Wadden Sea Board
WSB 8
26-27 June 2013
Copenhagen
__________________________________________________________________________
Agenda Item:
5
Subject:
Report Task Group Shipping
Document No.
WSB 8/5/4
Date:
17 June 2013
Submitted by:
Chair TG-S
__________________________________________________________________________
Attached is the delivery of the Task Group Shipping. It is referred to the guiding note by the
chairman of the Task Group.
Proposal
It is referred to the guiding note.
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page 2
Rijswijk, 7 June 2013
To:
Mr. P. Ilsoe, Chairman of the Wadden Sea Board
Members of the Wadden Sea Board
Dear Mr. Ilsoe and Members of the Wadden Sea Board.
This guiding note intends to inform you about the completion of the work of the Task
Group Shipping resulting in the Vision Document and five Operational Plans as
required by your appointment.
I refer to the Sylt declaration, where it was agreed “ to instruct the Wadden Sea
Board to discuss the PSSA Evaluation Report (Southampton Solent University
Report) and further steps of implementation with the relevant competent authorities
and develop a vision on the impact of shipping and ship’s safety on the Wadden Sea
PSSA. The drafting of the vision is the central task of the Task Group Shipping,
further TG-S, as encompassed in the TOR approved by the Wadden Sea Board
(WSB)” . Also reference is made to the TOR describing the tasks of the TG-S.
In your Fifth meeting you agreed that “WG Shipping of the WSF and the Task Group
Shipping of the WSB should coordinate their activities. The chairman of the WSF
shipping work group should therefore be requested membership of the Task Group
Shipping”.
Besides the Vision document you decided in your sixth meeting that Operational
Plans should be drafted.
Through a number of meetings with the TG-S, electronic exchange of information
and telephone discussions between members of the group, but especially in two very
informative and productive workshops involving various stakeholders, many aspects
of shipping industry in relation to the protection of the PSS Wadden Sea were
discussed.
Several sources of information were consulted and last but not least the resolution by
the WSF group Shipping & Harbour was considered.
It is therefore with pleasure that I can, on behalf of the TG-S members, forward to
you for your consideration and approval
Vision Document and
1. Five Operational Plans, named
a. Prevention of Accidents
b. Operational Pollution
c. Awareness and Education
d. Preparedness and Response
e. Cooperation
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All credits for the reached agreement (consensus) on the contents of the papers are
to be given to the Members of the Task Group, the secretariat; the stakeholders; Dr.
Scherer who chaired the workshops.
The commitment of participants and perseverance made the TG-S overcome the
difficulties encountered during the process and kept us focussed on achieving the
objective.
I trust that the produced documents meet your requirements.
Yours sincerely,
J. Huisman
Chairman of TG-S
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MARITIME DEVELOPMENTS
PARTICULARLY SENSITIVE SEA AREA WADDEN SEA
(PSSA)
VISION DOCUMENT
The PSSA Wadden Sea is a tool for both, nature conservation and shipping industry,
to develop a mutual understanding and discuss common issues, with the view to
jointly support necessary changes in regulation and the awareness among maritime
and other stakeholders.
 Summarizing the outcome of the various meetings of the Task Group
Shipping and the workshops with stakeholders
 Also recognizing the information obtained from port authorities in the three
countries concerned, acknowledging the analysis of shipping industry,
 Taking account of the international developments concerning legislation
following incidents
The TG-S considers it essential to anticipate possible influences of the shipping
industry on the environment of the PSSA.
Shipping industry:







One of the driving factors of economic growth
Considered a safe and environmental friendly mode of transport
Requires international co-operation in legislation
E-navigation and Vessel Traffic Services (VTS)/Vessel Traffic Management
(VTM) system evolve
Regular review of risk analysis and impact assessment is vital
Cooperation between the trilateral partners is essential and
Coordination in the case of an accident stimulates effective response
Towards 2030 the trilateral partners foresee:






