Sensitive Sea Area Research Articles

Designating Particularly Sensitive Sea Areas in Areas Beyond National Jurisdiction

While the International Maritime Organization’s (IMO) Particularly Sensitive Sea Area (PSSA) concept has been operational for over 30 years, no state has ever brought forward a proposal for a high seas PSSA. This is despite the fact that shipping demonstrably poses a threat to high seas biodiversity. The adoption, by the United Nations, of a new implementing agreement for the conservation and sustainable use of biodiversity in areas beyond national jurisdiction (BBNJ Agreement) opens a new chapter in the governance of the high seas, and creates, for the first time, a legal mechanism, agreed at the global level, for the establishment of area-based management tools (ABMTs). This new agreement strengthens the arguments for utilizing the PSSA regime in the high seas and, as a consequence, has implications for the IMO, and how its member states consider the potential application of PSSAs in areas beyond national jurisdiction (ABNJ). Drawing on recent discussions concerning the potential to designate two specific high seas areas as PSSAs, namely, the Sargasso Sea and the Costa Rica Thermal Dome, this article examines the practical issues to be addressed when applying the PSSA concept to the high seas and considers the opportunities for advancing PSSA proposals through enhanced cooperation between the IMO and the parties to the BBNJ Agreement.

The area-based management tools coordination between IMO and BBNJ agreement regimes and its implications on vessel pollution control

The International Maritime Organization (IMO), as a specialized agency of the United Nations responsible for the safety and security of international shipping and the prevention of pollution from ships, has applied two main area-based management tools (ABMTs): the “Special Areas” established under the MARPOL 73/78; and the “Particularly Sensitive Sea Areas” (PSSAs) established under the IMO resolutions. The new Agreement under the United Nations Convention on the Law of the Sea on the Conservation and Sustainable Use of Marine Biological Diversity of Areas beyond National Jurisdiction (BBNJ agreement) stipulates the establishment of a comprehensive system of ABMTs to conserve and sustainably use areas beyond national jurisdiction. Strengthening coordination in the use of ABMTs established by the IMO and the BBNJ Agreement is important for vessel pollution control in the high seas. The IMO is a stakeholder for relevant proposals and consultations on proposals regarding the establishment of ABMTs in the BBNJ Agreements, and can provide information on the implementation of them. The Conference of the Parties (COPs) to the BBNJ Agreement can also make recommendations to the IMO and its parties to promote the adoption of special areas and PSSAs. This article respectively elaborates on the practices and effect of ABMTs of the IMO and explores the relevant rules of the BBNJ agreement and their enforcement. Then this article discusses the possible approaches for the ABMTs coordination between the IMO and the BBNJ agreement regimes and their implications on vessel pollution Control in the high seas. Overall, relevant rules of the BBNJ agreement shall be interpreted and applied in a manner that does not undermine relevant legal instruments of the IMO. Meanwhile, it is necessary to promote cooperation and coordination between the COPs to the BBNJ Agreement and the IMO under the idea of conserving ecosystem integrity, gradually forming a normal cooperation and information exchange mechanism.

AIS Data Manipulation in the Illicit Global Oil Trade

This article takes a close look at the landscape of global navigation satellite system (GNSS) spoofing. It is well known that automated identification system (AIS) spoofing can be used for electronic warfare to conceal military activities in sensitive sea areas; however, recent events suggest that there is a similar interest of spoofing AIS signals for commercial purposes. The shipping industry is currently experiencing an unprecedented period of deceptive practices by tanker operators seeking to evade sanctions. Last year’s announcement of a price cap on Russian crude oil and a new ban on Western companies insuring Russian cargoes is setting the stage for an increase in illegal activity. Our research team identified and documented the AIS position falsification by tankers transporting Russian crude oil in closed ship-to-ship (STS) oil transfers. The identification of the falsified positions is based on the repeated instances of discrepancies between AIS location suggestions and satellite radar imagery indications. Using the data methods at our disposal, we reconstructed the true movements of certain tankers and encountered some surprising behavior. These false ship positions make it clear that we need effective tools and strategies to ensure the reliability and robustness of AISs.

Safety–Security Analysis of Maritime Surveillance Systems in Critical Marine Areas

In today’s world, wherein more than 80% of world trade is carried out by maritime routes, the safety and security of the seas where this trade takes place is of vast importance for nations and the international community. For this reason, ensuring the sustainable safety and security of the seas has become an integral part of the mission of all maritime-related entities. Using big data extracted from the seas and maritime activities into meaningful information with artificial intelligence applications and developing applications that can be used in maritime surveillance will be of great importance for augmenting maritime safety and security. In this article, data sources which can be used by a maritime surveillance system based on big data and artificial intelligence technologies and which can be established around sensitive sea areas and critical coastal facilities, are identified and a model proposal using this maritime big data is put forward.

