions Trading System (ETS). A comparative evaluation of maritime MBMs is made using the following criteria: GHG reduction effectiveness, compatibility with existing legal framework, potential implementation timeline, potential impacts on States, administrative burden, practical feasibility, avoidance of split incentives between ship-owner and charterer, and commercial impacts. The paper breaks down potential MBMs into the following classes: Bunker levy/carbon levy MBMs, ETS (global and/or EU ETS) MBMs and other MBM proposals.
Current modeling practices for social-ecological systems (SES) are often qualitative and use causal loop diagrams (CLDs), as these models promote an evaluation of the systems loops and variable connectivity. Our literature review demonstrated that quality assurance of these models often lacks a consistent validation procedure. Therefore, a guide to improving the validation of qualitative models is presented. The presumed utility protocol is a multi-dimensional protocol with 26 criteria, organized into four dimensions, designed to assess specific parts of the modeling process and provide recommendations for improvement. This protocol was applied to three demonstration cases, located in the Arctic Northeast Atlantic Ocean, Macaronesia, and the Tuscan archipelago. The “Specific Model Tests” dimension, which focuses on the structure of the model, revealed positive evaluations of its structure, boundaries, and capacity to be scaled up. "Guidelines and Processes", which focuses on the meaning and representativeness of the process, showed positive results regarding purpose, usefulness, presentation, and meaningfulness. "Policy Insights and Spillovers", a dimension focused on the policy recommendations, revealed a high number of "not apply", indicating that several criteria are too advanced for the status of the models tested. The "Administrative, Review, and Overview" dimension, which focused on the managerial overview, showed the models needed improvement in the documentation and replicability, while time and cost constraints were positively evaluated. The presumed utility protocol has shown to be a useful tool providing quantitative and qualitative evaluations for an intermediate evaluation of the model-building process, helping to substantiate confidence, with recommendations for improvements and applications elsewhere.
Marine space is overall under increasing pressures from human activities. Traditionally, the activities taken place in oceans and seas were related to fisheries and transport of goods and people. Today, offshore energy production – oil, gas, and wind, aquaculture, and sea-based tourism are important contributors to the global economy. This creates competition and conflicts between various uses and requires an overall regulation and planning. Maritime activities generate pressures on the marine ecosystems, and in many areas severe impacts can be observed. Maritime spatial planning is seen as an instrument to manage the seas and oceans in a more sustainable way, but information and tools are needed. The current paper describes a tool to assess the cumulative impacts of maritime activities on the marine ecosystems combined with a tool to assess the conflicts and synergies between these activities.
This article explores how adopting a combined ecosystem and justice approach to deep-sea mining (DSM)-particularly in vulnerable regions like the Arctic-would constitute a paradigm shift in ocean environmental law and governance. Such a shift would move ocean governance beyond fragmented, technocratic, and resource-driven frameworks toward an integrated, equitable, and sustainability-centered regime grounded in ecological integrity, social justice, and respect for human rights and local traditions.
This report provides public recommendations for waterborne transport to West Coast of Norway, with the focus on the specified transport system in use case A in the AEGIS project. The complete background for this report is only achieved by reading all the other deliverables related to the use case, however these are confidential. Therefore, it is recommended to read the ICMASS 2022 paper "Development of an advanced, efficient and green intermodal system with autonomous inland and short sea shipping – AEGIS"1 to get a better overview of the project and specifically use case A. The transport system of use case A consists of mother vessel(s) together with one or more daughter vessels, connected by several ports. The mother vessel transports containers from Rotterdam via Hitra Kysthavn and into ports in the Trondheimsfjorden. The rationale for this use case is to enable a more flexible and cost-efficient waterborne transport solution for fjords and smaller ports.
The International Maritime Organization (IMO) has recently adopted short-term measures introducing technical standards for existing ships and a labeling system reflecting their operational carbon intensity. This paper investigates the relevant techno-economic implications from a shipowner's perspective and estimates the effect of six compliance options on six sample containerships. The study applies a new evidence-based bottom-up approach, and the results show that compliance, when possible, is not straightforward and costly. Engine power limitation is the most cost-effective option, but low power limits can lead to substantially increased sailing times (up to 793.92 h/year), which can be prohibitive. The option favors older ships with oversized engines as its effectiveness is mainly determined by the main engine load profile. In general, the effectiveness of the measures is not without limits, particularly concerning older ships and those that have already installed several options. Solutions such as market-based measures and alternative fuels, classed by IMO as medium- and long-term measures, must be considered soon.
The International Maritime Organization (IMO) has recently adopted short-term measures introducing technical standards for existing ships and a labeling system reflecting their operational carbon intensity. This paper investigates the relevant techno-economic implications from a shipowner's perspective and estimates the effect of six compliance options on six sample containerships. The study applies a new evidence-based bottom-up approach, and the results show that compliance, when possible, is not straightforward and costly. Engine power limitation is the most cost-effective option, but low power limits can lead to substantially increased sailing times (up to 793.92 h/year), which can be prohibitive. The option favors older ships with oversized engines as its effectiveness is mainly determined by the main engine load profile. In general, the effectiveness of the measures is not without limits, particularly concerning older ships and those that have already installed several options. Solutions such as market-based measures and alternative fuels, classed by IMO as medium- and long-term measures, must be considered soon.
The oceans, covering approximately 70% of Earth's surface, play a pivotal role in climate regulation, biodiversity, and biogeochemical processes. The large and growing volume and complexity of ocean data, spanning diverse disciplines and formats, and dispersed across a wide range of sources, presents opportunities and challenges for advancing scientific research, informing policy, and addressing societal needs.
In this review paper we aim to create an easy-to-navigate map of the field of ocean data, enabling the reader to establish a broad understanding of the ocean data sector, and bridging gaps between different disciplines and levels of familiarity with ocean data. This is done through the concept of the "data ecosystem", which is used to describe the actors, organisations, and infrastructures involved in all aspects of the data value chain. We propose a structured ocean data ecosystem model as a method for comprehensive mapping of the ocean data market landscape. The proposed model consists of five key elements: stakeholders, societal elements, data sources and product offering, standards and best practices, and emerging technologies. We provide an up-to-date analysis of ocean data sources and emerging solutions and a summary of relevant data standardization efforts such as marine standards, vocabularies, and ontologies. All this will promote the development of needs-based solutions, components, products, services, and technologies, thus contributing to the evolution of the ocean data ecosystem and promoting data-based ocean research.
The idea for this project originated within the Arctic Council’s Protection of the Arctic Marine Environment (PAME) Working Group, where a concern was raised about the disposal of tailings from onshore mining operations onto the seafloor. This led to a broader reflection on the impacts of mining operations on the marine environment. Many Arctic governments support the development of a mineral extraction industry, provided it operates in an environmentally responsible manner and considers socio-economic impacts to local communities. However, the environmental impact of existing and future mining operations is often debated. This report summarizes the results of the multi-year Existing Waste Management Practices and Pollution Control for Marine and Coastal Mining project, developed under the auspices of the Protection of the Arctic Marine Environment (PAME) Working Group.