EU Green Paper on Maritime Policy
Statement of the INTERREG IIIB CADSES PlanCoast Project
1st Draft 15th May 2007
The INTERREG III B CADSES Project PlanCoast is a project co-funded by the INTERREG III B
NP CADSES Programme. It is running between 2006 and 2008 and involves sixteen partners
around the Baltic, Adriatic and Black Sea both from EU as well as non-EU countries, which are
all involved in the development and realization of spatial plans for coastal and maritime areas.
PlanCoast’s aim is to develop the tools and capacities for an effective spatial planning in
coastal zones and maritime areas. In order to achieve this objective a number of pilot projects
and capacity building activities are carried out in each partner country on coastal and sea-useplanning as well as development of a coherent set of GIS databases. In addition the project
works intensively with the national and transnational organizations present in these regions
such as VASAB, Helcom and Baltic 21(Baltic Sea), UNEP-MAP and Adriatic Forum (Adriatic
Sea) as well as the Black Sea Commission in integrating the results of PlanCoast into their
policy developments.
This statement is based on PlanCoast’s sixteen partner institutions’ cumulated experience in
coastal planning in eleven countries of the Baltic, Adriatic and Black Sea Regions. They all
jointly welcome the new holistic approach to maritime affairs and herewith take the opportunity
to comment on the Maritime Green Paper and the development of a future Maritime Policy for
Europe.
Preliminary remark: the PlanCoast partners would like to clarify the term Integrated Coastal Zone
Management and its strong relationship to maritime spatial planning. ICZM is not just one of the issues
within the structure of the Maritime Policy, but one essential tool for realising this policy. Through its
combination of ecosystem approach, involvement of all stakeholders and application of area-wide GIS
data, the integrated approach is not only applicable in the coastal areas, as Green Paper Chapter 3.4
would suggest, but a perfect tool for maritime spatial planning too. This implies also to the need of
redefining the term ‘coastal zone’ which at present is generally identified with the narrow area of
coastal land. It is however clear that strong economical, social and environmental land-sea
interactions extend much further into the sea, thus building a strong case for extending the ‘Coastal
Zone’ even to the boundary of the EEZ. This is the definition of Integrated (Coastal Zone)
Management, which has been applied in this statement.
1 Successful implementation of ICZM
The first condition of a successful integrated management is a vision - an overall goal, which would
unite all the stakeholders. All PlanCoast partners are involved in transnational processes within their
regional seas such as VASAB / Helcom, UNEP-MAP and the Black Sea Commission. The importance
of strengthening such transnational processes for developing common visions for one sea is hereby
stressed. At the same time a national vision needs to be developed within each country. PlanCoast is
currently supporting these processes by fostering an exchange of experience among those countries,
who have developed and submitted comprehensive ICZM strategies and those who have not done so
yet as well as between the EU processes and processes with non-EU countries (i.e. UNEP-MAP/Black
Sea Commission). The continuous support to such dialogues is important for the development of
common visions.
Although spatial planning cannot substitute the whole process of integrated management, it usually
takes a key role in it by providing a legal, institutional and know-how framework for such important
management aspects as thematic integration or participation. Moreover, spatial planning and ICZM
methodologies are very similar. Spatial planning can thus offer ICZM the added value of experience
and expertise in managing the interactive cyclical process of problem recognition, planning,
implementation and evaluation. Spatial planning can also offer ICZM the experience and know-how in
the preparation of long-term scenarios. Therefore PlanCoast sees spatial planning as a core ICZM
tool and player.
Spatial planning is driven by the notion of balancing different interests to achieve sustainable
development. Therefore it should play a bigger role than now in facilitating the activities of the various
Statement on GREEN PAPER on Maritime Policy
bodies to achieve ICZM aims, providing a necessary framework through existing field structures as
well as methods of impact assessment and wider public participation.
The responsibility for ICZM must be urgently taken up by political bodies of all levels: municipalities,
regional government, national government and the EU level. These bodies should initiate the process
according to the EU recommendations and assign responsibility for its continuation in the future to
responsible networks and/or institutions. PlanCoast is assisting the various partners both in the
realization as well as further development of the current ICZM strategies in their countries.