Perspektif Hukum Laut Internasional: Illegal Fishing Di Kepulauan Natuna

Illegal fishing is a pressing issue in Indonesia, particularly in the Natuna Islands, where China's controversial nine-dash line claim has exacerbated the problem. This research focuses on the international law of the sea to address illegal fishing in the Natuna region. The research uses a qualitative method, which explores the legal framework in regulating illegal fishing. The findings highlight the legal challenges Indonesia faces in combating illegal fishing in the Natuna Islands, emphasizing the disruptive impact on marine ecosystems and national sovereignty. The research concludes that international law, particularly the 1982 UNCLOS, defines Indonesia's maritime boundaries, the 2001 IPOA on IUU Fishing classifies illegal fishing, and the 1995 Code of Conduct for Responsible Fisheries regulates fisheries management. In addition, the report also suggests that Indonesia request Particularly Sensitive Sea Area status from the International Maritime Organization for the Natuna Islands waters.

Particularly Sensitive Sea Areas and Transboundary Waters: An Examination of Bilateral Management of the Salish Sea

Abstract The Salish Sea experiences substantial vessel traffic and is vulnerable to impacts from vessel-source pollution. In response to anticipated increases in vessel traffic and risk of oil spills, the non-profit organization Friends of the San Juans advocated for the United States and Canada to adopt a transboundary Particularly Sensitive Sea Area (PSSA) through the Interna-tional Maritime Organization. However, neither State ultimately supported a PSSA proposal. This article examines the unsuccessful PSSA proposal for the Salish Sea within the broader context of the PSSA mechanism to under-stand the limitations of PSSAs and provide insight into why and how PSSA designations have changed over time. Here, the Salish Sea case presents an opportunity to examine the factors that States weigh when deciding whether to propose a PSSA, and how these factors relate to potential limita-tions of the PSSA mechanism. States with a history of transnational cooper-ation, such as the United States and Canada, may be more averse to using a PSSA mechanism when more familiar and trusted systems for bilateral co-operation exist. In this way, States may rely on existing institutions, prece-dents, and agreements for transboundary collaboration between one an-other and with indigenous communities impacted by an environmental issue.

Estimating the impact of ship strikes on the Mediterranean fin whale subpopulation

The Mediterranean fin whale (Balaenoptera physalus) subpopulation is under threat from collisions with ships. Given the international dimension of the issue, the French, Italian, Monegasque and Spanish governments have proposed a Particularly Sensitive Sea Area (PSSA), i.e., a management zone of the International Maritime Organization (IMO), in which mandatory and voluntary protective measures can be implemented. Defining the risk and its impact at the subpopulation level is required to improve the chances of an IMO acceptance for such a proposal. While previous research partially succeeded in defining the collision risk, its impact on the subpopulation has not been thoroughly evaluated, especially at the spatial scale of the envisioned PSSA. Our study uses the carcass recovery approach to estimate the number of deadly collisions within the proposed PSSA. We then assess the probability that this number exceeds three management rules: Potential Biological Removal (PBR), Alert Reference Point (ARP) and Critical Reference Point (CRP). These management rules describe thresholds beyond which (a) the incidental mortality may prevent the recovery of the population within 100 years (PBR), (b) there is a cause for concern about incidental mortality (ARP), and (c) there is a critical need to lower the incidental mortality (CRP). We conclude that mortality from collisions alone is in excess of PBR. Taking into account confirmed and suspected collisions in strandings in calculations, the collision mortality exceeds ARP; this threshold being considered unacceptable by some international organisations. Additionally, there is almost a 35% chance that the mortality due to ship strikes exceeds the CRP, likely resulting in a population decline. The probability of anthropogenic mortality exceeding CRP is 60% if we include the fishery-related mortality in stranding (i.e., taking into account the total incidental mortality from bycatch and ship strikes). The PSSA proposal could use our approach to estimate the impact of collisions and assess the effectiveness of implemented protective measures. However, it is important to highlight that the IMO process for establishing a PSSA is lengthy, and our findings show that immediate action is required, as there is a high probability that the ship strike and fishery mortality is beyond the critical threshold fixed by the Agreement on the Conservation of Cetaceans of the Black Sea, Mediterranean Sea and contiguous Atlantic area (ACCOBAMS).