Further cooperation in the IMO and EU on maritime safety and environmental
standards,
Regular review in the framework of the Bonn Agreement of risk- and impact
assessment
Intensified regional cooperation concerning adequate response to maritime
accidents
Continuous awareness of all partners
Further development of marine spatial planning.
Implementation of e-navigation and VTS/VTM where deemed necessary
To implement these visions are transferred into operational documents:
1.
2.
3.
4.
5.
Prevention of Accidents
Operational Pollution
Awareness and Education
Preparedness and Response
Cooperation
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MARITIME DEVELOPMENTS PARTICULARLY SENSITIVE SEA
AREA WADDEN SEA (PSSA)
VISION DOCUMENT
Introduction
The Wadden Sea Ministerial Conference at Sylt, held on 18th March 2010 agreed to
further strengthen the advancement of the Wadden Sea Particularly Sensitive Sea
Area (PSSA) and to develop a vision for the Wadden Sea PSSA.The overall aim for
the development of the vision was to forecast of maritime traffic in the Wadden Sea
PSSA and wider North Sea area until 2025/30 and to identify main issues for the
Wadden Sea PSSA in the field of maritime safety and pollution prevention in context
with shipping, and in relation to the forecast
A follow-up trilateral workshop was conducted to discuss details of the development
of the vision for the Wadden Sea PSSA in Hamburg on 19 May 2011. The workshop
underlined that the vision should be developed with high priority.
The main focus of the Vision document is on the area known as the PSSA
Wadden Sea. However, in order to have a clear and accurate picture of the
possible threats to that area, the wider North Sea area has to be considered as
well. It is known that because of the generic sea current in the North Sea and
also prevailing winds in the southern part, substances entering into the marine
environment say in Dover Straits may later on be found at the coast of the
Wadden Islands.
It is also recognized that releases of hydro carbons in offshore areas could be
traced in the PSSA Wadden Sea.
The Marine Environment Protection Committee (MEPC) of the International Maritime
Organization (IMO), in October 2002 designated major parts of the Dutch, German
and Danish Wadden Sea as a PSSA. The area designated as a PSSA is basically
the marine area of the Wadden Sea Conservation Area, being the larger parts of the
Wadden Sea national parks in Denmark, Germany and the Wadden Sea nature
protection areas in the Netherlands. The PSSA covers an area of approximately
15,000 km2.
The designation is the recognition of the Wadden Sea as a worldwide unique nature
area and the measures taken by the Wadden Sea States to protect it. The Wadden
Sea and the North Sea is already subject to an extensive regime of protective
measures, consisting of both International and National regulations, that aim at
reducing the impacts from and risks related to shipping. Therefore, the PSSA
designation was not associated with new measures.
Maritime activities in the Wadden Sea and the North Sea area have also a large
importance for the economies of our countries. However it is acknowledged that
despite the best prevention and response measures in the world as with all human
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activities there remains a risk that an incident occurs and negatively affects the
marine environment.
Shipping is a complex international mode of transport. In the next decades different
developments will be expected. To understand the issue a short overview is given.
The shipping industry
Shipping is carried out as a worldwide mode of transport of goods. Major issues
related to ship design, safety and operations are decided on at IMO- (International
Maritime Organization) or EU-level. Therefore it could be seen as the poster child for
globalization and the closely connected world of today. This development is expected
to continue in the next decades. Not just only do experts foresee a significant general
increase in sea freight until 2030, also short sea shipping and feeder shipping are
expected to grow. However, the most optimistic growth is slightly tempered as a
result of the economic situation. Moreover the size of ships, especially in container
transport, will change according to the economic growth. Larger sizes are expected