Taking into account the current density of public authorities’ interventions and the limited resources
both in terms of finance as well as personnel of local and state authorities it is not recommended to
create new ICZM specific institutions and organisations. The realisation of ICZM can be achieved by
the optimizing of existing institutions and their better networking, rather than creating new ICZM
specific institutions.1
Finally, an essential condition of ICZM is the development of networking and dialogue between
actors, the dissemination of knowledge and training in efficient management practices. Regional and
sub-regional cooperation will also have to be promoted between countries, particularly through the
development of more efficient and rational channels of participation and working procedures.
2 Maritime spatial planning for a sustainable development of the
maritime regions
As economic activity moves further offshore there will increasingly be a need for coordinated action in
order to assure the security, economic and ecological feasibility, and the right of innocent passage.
PlanCoast therefore strongly supports the Commission’s idea of developing coherent patterns
of marine spatial planning in all member states. In countries where the terrestrial solutions are
excellently founded and operating, this can be achieved by extension of principles of terrestrial
planning towards the sea. The countries, however, where terrestrial spatial planning is ill-functioning or
virtually non-existent, are, in close collaboration with the EC, challenged to work out instruments to
introduce maritime planning on wholly innovative basis. To ensure the EU-wide compatibility and
homogenous quality of such plans, EC should define the spectrum of their contents, thus providing
actual methodology guidance.
PlanCoast proposes following issues to be obligatory considered in maritime spatial plans:
1. Environmental protection
2. Protection and sustainable management of natural resources
3. Wind energy plants
4. Main shipping routes
5. Cables and pipelines
6. Fishing
7. Tourism.2
Experts should agree on a certain set of methodological guidelines (e.g. hand-book) for preparation
and implementation of maritime spatial plans and PlanCoast is currently already making a contribution
to such guidelines, which need to be further developed, however, by input from other regions.
In view of PlanCoast Integrated Management should be the basis for a future European maritime
spatial planning system the answer advocated by PlanCoast. Through its combination of an
ecosystem approach, involvement of all stakeholders and application of area-wide GIS data, an
integrated approach is not only applicable in the coastal areas (as Green Paper Chapter 3.4 would
suggest) but a perfect tool for far-sea spatial planning too. PlanCoast is convinced that coastal and
maritime planning approaches have to be coherent and vital land-sea interactions have to be
taken into account.
A frequently neglected feature of coastal zones is their strong linkage to the hinterland. For example,
many marine environmental problems are caused by river pollution originating from agglomerations far
upriver. On the other hand, especially the economic and social dimension of offshore activities such as
wind energy plants, is exclusively felt onshore. Therefore, efforts must be made to promote a holistic
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BaltCoast Recommendations short
MKRO 2007
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approach that transcends artificial boundaries in management and policy (e.g. sea shore, 12sm zone,
EEZ) and to stimulate thinking beyond present competence schemes. The EU should provide financial
and administrative mechanisms to support initiatives that are based on this approach.
In that regard PlanCoast strongly recommends the tool of Territorial Impact Assessment (TIA) for
large-scale enterprises in coastal areas, such as i.a. cross-border transport corridors, transport
infrastructure, energy generation plants and raw materials extraction. While considering all potential
impacts of a project, it can also help harmonising interests of the stakeholders and raise social
acceptance. Experience in other assessment types (EIA, SEA) shows that the most effective way is to
integrate it in the statutory planning process3.
3 The use of modern Geographic Information Systems (GIS) as a basis
for maritime spatial planning
One of the questions raised in the Green Paper related to the data which should be made available for
planning in coastal regions. Even in the disperse country setting of PlanCoast current experience
shows, that the issue on necessary data is not so much a question of availability. In fact there exists
currently an excess of data relating to almost every subject relevant to spatial planning. The overall
quality is, however, not sufficient and/or there is a lack of comparability and integration of various sets
of data as to offer valuable information.
Good spatial planning data should be up-to-date, objective, reliable, relevant and comparable.
Planning is dealing with the future, but data is available only about the past. Many stakeholders are
not in the position to formulate and analyse their own future. In consequence, conflicts frequently arise
over the interpretation of the raw data.
