The International Maritime Organization(IMO) has adopted a draft of the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto and by the Protocol of 1997(termed as MARPOL 73/78/97)since September 1997, amended the Convention and added a new Annex VI which regulates gas pollution emitted from ships, the latest Annex came into effect after the MARPOL convention. This study aims to discuss the effect of the Annex VI Prevention of Air Pollution from Ships after it was implemented on 19 May 2005 and the growth and decline status of pollution by document analysis and quantitative analysis methods. This study find that there were different concern positions from each PSC region, the enforcement state of Europe, Asia-Pacific and Indian Ocean regions were better than Black Sea, west and central Africa, Latin America and Caribbean regions. The statistical show that sulfur oxides decreased notably, nitrogen oxides and carbon dioxides decreased slowly by UNFCCC web; in addition, some countries did not submit their gas inventory, including developed countries: Canada, United States of America, Japan, Luxembourg and Netherlands et al. The quantitative analyses show that some countries has decreased or slow down the ship-source gas pollution with countries¡¦ economy developed, including Denmark, Ireland, Norway, Germany, Belgium, Luxembourg, Japan, Australia and United States of America et al.

El objetivo fundamental de este artículo es el de analizar, identificar y posteriormente cuantificar, las áreas de la costa Española Mediterránea, con mayor riesgo de sufrir un derrame de hidrocarburos procedente del tráfico marítimo de hidrocarburos. En el estudio que fundamenta este artículo, se han tomado en consideración una serie de variables, de entre las que destacamos, las peculiaridades geográficas, climáticas o la densidad de tráfico, que alimenten una función aleatoria. Esta función objetiva ponderará los diferentes puntos de la costa e identificando los que tengan una mayor probabilidad de riesgo.En la investigación aquí presentada, se pretende evidenciar dónde pueden ubicarse las áreas del Mediterráneo Occidental español donde puede haber mayor riesgo de derrame potencialmente.EL ESCENARIO GEOGRÁFICOEl Mar Mediterráneo se extiende sobre unos 3.800 Km. de Este a Oeste y unos 800 Km. de Norte a Sur, cubriendo una superficie aproximada de 2,5 millones de Km2, lo cual representa unas cinco veces la de España. Su cuenca alberga un volumen de 3,7 millones de Km3 con una profundidad media de unos 1.500 metros, la cual es claramente inferior a la media oceánica. Morfológicamente, el Mar Mediterráneo aparece separado del Océano Atlántico por el Estrecho de Gibraltar, de unos 14 Km. de anchura y 300 metros de profundidad. Otras comunicaciones, aunque menos importantes desde el punto de vista hidrológico, conectan el mar Mediterráneo con el Mar Negro y con el Océano Índico a través del Mar Rojo. Se trata, respectivamente de los estrechos del Bósforo y de los Dardanelos, entre los que queda delimitado el pequeño Mar de Mármara y el Canal de Suez, éste último de carácter artificial y de relativamente reciente apertura (1867). A grandes rasgos, podemos afirmar que el Mediterráneo está compuesto de dos grandes cuencas, separadas entre sí por el Canal de Sicilia y denominadas Cuenca Oriental y Cuenca Occidental.La cuenca Mediterránea se caracteriza por los limitados recursos agrícolas, forestales, ganaderos e incluso pesqueros. Por otro lado, también son limitados los recursos energéticos en la margen septentrional, aunque, por el contrario, hay una importante cantidad de gas natural e hidrocarburos en la margen meridional. Ante el mencionado panorama de recursos, nos encontramos con una importante población, la cual se prevé que rondará los 500 millones de habitantes y cerca de 300 millones de turistas anuales, a mediados de la próxima década.En la cuenca meridional se encuentran los principales puertos exportadores de hidrocarburos, destacando Libia como país mediterráneo con mayores reservas. En la margen europea, destaca el puerto de Marsella, con unas importaciones de crudo del orden de 65 millones de toneladas anuales, además de Italia, donde se localizan tres de los principales puertos