in international traffic from Asia and the American continent as well as in feeder ships
sailing around the European coasts. With expected stricter requirements for emission
caused by ships and the dropping reserves of mineral fuel oil developments towards
the use of more environmental friendly technologies like the use of liquefied natural
gas (LNG) are expected. In the past decades there has been significant progress on
the international stage by protecting the marine environment and adopting measures
to avoid shipping accidents. These fuel developments and costs saving measures
are to be seen as part of sustainable shipping.
All of the above mentioned changes will naturally influence the requirements of ports
in the whole North Sea area.
The ports in the wider North Sea area are as different as the sea area itself. From
huge multi-functional ports with the capacity to take the biggest container vessels
and deal with a variety of goods like Hamburg and Rotterdam to smaller more
specialized ports all logistical requirements are met to call the North Sea ports a
major player in the globalized trade of goods. With expected larger vessels sailing
from Asia and the American continent and therefore an increased feeder traffic ports
will have to adjust to the new requirements. Additionally developments as expected
in the offshore industry will likely influence the infrastructure of ports in the North Sea.
These days’ ports are managed like huge business companies who will adjust to the
needs of their clients from the shipping industry. However like every modern
company the need to do business in a sustainable way and find a balance with
ecological issues is more pronounced than in the past and is anticipated to grow in
the next decades. Projects supporting the availability of shore-side power are just an
example of the changes in the industry. Among others the planned installation of
offshore-wind farms in the North Sea and the expected rise in tourism, especially in
recreational boating, are most likely to influence traffic in one way or another.
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Although it was predicted several times that the size of ships would not grow
anymore, especially in container transport a constant trend to larger vessels was
recorded. Nowadays the capacity of the biggest vessels is reaching about 18,000
TEU (Twenty-foot Equivalent Unit), and larger vessels are at the drawing table.
The increasing growth may entail new challenges with regard of safety and
environmental protection. These vessels will probably be more difficult to be handled
in case of an emergency as there is more cargo on board and larger quantities of fuel
oil are carried in several bunker tanks. On the other hand, compared to the past, new
buildings since the year of 2010 are subject to stricter regulation, inter alia with
regard to the design of their bunker tanks which have to be protected by double
bottom or side tanks. The trend to larger sizes is also observable for cruise ships but
not for tankers and bulk carriers.
A quite new but obviously rapidly developing approach to comply with ECArequirements (ECA = Emission Controlled Area) is the use of Liquefied Natural Gas
(LNG) for ships. The vessels being suitable for such an approach are offshore supply
vessels, Ro-Ro, ferries and harbour-tugs. There is an increasing interest in this
approach, occasionally there are also discussions about prospects to convert or build
larger (container) vessels for the consumption of LNG. These ships, however, need a
new net of infrastructure for the provision of LNG which partly is already in
preparation, but which certainly will need time to become a sufficient supply net areawide.
The trilateral parties, also co-operating in the framework of the BONN AGREEMENT
(BA) reaffirm the importance of shipping safety with respect to any offshore activity.
The current level of safety is very high and the risk-analysis conducted in the BA will
be the basis for future measurements, if needed to enhance the level of safety and
response.
Legal Aspects
Considering the above mentioned developments in the shipping industry the IMO, the
EU and the individual member states have improved the maritime legislation in order
to protect the marine environment.
Through IMO SOLAS (International Convention for the Safety of Life at Sea) as well
as numerous amendments adopted by the Marine Safety Committee (MSC),