The Geographic Information Systems (GIS) can, due to their ability to store and analyse high quality
data, greatly facilitate the planning and are therefore the best complementation of the dynamic ICZM
process. Much of the data is however not yet available in GIS format. Within the project setting of
PlanCoast, many partners are currently supported in setting up relevant GIS databases and within the
PlanCoast network will agree on a standard set of data to be included. Furthermore the project
supports much needed capacity building efforts for GIS especially in the new or non EU member
states. The PlanCoast partners thus strongly advocate the EU-wide promotion of GIS. On supranational level, EU can take opportunity to enforce a coherent set of GIS standards (such as coordinate
system, symbolic etc.) in order to ensure the cross-border and regional compatibility of spatial data of
all EU member states and associated countries. Results and experience of forerunner projects like
PlanCoast should be taken into account in this process.
4 The quality of life in coastal regions
The challenge for sustainable development in coastal zones is how to maintain the existing high
standard of the environment while using these assets as the main leverage for development. Recently,
additional requirements of climate change mitigation and adaptation emerged. The Green Book
justifiably raises the issue on how the quality of life in coastal regions can be maintained while
continuing to develop sustainable income and jobs.
The PlanCoast partners believe, first of all, that spatial planning can provide answers to many of
the above challenges of the coastal areas. To achieve a balance between the different needs, a
constant working dialogue of all stakeholders is necessary. In particular, this dialogue should be
maintained between environmental protection and socio-economic planning. Moreover, the needs of
the local and regional population are to be taken into account. The informal I(CZ)M approach can
provide an excellent complementation to the mandatory spatial planning solutions.
Second, it is vital to break with the represented also in this Green Paper thinking patterns that make
economic development dependent on a corresponding, or even more intensive exploitation of natural
resources. The “decoupling” of economic growth from increased environmental pressure would
contribute to the achievement of the relevant Millennium Development Goal. To this end, change must
first be promoted in consumption and production patterns through the use of renewable sources of
energy, clean technologies, suitable infrastructure, more efficient public transport including greening
public procurement. Access to information, education, training and professional upgrading is needed
so as to move from an emergency to a prevention culture. The management of water, energy, soil
and coastal area resources must also be improved, and the growth in waste generation and pollutant
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MKRO 2007, 3
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emissions reduced. Such a “decoupling” will benefit both enterprises and the environment, offering a
win-win scenario4.
Tourism is a major industry in terms of employment and income in many European coastal regions.
However, the benefits from it are unevenly distributed and adverse environmental impacts in such
areas as transport, noise, waste generation, the consumption of space, and the degradation of
landscapes, coasts and ecosystems are frequently the consequence. There is a real opportunity for
the EU Maritime Strategy to influence the national tourism policies and to link the development
towards more cultural-rural and sustainable tourism, which would favour inland areas and cities,
environmental concerns and coastal protection and cultural and historical sites. 5
Passenger and freight transport needs are growing faster than the rate of economic and demographic
growth. In view of these trends, current transport systems are not sustainable in the long term. The
main Mediterranean, Baltic and Black Sea water routes are generally insufficiently rational and
competitive. Land transport is dominated by road traffic, which in the Mediterranean accounts for 88%
of passenger traffic and 82% of freight. As it accounts for one-third of total energy consumption,
transport is the major contributor to pollution and global warming, thus diminishing significantly the life
quality. This is why the EU should support investment and incentive policies to stabilize or reduce the
share of road transport and promote, after environmental impact assessments, alternative transport
systems, in particular “motorways of the sea” and railways. A desirable objective by 2015 would be to
scale down the road share to 75% of total traffic for both the number of passengers and volume of
freight.6
Selection of considered sources (internal)
BaltCoast 2005: The Role of Spatial Planning in ICZM: Recommendations from the Interreg III B
BaltCoast Project. Short version available online at www.sustainable-projects.eu
BMVBS 2006 IKZM: Raumordnungstrategien im Küstenbereich und auf dem Mee. (Results of the
research programme of the German Ministry of Construction and Regional Development)
Green Paper on Maritime Policy
Mediterranean Strategy for Sustainable Development, 2007
MKRO 2007: Positionspapier des Hauptausschusses der MKRO (Green Book position paper of the
German Ministerial Spatial Planning Commission)
VASAB 2010 Plus: IV. SPATIAL DEVELOPMENT ACTION PROGRAMME. Chapter 3.6 Key theme 6:
‚Integrated development of coastal zones and islands’ 2001
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Med-Sustainable Development Strategy 2006, 16
5 Med-Sustainable Development Strategy 2006, 28
6Med-Sustainable Development Strategy 2006, 27
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