Marine Traffic. The shipping lanes crossing the Black Sea by various directions coincide with main habitat and migration ways of bottlenose dolphins because marine traffic is concentrated mostly in coastal waters over the shelf, especially, in the areas near harbors. Among numerous ports, locating in the Black Sea and contiguous waters, there are three harbor agglomerations which play obviously the most important role in the disturbance of bottlenose dolphins and could be denoted as potential hot spots affecting their distribution and migrations: the Bosphorus shipping junction with adjacent areas in the Black and Marmara Seas (Turkey); the Kerch Strait shipping junction with adjacent areas in the Black and Azov Seas (Russia and Ukraine); the northwestern harbor agglomeration including ports in Odessa Bay and estuaries of Dnieper, Dniester and South Boug rivers (Ukraine). The shipping in the Black Sea has an annual tendency to increase from spring to autumn with a summer maximum due to sharp enhancement of small scale cabotage traffic and marine tourism. Most domestic and international passenger lines operate within warm season only. The highest level of Black Sea marine traffic intensity has been achieved in 1985-1992. However, further development of shipping facilities is expected (Strategic Action Plan, 1996). It was supposed that a number of cetaceans passing through the Bosphorus has a trend to decrease from year to year due to heavy traffic forming a barrier to their move between the Black and Marmara Seas (Öztürk, 1999). Sometimes cetaceans visit internal space of harbors with a risk for animals safety (X.X. Xxxxxxxxxx, pers. comm.). Thus, the collisions between bottlenose dolphins and vessels seem to be possible, but probably they are not so frequent.
Marine Traffic. A. General. Customer shall notify Terminal Operator in writing at least Seventy Two (72) hours in advance of the arrival of any marine tanker or barge. Notwithstanding such advance notice, marine tankers or barges shall be handled on a first come-first served basis, unless otherwise dictated by local practice; provided, however, that marine tankers may, at Terminal Operator’s discretion, have preference over barges prior to berthing where the facility is common to both. If any marine tanker or barge fails to vacate any Terminal Operator dock upon completion of receipt or discharge of Customer's Commodities or when otherwise ordered to do so by Terminal Operator, in its sole discretion, then Customer shall be responsible for the costs incurred by other vessels which otherwise would be occupying said Terminal Operator dock but for failure of Vessel supplied by Customer to vacate same.
Marine Traffic. For work adjacent to operating ferry berths, the Contractor’s attention is called to conditions caused by traffic in those areas. Ferry boats, and other vessels, upon entering berths adjacent to or near the work may create heavy flowing and eddying of water at the work site. These conditions necessitate utmost safety precautions be taken by the Contractor.
Marine Traffic. The potential reclamation area is located near the heavily trafficked navigation channel – Urmston Road. Although the reclamation will not encroach upon this key navigation channel or occupy the water space frequently used by vessels, there are concerns that the smaller vessels may choose to navigate away from the new reclamation edge and move into the deep water channel. Also, if the C&DMHF is to be set up at LKT reclamation, it would involve a considerable volume of marine traffic for transportation of materials to and from the facility. The risk of collision might increase. A preliminary marine traffic impact assessment (MTIA) was carried out based on the estimated future marine traffic pattern and the broadbrush estimate of additional vessel movements associated with the daily operation of the assumed special uses. The result shows that average individual risk in the waters around the site was considered to be either negligible or as low as reasonably practicable. In the next detailed study stage when the future land uses on the reclamation area and the associated marine traffic pattern are more certain, a comprehensive MTIA will need to be carried out and risk control options should be developed to minimise the impacts. Possible interface issues with other projects in the vicinity and the cumulative marine traffic impact would also be studied in the MTIA.
Marine Traffic. Many comments submitted on the draft Agreement focused on the issue of marine traffic and the perception that there is a moratorium on tanker traffic in the coast waters of British Columbia (B.C.). It is the Government of Canada’s position that there is presently no moratorium on tanker traffic in the coast waters of B.C. Tanker traffic currently exists in the Ports of Vancouver, Kitimat and Prince Rupexx. Xhe Agreement defines the boundaries for the assessment of potential environmental effects associated with marine transportation for this project. The boundary area is: ▪ the Confined Channel Assessment Area, as defined by the proponent, which includes the marine and shoreline area of Kitimat Arm, Dougxxx Xxxnnel to Camano Sound, and Principe Channel to Browxxxx Xxxrance; ▪ Hecate Strait; and ▪ the proposed shipping routes to be used for the project that are within the 12 nautical mile limit of the Territorial Sea of Canada.