en este tipo de tráficos, los cuales suman unas 90 millones de toneladas de crudo anuales. / Pollution risks coming from the shipping traffic is one of the real risks that Spanish coast can face. It is much closed the remember of the Fedra bulk carrier in the strait of Gibraltar, the Prestige tanker in Finisterre or the Castor near accident off the Almeria coast. The main objective of this paper is to analyse, identify and further to quantify, the areas in the Mediterranean Spanish coast, with biggest risk of suffering a hydrocarbons spill coming from the tankers maritime traffic. The study, in which this paper is based, has been considered a set of variables among which we can remark the geographic particularities, the climatic issues, the ships' age or the traffic density; that are going to feed an algorithm. This objective function will weight those different parameters in the entire coast and will identify the ones with the biggest risk probability. The results are going to put in evidence where are the most critical areas in the Spanish coast, when talking about its risk of spill.THE GEOGRAPHICAL SCENARIOThe Mediterranean Sea extends approximately on 3,800 km from East to West and 800 km from North to South, covering a surface of 2.5 millions of km2 which represents 5 times the surface of Spain. Its basin keeps a volume of 3.7 million of km3 with an average depth of 1,500 km which is clearly lower than the ocean average. The Mediterranean Sea is linked to the Atlantic Ocean through the Gibraltar Strait that is about 14 km wide and 300 metres deep. Other secondary passes from the hydrological point of view, is the connection with the Black Sea and the Indic Ocean through the Red Sea. From a general point of view we can identify two clear basins in the Mediterranean, limited by the Sicily canal and called Eastern and Western Mediterranean...The Mediterranean basin, is identified by the limited agricultural, forest, cattle and even fishing, resources, including the energetic ones at least in the Northern coast, but with large reserves of natural gas and hydrocarbons in the Southern coast. In a parallel sense we find a population of 500 millions of persons and around 300 millions of tourists per year that are expected in this decade. Also in this coast there are the main hydrocarbons export ports, most of all in Libya, the Mediterranean country with the biggest reserves. In the European coast we must remark the port of Marseilles, as the biggest import port in terms of volume, with 65 millions of metric tonnes per year or Italy where there are placed the three main ports of such kind of traffic, with an added volume of 90 millions of metric tonnes.The Mediterranean hydrocarbon traffic routes, from a internal point of view, are the ones from North to South and East to West, but we should add the crude oil traffic in transit that in the year 2006 sum up to 421 millions of metric tonnes only of crude oil, from which 72 millions where among non intra Mediterranean ports [1].

The following study that is the regulatory settings for a port operator has been conducted with the intention to comprehend and highlight the different regulatory settings appropriate for the sea ports in order to ensure safe, reliable and efficient trade and transportations practices at sea ports. The area of focus of this research work was towards the Baltic Sea region ports where the researcher focused on the evaluating the regulatory settings for four different ports in order to compare and contrast each other with the intention to validate every port follows certain regulations. The researcher with the support of secondary quantitative study with the deductive research approach has intended to answer the problem of this research work. The findings of this study have suggested that different regulations on the basis of the international conventions are strongly considered by the range of ports especially Port of Gdansk, Port of Helsinki, Port of Tallinn and Rostock ports that have examined. Nevertheless, there were also some regulations which not all the ports were following thereby confirming all the ports follow certain regulations which are in accordance with their changing scenarios.