Active hydrothermal vent ecosystems in the Indian Ocean are in need of protection

Deep-sea hydrothermal vent fields are among the most pristine and remarkable ecosystems on Earth. They are fueled by microbial chemosynthesis, harbor unique life and can be sources of precipitated mineral deposits. As the global demand for mineral resources rises, vent fields have been investigated for polymetallic sulfides (PMS) and biological resources. The International Seabed Authority (ISA) has issued 7 contracts for PMS exploration, including 4 licenses for vent fields in the Indian Ocean. Here, we provide a summary of the available ecological knowledge of Indian vent communities and we assess their vulnerability, sensitivity, ecological and biological significance. We combine and apply scientific criteria for Vulnerable Marine Ecosystems (VMEs) by FAO, Particular Sensitive Sea Areas (PSSAs) by IMO, and Ecologically or Biologically Significant Areas (EBSAs) by CBD. Our scientific assessment shows that all active vent fields in the Indian Ocean appear to meet all scientific criteria for protection, and both the high degree of uniqueness and fragility of these ecosystems stand out.

An Analysis of Policy Options Available to the International Maritime Organization to Protect the Costa Rica Thermal Dome: Building the Case for a Particularly Sensitive Sea Area

Intense maritime traffic threatens marine habitats globally. The Costa Rica Thermal Dome (CRTD) is a biologically productive ocean region that experiences a high volume of maritime traffic, and its location is dynamic, representing a governance challenge for this marine area. The CRTD is a high seas upwelling system influenced part of the year by coastal jet winds off the coast of Nicaragua and Costa Rica. During parts of the year, the CRTD moves into the jurisdictional waters of the adjacent countries (Costa Rica, Nicaragua, Guatemala, and El Salvador). Because there is currently no cross-sectoral coordination or capacity to address multiple threats in high seas areas such as the CRTD, regulation must be implemented on a sector-by-sector basis. This document analyzes tools under the International Maritime Organization (IMO) to reduce the threats from international shipping in the marine environment, with particular emphasis on the CRTD. The IMO has the authority to regulate shipping activity globally and implement precautionary measures to avoid threats such as hazardous and noxious substances, ship-whale strikes, or underwater noise pollution. The following IMO tools were included in the analysis: ship routing measures and speed reductions, a Special Area under the International Convention for the Prevention of Pollution from Ships (MARPOL), and a Particularly Sensitive Sea Area (PSSA). The results of the analysis concluded that the implementation of a PSSA within the CRTD is the best option to address threats from international shipping, since it can combine a range of Associated Protective Measures under its single administrative structure.

Shipping governance in the Bering Strait Region: Protecting the Diomede Islands and adjacent waters

Increasing shipping in the Bering Strait Region (BSR) has prompted the two coastal states, the United States and Russia, to implement measures aimed at reducing the risks to the region’s sensitive marine environment and local population dependent on subsistence economies. A significant step forward was made in 2018 when the two countries established joint ships’ routeing measures in the area through the International Maritime Organization (IMO). However, additional measures will be needed to create a comprehensive traffic management scheme in the BSR. This article focuses on analyzing potential courses of action that Russia and the United States could pursue, jointly or separately, to protect the BSR from the adverse effects of growing shipping. In particular, it studies and compares specific tools that could be applied to the Diomede Islands and adjacent marine areas, such as designation of Areas To Be Avoided (ATBAs) and Particularly Sensitive Sea Areas (PSSAs), speed restrictions, and implementation of a ship reporting system. In addition, considering the growing tensions between the United States and Russia, this article explores several potential scenarios in which the two countries implement different instruments independently of each other.

Assessing potential conflicts between offshore wind farms and migration patterns of a threatened shorebird species