amendments to MARPOL (International Convention for the Prevention of Pollution
from Ships and other major conventions have entered into force in the past decade.
On EU-level and as a reaction to the accident of Erika and Prestige a number of
regulations and directives entered into force between 2002 and 2009. They forced
member states to establish a community vessel traffic monitoring (VTM) and
information system (VTIS), introduced common rules and standards for ship
inspection and established fundamental principles to govern the investigation of
accidents in the maritime transport sector.
It is in this international context that the rapid developments with regard to enavigation are followed and the trilateral parties study the merits of enhancement of
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Vessel Traffic Management. In the next decades the international cooperation at
IMO-level and among EU-member states is expected to increase. Under the EU
(EMSA) umbrella SAFESEANET was established with the main objective to support
the collection, dissemination and harmonized exchange of maritime data. The
network assists communication between authorities at local/regional level and central
authorities thus contributing to prevent accidents at sea and, by extension, marine
pollution, and that the implementation of EU maritime safety legislation will be made
more efficient.
Up to this day the North Sea area has been an example on how this cooperation
among states proves to be effective. OSPAR working together with members on a
common approach on the marine protection of the North-East Atlantic and the Bonn
Agreement member states cooperating in dealing with the pollution of the North Sea
by oil and other substances are excellent examples on how a common approach
leads to better results.
Also the international maritime community is aware of increasing container, but also
passenger vessels and it is essential for coastal states and industry to find technical
and financial means to be prepared for appropriate response to accidents.
Additionally, the trilateral states have established safety measures based on their
own national legislation. The competent authorities evaluate safety measures
continuously.
However in order to maintain this level of safety and also to keep a balanced
sustainable relationship between economy and ecology, international shipping
related legislative measures and operationally implemented procedures need to aim
at the highest practical level of preventing accidents and the best technical means for
response in the rare case an incident happens. Accidents even with the best state-ofthe-art-systems can still happen for no other reason than human failure. Therefore
with the recognized obligation to protect the Wadden Sea PSSA competent
authorities and stakeholders need to increase awareness at what is at stake and
which means may lead to an even better cooperation supporting the protection of the
Wadden Sea.
Working together with all stakeholders will continue to further solidify the Wadden
Sea PSSA’s significance without ignoring the economical necessities in the wider
North Sea area.
Contribution by stakeholders
Workshops attended by stakeholders and governmental representatives discussed
various topics related to the main issue, namely prevention of pollution by shipping
industry.
The outcomes of the workshops are considered to be extremely important and
therefore used as the basis for the development of this vision by the Task Group
Shipping.
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Contribution to a Vision for the PSSA Wadden Sea by stakeholders
The Wadden Sea is an area of outstanding universal value, being protected by three
countries and by European law and inscribed as a World Heritage Site by the UNESCO.
The IMO has designated the Wadden Sea as a "Particularly Sensitive Sea Area" (PSSA) in
the understanding that harmful influences from maritime activities on the protected area must
be avoided. Maritime activities in the Wadden Sea and the adjacent waters of the North Sea
have a large importance for the economies of our countries and fulfil already a high
environmental standard when compared globally. However, through the coordination between
Denmark, Germany and the Netherlands future improvements will be necessary, concerning
among others:

the global safety and environmental standards

the awareness of maritime and other stakeholders

further implementation of international vessel reporting and monitoring for improved
safety and efficiency of navigation and emergency response

a continuous risk assessment as a basis for precautionary measures and adequate
response on emergencies

risk reducing efforts in the context of offshore developments which must ensure that
the safety standard is maintained

Initiate further cooperation on marine spatial planning between North Sea coastal
states
The PSSA Wadden Sea is also a tool for both the nature conservation and maritime sector to
come together for their PSSA, to develop a mutual understanding and discuss joint issues,
with the view to jointly support necessary changes in regulations and the awareness among
maritime and other stakeholders.
It was recognized that an effective coordinated response organisation exist within the
Bonn Agreement and sub-regional cooperation is guaranteed within the DenGerNeth
Plan. The current on-going risk analysis BE-Aware aims to analyse the current risk
and provide a basis for more effective response measures. The PSSA Wadden Sea
is now indicated on all sea charts to enhance the awareness and companies should
be approached directly but the challenge remain to keep a high level of awareness in
spite of no or very few incidents.
Stakeholders stressed that the core elements of the vision were a protected and
managed North Sea through a regional seas approach, safe and clean waters and a
balanced use of the available sea space as well as recognition of the intrinsic value
of the natural sea basin. A priority remains with preventing accidents and responding
appropriately without any delay in case of an incident.
Another focus of the presentation was on emissions and its reduction measures.
Shipping would substantially contribute to CO2, NOx, SO2 and fine particle
emissions. The promoted new standards and parameters in Emission Control Areas
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(ECAs) and the application not only in the shipping business but also in gas and oil
exploitation may lead to emission reduction. Techniques to reduce the mentioned
emissions would already be available, such as advanced ship designs, filter systems
and alternative fuels, but are not consequently applied by the industry.
Participants concluded that on one side maritime transport is a global activity that is
beneficial to all coastal states and national economy largely depends on this industry.
Offshore oil and gas industry but also further expansion in wind energy parks results
in increased employment. On the other hand human activities, amongst others
shipping industry may cause pollution to the marine environment. Daily operational
discharges and many types of emissions are connected with the industry.
The Future
The trilateral partners have worked closely together in the past decades to protect
the Wadden Sea area. This experience shall be continued with the following
operational actions. It contains the five major issues prevention of accidents,
operational pollution, awareness preparedness and response and cooperation in
order to protect the PSSA Wadden Sea.
The PSSA Wadden Sea is a tool for both, nature conservation and shipping industry,
to develop a mutual understanding and discuss common issues, with the view to
jointly support necessary changes in regulation and the awareness among maritime
and other stakeholders.
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PREVENTION OF ACCIDENTS
Objective 2030
Preventing maritime accidents and therefore protecting the marine environment
remains a priority for the trilateral partners.
Despite an expected rise in maritime traffic in the wider North Sea area until 2030,
respectively in numbers and size of ships, and the development in offshore
installations the trilateral partners work closely together both on the international and
national level to reduce the low number of accidents in relation to traffic density even
further, but at least keep it at the current level. By taking into account and supporting
actively the technical developments on board and onshore they constantly improve
their existing preventive measures and establish additional ones if deemed
necessary.
Current Status & Challenges 2030

Considering the number of ships every day in the North Sea and due to the
preventive measures introduced by the trilateral partners, the rate of
accidents has been constantly very low

Trilateral partners have in accordance with the international Convention for
the Safety of Life at Sea (SOLAS) established Vessel Traffic Services (VTS)
along their coasts

Via VHF-connection from simple weather information to support in difficult
navigational or meteorological conditions up to compulsory measures if
deemed necessary the VTS-C communicates directly to the ship and vice
versa

Keeping emergency towing capacities stand-by and cooperate between the
trilateral partners in case of a maritime emergency

Establishment of mandatory and compulsory pilotage for ships of certain
types and sizes, e.g. on fairways to ports has been established

Establishment of Traffic Separation Schemes (TSS) with a firm regulation for
certain vessels e.g. vessels carrying dangerous goods or deep draft vessels

Using state-of-the-art navigational aids
direction finder, e-navigation

Trilateral parties in the EU use the SafeSeaNetwork (SSN) for the exchange
of information on vessels and their cargo
e.g. buoyage, Radar, AIS, VHF-
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Measures
 Continue to work on behalf of maritime safety on IMO and EU-level
 By taking into account the on-going technical development continue to
improve existing VTS, including comprehensive monitoring, e.g. through IALA
(International Association of Marine Aids to Navigation and Lighthouse
Authorities)
 In addition to constant national risk assessments using Bonn Agreementwide initiatives like the BE AWARE project to cooperate between
neighbouring states in the wider North Sea area to increase the comparability
of results and therefore the possibilities of cooperation
 Study possibilities on the level of the competent authorities on how to improve
the cooperation on the operational level, e.g. information exchange, between
VTS-Cs from trilateral partners and establish a reporting system for certain
commercial ships in the Wadden Sea PSSA
 Continue on national level to review all preventive measures into account the
on-going development, e.g. expected higher density of traffic, construction of
offshore wind farms etc. in order to at least keep the current level of safety
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OPERATIONAL POLLUTION
Objective 2030
For a comprehensive protection of the Wadden Sea PSSA/Wadden Sea World
Heritage ships will operate in the area and in the wider North Sea under strict
pollution regulations with no discharges and release of alien species allowed, but
energy efficient and with emissions and container loss kept to a minimum.
Current Status & Challenges 2030
Emissions
 Regarding the expected increase in the overall fuel consumption, the IMO
released regulations to stimulate continuous technical development of fuel
efficient ships. The implementation of these measures will lead to a significant
decrease of emissions like CO2, NOx, SOx and PM.