La mer joue un rôle essentiel dans la régulation du climat et dans l'équilibre écologique. Les océans et les mers constituent une source de richesse, un immense réservoir de ressources alimentaires et d'emplois pour un grand nombre de personnes. La mer Méditerranée est un écosystème sensible soumis à de fortes pressions par les activités humaines comme la pêche, l'exploration gazière et pétrolière, l'immersion des déchets ou d'autres matières en mer, le transport maritime, le transfert d'espèces aquatiques envahissantes par les eaux de ballast et le tourisme littoral. La France durement touchée par les naufrages de l'Amoco Cadiz, de l'Erika et du Prestige, a pris de nombreuses initiatives tant au niveau international que régional. La complexité du problème de la pollution marine, due à la diversité des facteurs polluants et à leurs sources diffuses, a favorisé une approche sectorielle. Cette approche s'est traduite par l'adoption, aux niveaux national, régional et international, d'un ensemble disparate de politiques, textes législatifs, programmes et plans d'action dans le domaine de la protection du milieu marin. Il s'agit d'un corps de règles étouffées comprenant des mesures préventives et répressives. La complexité institutionnelle et juridique de la protection du milieu marin empêche pourtant la protection effective de la mer. Dans ce contexte, la communauté internationale encourage la mise en œuvre d'une approche écosystématique pour les océans. À l'échelle européenne, l'adoption de la directive-cadre « stratégie pour le milieu marin » favorise la cohérence entre les différentes politiques européennes et l'intégration des préoccupations environnementales dans toutes les politiques liées à la mer. De plus, l'efficacité de la législation européenne dans le domaine de la lutte contre la pollution marine a été renforcée par l'adoption d'un cadre commun de responsabilité pour la prévention et la réparation des préjudices environnementaux. / The sea plays a vital role in regulating climate and in maintaining ecological balance. The oceans and the sea constitute a source of wealth, an immense reservoir of food resources and of employment for many people. The Mediterranean Sea is a sensitive ecosystem, subject to strong pressures derived from human activities, such as fishing, oil and gas exploration, dumping of waste and other matter in the sea, maritime transport, transfer of aquatic invasive species via ballast water and littoral tourism. France, severely affected by the sinking of the Amoco Cadiz, the Erika and the Prestige, took numerous initiatives not only at an international but also at a regional level. The complexity of the marine pollution problem, due to the diversity of polluting factors and to their diffuse sources, has favored a regional approach. This approach has resulted in the adoption, at a national, regional and international level, of a network of policies, legislative texts, programs and action plans in the field of marine environment protection. It constitutes a stifling body of rules, comprising preventive and repressive measures. The institutional and legal complexity of marine protection hinders, however, the effective protection of the marine environment. ln this context, the international community encourages the implementation of an ecosystem approach to oceans. At European level, the adoption of the Framework Directive «Strategy for the Marine Environment» favours a consistency between different EU policies as well as an integration of environmental considerations into ail policies related to the sea. Furthermore, the effectiveness of European legislation in the field of the fight again marine pollution, has been reinforced by the adoption of a common framework of liability with regard to the prevention and remedy of environment damage.

La preocupación por el Medio Ambiente y las consecuencias que su degradación pueda acarrear a las personas y a los bienes, se ha generalizado en las últimas décadas más que ningún otro sector. En la actualidad, ninguna actividad puede desarrollarse sin respetar el medio ambiente. La gestión de los puertos marítimos no ha sido ajena a esta tendencia y no han escapado tampoco los puertos pesqueros o deportivos donde también es necesario minorar cualquier forma de contaminación si se quieren limitar sus efectos negativos sobre el medio. La preocupación sobre los efectos repercutidos al medio ambiente, importarán los impactos negativos que las actividades pesqueras y de ocio repercutan, sea sobre recursos comunes o sobre el tejido social, a través de riesgos ambientales o sanitarios en sentido amplio, sobre la capacidad del entorno para absorber y regenerar desechos o sencillamente, para producir satisfacciones estéticas o de otro tipo. Los costes derivados de esos impactos dejarán, de ser externos al mercado y de ser sufragados por el conjunto de los ciudadanos, ya que afectarán directamente en buena medida, a las empresas turísticas. La calidad ambiental, pasará a ser clave para el éxito de un turismo de calidad y de muchas actividades de ocio, ya que la demanda de entornos no degradados implica la de una calidad ambiental alta, no sólo para turistas en el sentido estricto de la palabra, sino para cualquier “consumidor de ocio”. / Concern for the Environment and the consequences that might cause degradation to persons and property, has become widespread in recent decades than any other sector. At present, no activity can take place without respecting the environment. The management of seaports has not been immune to this trend and have not escaped either or sport fishing ports where it is also necessary to lessen any form of contamination if you want to limit their negative effects on the environment. Concern about the effects passed on to the environment, import the negative impacts of fishing activities and recreational impact, whether common or resources on the social fabric, through environmental and health risks in a broad sense, on the ability of the environment to absorb and regenerate waste or simply to produce aesthetic satisfaction or otherwise. The costs of these impacts will, if external to the market and be borne by all citizens, as it directly affects largely to tourism businesses. The environmental quality will be key to the success of a quality tourism and many leisure activities, as the demand for non-degraded environments involves a high environmental quality, not only for tourists in the strict sense of the word but for any "consumer of leisure".