AbstractInstallation of offshore wind farms (OWFs) is becoming increasingly important to ensure a reduction in greenhouse gas emissions; however, OWFs also pose a threat to migrating birds and other wildlife. Informed marine spatial planning is therefore crucial, but individual‐based high‐resolution data on bird migration across the sea are currently lacking. We equipped 51 individuals of the near threatened Eurasian curlew Numenius arquata with GPS tags (118 flight tracks) across multiple years and countries to assess their four‐dimensional migration routes across the Baltic Sea (i.e. flight tracks, altitudes, phenology and diurnal patterns), to inform collision‐risk models and assess potential conflicts with current and future OWFs. Despite a broad‐front migration, we identified core migration areas in the south‐western Baltic Sea (and adjacent mainland), largely overlapping with already operating OWFs. Generalized linear models based on a resampling procedure to overcome autocorrelation of tracking data showed that flight altitudes across the sea and during autumn (median: 60 m) were significantly lower than those across land (median: 335 m) and during spring (median across sea: 150; median across land: 576 m). Across the sea, curlews spent 74.8% and 62.2% of their migration times below 300 m during autumn and spring, respectively, indicating a potentially high collision risk with OWFs. The mean flight speed was 56.3 km/h (±20.3 km/h). Migration intensity was highest at night over a 10‐day period during April, suggesting that restricted turbine operation for several days might be a possible management measure. Our study showed that, even for broad‐front migrants, it is possible to identify particularly sensitive sea areas deserving special protection enabling a sound marine spatial planning. This is a crucial finding also for various other shorebirds on the East Atlantic Flyway. Further studies are needed to assess the behavioural reactions of migrating birds with respect to OWFs using high‐resolution tracking data.

Long‐term photo‐identification study of fin whales in the Pelagos Sanctuary (NW Mediterranean) as a baseline for targeted conservation and mitigation measures

Abstract Historical abundance estimates are important for establishing baselines from which trends can be determined using more recent data. Long‐term studies based on photo‐identification were merged and used to estimate population size, survival rate and sex ratio (biopsy sampling) of fin whales in the North‐western Mediterranean. Merging four existing photo‐id catalogues yielded a Mediterranean catalogue with 507 individually identified fin whales. Ninety‐five (18.7%) individuals were resighted at least once during the study period (1990–2007): 71 whales were resighted in different years, 24 within the same season and 13 both in the same season and in different years. The number of resightings within‐season ranged from one to four, over periods from 1 to 90 days. Capture histories from these individuals were used in the capture–recapture analyses. Estimates of the animals present in the area each year between 1991 and 1995 through different modelling approaches were consistent: 900–1,000 from a POPAN open population model; 1,200 from a multi‐sample closed population model; and 900–1,100 from simple two‐sample closed population models for pairs of consecutive years, all with heavily overlapping 95% confidence intervals. The estimated apparent survival rate of 0.916 (95% CI = 0.773–0.972) was lower than expected, which may be linked to temporary or permanent emigration, or mortality possibly owing to ship strikes. Conservation and mitigation measures such as Important Marine Mammal Areas and Particularly Sensitive Sea Areas are presented and discussed.

Assessing the need for the designation of the Yellow Sea Particularly Sensitive Sea Area (PSSA)

With each passing decade, industrial and economic activities have increased the severe contamination of the Yellow Sea and marine pollution, caused by various pollutants, has reached an alarming level. One of the main sources of contamination are pollutants from the international shipping industry. Due to an increase in maritime trade volume, driven by the rapid economic growth of China and South Korea, the danger of polluting incidents caused by shipping activities such as accidental and operational discharges from ships continues to rise. The semi-enclosed Yellow Sea poses geographical disadvantages. The depth of the Yellow Sea is relatively shallow. The width of the Yellow Sea does not exceed over 400 nm. China, South Korea, and North Korea have a common interest in the Yellow Sea. Pollution incidents involving oil, hazardous and noxious substances (HNS), or other pollutants from ships which occur in the territorial sea of one of the Yellow Sea states may have serious impacts on the maritime zone of another. Due to narrow sea areas of the Yellow Sea, there is ongoing dispute over maritime boundary delimitation of the Exclusive Economic Zone (EEZ) in the Yellow Sea. Concurrent Chinese and South Korean jurisdictions exist. These disputes are the primary factor hampering regional cooperation when dealing with regulatory instruments in an overlapping EEZ area. This article serves as a starting point for discussion, to make the case for the necessity of a practical regulatory instrument and regional cooperation to prevent vessel-source pollution in the Yellow Sea. In order to overcome the jurisdictional issue in an overlapping EEZ area and effectively address it, this article argues that the designation of a Yellow Sea Particularly Sensitive Sea Area (PSSA) is required. This study is not only assessing need for PSSA designation, but it is reviewing the geographical and environmental significance of the Yellow Sea.