The North Sea is declared as sulphur emission controlled area (SECA) in
effect from 2007. Regarding the reduction of NOx and particulate matter (PM)
emissions discussions in Europe are still on-going. Meanwhile alternative
energy sources like liquefied natural gas (LNG), fuel cells and H2 are already
tested and will be implemented where possible.

Many ports invest in basic infrastructure to address insufficient land based
electricity supply to decrease fuel consumption and corresponding emissions.
The Green Shipping initiative is an example for efforts by the shipping sector
to lower environmental impacts. Port authorities founded initiatives like
Ecoports and the World Port Climate Initiative (WPCI) to improve the
environmental situation in ports, surrounding areas and the transport chain.
European Ports are engaged in the field of environmental management.
Discharges
 About 20% of the global discharges of wastes and residues at sea are
considered as generated from shipping activities (EMSA). According to
MARPOL the North Sea is designated as a “special area”. Since 2000 the
“Directive 2000/59/EC of the European Parliament and of the Council on port
reception facilities for ship-generated waste and cargo residues” is effective
and should prevent ships from discharging their wastes at sea. Still there is a
problem with plastic waste originating from ships in the North Sea. European
Ports are engaged in the field of environmental management and IMO
regulations on the reduction of oil spills through technical solutions. Numbers
of oiled beached birds have declined significantly over the last decades in the
Wadden Sea, pelagic seabirds, notably common guillemots, still have
relatively high oiling rates (QSR 2009).
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Underwater noise is emitted as a by-product from the shipping and the off
shore industry. Research on the severity of these impacts e.g. on harbour
porpoises is still on-going.
Ballast water treatment and anti-fouling
 The transport of invasive alien species in ships’ ballast water and as
biofouling on ship hulls with a potential release into the Wadden Sea or
adjacent areas has been discovered as a major (biological) threat to the
ecosystem. With the ratification of the IMO Ballast Water Management
Convention in 2012/2013 an international instrument for the treatment and
handling of ballast will be confirmed. These regulations will not challenge the
problem of species being transported attached to ship hulls (biofouling), the
avoidance of corresponding toxic anti-fouling substances, and in water hull
cleaning.
General