The association between algae organisms and environmental factors in Hai-tan Strait of Fujian, China

27 points were surveyed, and then algae and seawater samples were collected in Hai-tan Strait. The correlation on HAB (harmful algae blooms) species and environmental factors were studied. Water temperature (T) and salinity (S) ranging from 11.9 °C to 27.8 °C and 20.4 to 33.7 in the year, respectively. Dissolved inorganic nitrogen (DIN) in surface water ranged from 0.098 to 0.776 mg·L−1, PO4-P ranged from 0.0016 to 0.0729 mg·L−1. And Eutrophication index (E) ranged from 0.03 to 13.8, varied different. 102 species of algae belonging to 4 classes and 52 genera were identified. The diversity was increasingly from winter to summer, decreasingly from summer to autumn, highest in summer. 49 species of red tide organisms were found in Hai-tan Strait, main two classes were Bacillariophyta and Pyrrophyta. Ceratium tripos and Noctiluca scintillans were dominant species in spring, Skeletonema costatum was common, and was also mainly HABs dominant species in summer, autumn and winter. Pearson correlation and Canonical correspondence analysis (CCA) showed that environment factors had significant correlation with dominance HABs species in different extent, and the ordination result was that S(Salinity) > T(Temperature) > pH > E(Eutrophication index) > DO(dissolved oxygen) > DIN > PO4-P. Prorocentrum donghaiense, Skeletonema costatum, Noctiluca scintillans and Karenia mikimotoi caused many times red tide in 2011 to 2016. However, Prorocentrum donghaiense and Karenia mikimotoi cell density was low in survey year. North of the strait and east coast of the southern strait were sensitive sea area of red tide. The work highlights for the first time ecological characteristic of HAB was studied in Hai-tan Strait. Further, the data and results of this study will help us to improve efficiency for controlling HAB. Even, it is worthwhile to the management and response to the red tide disaster. Ordination result can also be a good indicator of ecological risk.

The legal status of Particularly Sensitive Sea Areas (PSSAs): Challenges and improvements for PSSA resolutions

AbstractAs an area‐based management tool, the concept of the Particularly Sensitive Sea Area (PSSA) has played a significant role in protecting the marine environment and marine ecosystems from threats posed by international shipping activities. The International Maritime Organization (IMO) allows a coastal State to adopt various associated protective measures in a proposed PSSA for the protection of the marine environment and the conservation of biological diversity. Yet PSSAs remain controversial, as they are based on IMO resolutions, which are not legally binding. To examine the legal status of a PSSA, this article analyses the legal effects of IMO resolutions, their relationship with Part XII of the United Nations Convention on the Law of the Sea, and the application of the precautionary principle. Furthermore, the article examines limitations of PSSAs and suggests how the effectiveness of PSSAs in preventing vessel‐source pollution could be strengthened. The article concludes by referring to the necessity of revision of the PSSA resolutions to clarify the legal status of PSSAs.

An updated method identifying collision-prone locations for ships. A case study for oil tankers navigating in the Gulf of Finland

To ensure the risk level associated with continuously increasing maritime traffic through particularly sensitive sea areas remains at acceptable level, a periodic risk assessment needs to be carried out by the relevant authorities. As a part of such assessment, allowing for proactive countermeasures to mitigate risk, the frequency of accidents is estimated along with the assessment of geographical locations where the accidents are most likely to happen.To this end scientific literature offers a number of approaches, however only a few solutions are recognized by the maritime authorities and applied world-wide. One of such approach is a evidence-based, semi-dynamic, network-based model called IWRAP Mk2. Despite its advantages, the tool lacks the verification procedure of the model development process that governs the reliability of the results. This ultimately may undermine the reliability of the obtained results. This shortcoming seems to be quite common in the field of maritime risk assessment, as revealed by the recent analysis of the risk assessment method and tools.Therefore, this article attempts to close this knowledge gap by providing a novel framework for ship-ship collision probability estimation and identification of the collision-prone locations, encompassing novel verification procedure suitable for network-based maritime risk models such as IWRAP Mk2 tool. As a results this new, wider modeling framework offers more reliable, evidence-based estimates of the probability of ship-ship collision and identifies more accurately the collision-prone locations in a given sea area. To demonstrate the usability of the framework a case study is performed, with the use of 10 months of ship traffic data recorded in the heavily trafficked and enclosed sea area of the Gulf of Finland during ice-free season with the special attention paid to the oil tankers.The updated framework delivers the annual probability of ship-ship collision, where at least one ship is an oil tanker, which is higher by 16% compared to the results obtained from regular IWRAP Mk2 software, that lacks verification procedure. Also the framework identifies the most collision-prone locations in the Gulf of Finland, which are located in the eastern part of the Gulf, explaining over 60% of the total collisions in the whole GoF, for ice-free seasons.