The MSFD will enhance monitoring efforts (by 2014) and it is aiming for “good
environmental status” in European waters including the German and the
Danish Wadden Sea by 2020.
Measures
Emissions
 The three countries will support appropriate IMO initiatives with the goal to
further reduce ship emissions both on sea and in the ports as already stated
in the Wadden Sea Plan 2010.
 The three member states will support OSPAR and HELCOM countries in their
initiative to apply for Nitrogen Oxide (NOx) Emission Control Area (NECA)
status. The introduction of alternative energy, propulsion technologies and
low draught hull designs in Wadden Sea World Heritage area and the wider
North Sea should be promoted. Alternative energy supplies should be
implemented in ports.
Discharges
 Promote European initiatives to support the implementation of an adequate
system for ship-generated waste and support harmonization of a “no special
fee” system similar to the corresponding HELCOM initiative 2010.
 Existing obstacles (e.g. charges) for the fishermen to deliver marine litter
found in their nets to a Port Reception Facility (PRF) should be investigated1.
 Prevention of oil spills and other hazardous substances, residual materials
and litter to the aquatic environment and wildlife. Activities aiming at
1
http://www.helcom.fi/Recommendations/en_GB/rec28E_10/
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improving enforcement (surveillance and prosecution) of agreed regulations
and policies to prevent illegal discharges will be continued and corresponding
fines have to be adjusted where possible2.
 Paraffin pollution is a problem for the beaches along the North Sea including
the Wadden Sea. Denmark sent a submission to IMO (BLG/ESPH in October
2013). The measures could be both, more monitoring through authorities like
Port State Controls (PSC), and stiffening of the regulations covering
discharge of cargo-residuals. Research projects in this field like in SchleswigHolstein should be supported.
 Support the development of guidelines and technical and operational
measures for the reduction of underwater noise currently under development
within IMO.
Ballast water treatment and anti-fouling
 Implementation of the IMO Ballast Water Management Convention when in
force.
 Apply/implement IMO Marine Environment Protection Committee 2011
guidelines for control and management of ships’ fouling and consider
measures indicated in the trilateral Strategy for Alien Species.
Prevention of container loss
 Following Supporting initiatives like lashing@sea. The project is aiming to
prevent lashings systems from failing. A second aim is to increase lashing
efficiency where possible, incl. proper cargo handling.
2
http://www.helcom.fi/Recommendations/en_GB/rec19_14/
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AWARENESS AND EDUCATION
Objective 2030
Achieve a level of awareness and education of the Wadden Sea PSSA and its
function amongst stakeholders that will contribute to the safety of maritime traffic and
the protection of the area.
Current Status & Challenges 2030
The Sylt Declaration agreed to recognize the importance of shipping to the Wadden
Sea Region and to coordinate and intensify raising the awareness and education for
the Wadden Sea PSSA and other relevant regulations to mariners and relevant
stakeholders. The stakeholder workshop 2011 confirmed that the degree of
awareness with regard to the Wadden Sea PSSA is low and needs to be improved;
the focus in terms of future awareness should be the sensitivity of the Wadden Sea
including its status as a World Heritage property, as well as the function and purpose
of the Wadden Sea PSSA, which is to protect it from impacts from international
maritime activities. Meanwhile the Wadden Sea PSSA appears on all national and
the relevant UKHO-nautical charts. The IMO has decided to establish a special
exhibition on PSSA at its headquarter in London. The Wadden Sea is naturally part
of the exhibition.
Measures
 Include appropriate information on the sensitivity and purpose of the PSSA in the
Port Information Guides of all ports.
The information must be targeted to mariners which are those with the greatest
ability to protect the environment and exercise caution when they operate in or
adjacent to the PSSA.
 Include (Wadden Sea) PSSA in the curriculum of nautical education.
The environmental awareness education including PSSA should become part of
the new Standards of Training Certification and Watch keeping (STCW) Code at
nautical colleges. Pro-Sea and standardized education material may support and
promote education in this regard. In order to reach this the IMO has to be
approached.
 Establish a Wadden Sea PSSA Ambassadors Programme.
Invite and educate a number of relevant persons with long term experience in
and/or high profile in the maritime industry to act as ambassadors for the cause of
the Wadden Sea PSSA during events, conferences, meetings etc. Such
programme should be related to the trilateral communication strategy.
 Bi-/Tri-annual Progress Report
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A bi-/tri-annual progress report should be published on the PSSA Wadden Sea
based on the data collected within the Trilateral Monitoring and Assessment
Programme including incidents reported in the period ensuing from the incident
reporting database.
 Look at practices of other PSSAs worldwide
Learn from practices of other PSSAs worldwide and clarify if those would make
sense to be implemented to enhance the awareness on the Wadden Sea as well.
 General awareness
An effort should be made to inform the general public in the three countries on
the Wadden Sea. The Wadden Sea has been described in the German Railway
magazine. Comparable descriptions could be made in the Danish and Dutch
Railway magazines, or similar magazines/newspapers.
 Communication of measures already in place
An effort should be made to inform the general public and expert audience in the
three countries on all those measures that have already been implemented within
the past years (see Current status & Challenges 2030 of all 5 vision documents).
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PREPAREDNESS AND RESPONSE
Objective 2030
Maritime activities e.g. shipping, oil & gas exploration and exploitation, wind energy
parks and recreation may due to circumstances cause an incident. Also, the daily
operation may lead to non-permitted emissions to the water column.
If an unfortunate event occurs posing a threat to the (marine) environment the
partners will respond without delay, either individually or in a joint effort. Sufficient
means will have to be in place and would be deployed by well-educated and trained
personnel.
Current Status & Challenges 2030

Long term analyses of collected data on floating pollution (mineral oil) released by
ships or offshore indicate a sharp decline both in numbers as in volumes.
Further reduction of discharges is an international effort.

Assessment of the impact to the PSSA Area of input of oil and Hazardous and
Noxious Substances (HNS) by ships is produced at the level of the BONN
AGREEMENT as a result - a risk analysis - of the BE-AWARE project. The three
PSSA partners are member of the BONN AGREEMENT and consider the
outcome of the project as the basis for defining the level of Preparedness.
This risk-analysis is regularly reviewed.

Incidents in the PSSA area and the wider North Sea may have an impact on the
coastal area and on wildlife. The level of preparedness in the three countries is
considered to be at a high level also due to the best available technology.

Preparedness and Response are individually initiated. However in specific seaareas, so-called Quick Response Zones, neighboring countries agreed on
dedicated response plans under the Bonn Agreement umbrella. Additionally
recourse on a mutual agreement concerning emergency towing capacity in case
of need is in force.

PSSA partners strive to establish a common approach for responding to any
maritime incident. Scenarios are fully developed and implemented e.g. in the
DenGerNeth plan.

An integrated response plan is established in co-operation between responders
and nature conservation authorities as well as port authorities. This plan is
regularly reviewed.
WSB 8/5/4 Report TG-S
page 19
Measures

Continue to co-operate at the level of the BONN AGREEMENT on risk analysis,
sensitivity mapping, pollution response capacity and response to polluted
wildlife.

Continue to obtain data on polluted wildlife (mainly birds) as the existing,
internationally accepted, measurement tool on the status of pollution by hydro
carbons in the marine environment.

Continue to co-operate in the BONN AGREEMENT in the field of satellite and
airborne Remote Sensing with the objective to detect and observe pollution and
polluting sources.

Continue to study possible technical improvements on response strategies,
measures and equipment also considering the principles of Net Environmental
and Economic Benefit Analysis (NEEBA) approach.

Continue to organize the annual equipment exercise in the PSSA area and the
adjacent area according to DenGerNeth.

Study possibilities to extend the exercise participants with other stakeholders.

Initiate research on new technical and pragmatic means to respond to oil
pollution. Focus should be given to the specific PSSA Wadden Sea hydrodynamic conditions. Additionally the communication of the results of response
measures with stakeholders should be improved. Additionally, improve the
communication of the results into the shipping and conservation community.

Initiate discussion at (inter)national level to agree on common approach with
regard loss of cargo or wrecks.

Continue to co-operate at EU level on the issue of “Potentially Polluting Wrecks”
and also on Claims Management.

Initiate a trilateral harmonized approach for an inventory of PSSA sub-regions
with regard to the environmental sensitivity to oil and HNS (sensitivity mapping)
as a basis for further developments of emergency plans.
WSB 8/5/4 Report TG-S
page 20
COOPERATION
Objective 2030
At national level within the trilateral parties data is collected, analyzed and presented
in reports. Information about the PSSA area and North Sea is published annually.
Relevant data required for understanding the PSSA area and the North Sea is
shared in the CWSS.
With respect to autonomous responsibilities of stakeholders, co-operation is
intensified on a pragmatic basis.
Current Status & Challenges 2030

The organizations concerned manage their business according their legal
autonomous responsibility.

The CWSS publishes reports on their web-site and strives to collect information
at national administrations and in international fora.

Cooperation between the secretariat and representing authorities of the three
parties endorse the initiatives to improve the information sharing and making
information available to the public.
Measures

Trilateral parties and the CWSS will investigate the feasibility of making
information available, defining what sources could be consulted and what
information is required.

Facilities, such as internet links, will be used to simplify the exchange of data
and information. E.g. link to Bonn Agreement web-site and national web-sites in
order to be informed on actual accidents or annual reports.