Submarine Cables and the Marine Environment: Bringing the First Submarine Cable to the Galapagos

Renowned for its unique flora and fauna, the Galapagos Archipelago is also home to a growing population of more than 25,000 people. Despite receiving approximately 200,000 tourists each year, and having governmental and nongovernmental offices, two airports, and various other human developments, the Archipelago’s telecommunications remain largely dependent on satellites. The absence of submarine telecommunication cables has not gone unnoticed, and the Archipelago is currently in the spotlight for two potential submarine cable projects. Although the environmental impact of submarine cables is generally deemed to be minimal, the pressure that new anthropogenic activities may add to the Galapagos cannot be disregarded. Two important aspects warrant specific attention in this regard: The Galapagos Archipelago’s surrounding waters have been designated as a marine protected area (MPA) and also a particularly sensitive sea area (PSSA) by the International Maritime Organization (IMO). Hence, using the Galapagos as a case study could serve as yardstick from which to assess the central question of this article: To what extent can coastal states regulate submarine cable operations for the protection and preservation of the marine environment?

Application of scientific criteria for identifying hydrothermal ecosystems in need of protection

Deep-sea hydrothermal vent fields are globally rare (abundant in numbers, but extremely small in area) and are rich in extraordinary life based on chemosynthesis rather than photosynthesis. Vent fields are also sources of polymetallic sulfides rich in copper and other metals. Mineral resources of the international seabed beyond national jurisdictions (referred to as the “Area”) are administered by the International Seabed Authority (ISA), which has the mandate to organize and control mineral resource-related activities and to ensure effective protection of the marine environment from harmful effects which may arise from such activities. To date, the ISA has approved 3 contracts for mineral exploration on the northern Mid-Atlantic Ridge (nMAR) and is developing a Regional Environmental Management Plan (REMPs) for polymetallic sulfide resources in the Area of northern MAR, including the application of area-based management tools to address the potential impacts of mining activities. Several intergovernmental organizations have developed suites of criteria to identify vulnerable, sensitive, and ecologically or biologically significant ecosystems in need of protection. In this case study, we combine criteria developed by FAO for VMEs (Vulnerable Marine Ecosystems), by CBD for EBSAs (Ecologically or Biologically Significant Areas), and by IMO for PSSAs (Particularly Sensitive Sea Areas) to assess whether the 11 confirmed vent fields on the nMAR may meet these criteria. Our assessment indicates that all vent fields meet multiple criteria for vulnerability, sensitivity, and ecological or biological significance, and 10 of 11 vent fields meet all criteria for ecosystems in need of protection.

Addressing the pollution control potential of marine spatial planning for shipping activity

Marine Spatial Planning (MSP) was designed to replace the contemporary fragmented system of sectoral decision making in order to reduce the existing over regulations with a coordinated and coherent spatial allocation system for marine users. MSP was also adopted as a tool for protecting the marine environment and support ecosystem based sustainable sea use management. One of the activities MSP is aiming to address is shipping, to date which is largely managed through regional sectoral approaches and regulations set by the International Maritime Organization (IMO). However, in the field of marine environmental protection, IMO welcomes regional initiatives and even supports them through its Special Areas, Particularly Sensitive Sea Areas (PSSA) and the Port State Control provisions. This research therefore aims to open up new perspectives to the potential function of MSP at the crossroads of environmental protection and maritime transport by analyzing the synergies of MSP with the PSSA regime. Finally, this study concludes that, by introducing spatially explicit regulations, MSP may offer opportunities to enhance regional efforts on reducing pollution from shipping activity within the global legal framework.

Problems and Processes of Restricting Navigation in Particularly Sensitive Sea Areas

Abstract Particularly Sensitive Sea Areas (PSSAs) are a form of marine conservation measure established by the International Maritime Organization (IMO) to protect the marine environment against damage caused by navigation. The politicisation of the PSSA designation process and the shortcomings of the 2015 IMO Revised Guidelines for the Identification and Designation of PSSAs have been inimical to improving the PSSA regime. This article first examines the law and practice of PSSAs and discusses the shortcomings of the 2005 Guidelines. It then explores how politicisation outside and inside the IMO has aggravated the institutional weaknesses of the PSSA regime in three aspects: the relationships between Associated Protective Measures (APMs) and existing navigational measures; the links between the ecosystems and PSSAs; and the lack of stringent APMs.