Title iii of the marine protection,research and sanctuaries act: Issues in program implementation

Abstract

Legislation authorizing the national marine sanctuary program was enacted a decade ago. Since this time, six national sanctuaries have been designated and several additional offshore sites have been reviewed. This paper reviews issues associated with implementation of the program since its inception and focuses on four sites which have undergone review as illustrative of primary programmatic issues: The Channel Islands and Point Reyes‐Farallon Islands National Marine Sanctuaries; the Flower Garden Banks; and Georges Bank.     

世界海事大学

世界海事大学（World Maritime University）成立于1983年,位于瑞典马尔默市,是由联合围下属机构国际海事组织（International Maritime Organization,简称IMO）发起并在其支持下成立。     

Toward More Integrated Ocean Governance in Massachusetts: A Progress Report

The U.K. government is committed to establishing a coherent network of marine protected areas by 2012 and the recent Marine and Coastal Access Act, 2009 will designate marine conservation zones and provide wider access rights to the coast. To fulfill these goals, this article argues the need for a clearer, shared understanding of the social value of protected areas in creating new designations and managing existing ones. Although marine and coastal environments attract many people and are vitally important in terms of realized and potential social value, the majority of the public in the United Kingdom lacks understanding and awareness regarding them. Combined with this, the social value of marine and coastal protected areas (MCPAs) have been largely ignored relative to conservation and economics, with the latter invariably taking precedence in environmental policymaking. Social value reflects the complex, individual responses that people experience in a given place. Many reasons determine why one area is valued above another, and this research investigates the social value of MCPAs from a practitioner's perspective through a series of interviews. Understanding why we “socially” value MCPAs will ultimately equip managers with an informed understanding of these spaces, influence management decisions, and, potentially, policymaking. This article defines social value in the context of MCPAs in England and Wales from a practitioner perspective, explores key concepts, and suggests possible improvements in decision-making.     

Incorporating equity as part of the wider impacts in transport infrastructure assessment: an application of the SUMINI approach

The state of the art in appraisal of transport infrastructure (particularly for developed countries) is moving towards inclusivity of a set of wider impacts than has traditionally been the case. In appraisal frameworks generally Multi-Criteria Analysis (MCA), features as either an alternative to, or complementary with, Cost Benefit Analysis (CBA) particularly when assessing a wider set of distributional and other impacts. In that respect it goes some way towards addressing an identified weakness in conventional CBA. This paper proposes a new method to incorporate the wider impacts into the appraisal framework (SUMINI) based upon a composite indicator and MCA. The method is illustrated for a particular example of the wider set of impacts, i.e. equity, through the ex-post assessment of two large EU transport infrastructure (TEN-T) case studies. The results suggest that SUMINI assesses equity impacts well and the case studies highlight the flexibility of the approach in reflecting different policy or project objectives. The research concludes that this method should not be viewed as being in competition with traditional CBA, but that it could be an easily adopted and complementary approach. The value in the research is in providing a new and significant methodological advance to the historically difficult question of how to evaluate equity and other wider impacts. The research is of strong international significance due to the publication of the TEN-Ts review by the European Commission, as well as the transnational nature of large scale interurban transport schemes, the involvement of national and transnational stakeholder groups in the approval and funding of those schemes, the large numbers of population potentially subject to equity and other wider impacts and the degree of variation in the regional objectives and priorities for transport decision makers.     

The Influences of the Built Environment and Residential Self-Selection on Pedestrian Behavior: Evidence from Austin, TX

Pedestrian travel offers a wide range of benefits to both individuals and society. Planners and public health officials alike have been promoting policies that improve the quality of the built environment for pedestrians: mixed land uses, interconnected street networks, sidewalks and other facilities. Whether such policies will prove effective remains open to debate. Two issues in particular need further attention. First, the impact of the built environment on pedestrian behavior may depend on the purpose of the trip, whether for utilitarian or recreational purposes. Second, the connection between the built environment and pedestrian behavior may be more a matter of residential location choice than of travel choice. This study aims to provide new evidence on both questions. Using 1368 respondents to a 1995 survey conducted in six neighborhoods in Austin, TX, two separate negative binomial models were estimated for the frequencies of strolling trips and pedestrian shopping trips within neighborhoods. We found that although residential self-selection impacts both types of trips, it is the most important factor explaining walking to a destination (i.e. for shopping). After accounting for self-selection, neighborhood characteristics (especially perceptions of these characteristics) impact strolling frequency, while characteristics of local commercial areas are important in facilitating shopping trips.     

The Impacts of Ict on leisure Activities and Travel: A Conceptual Exploration

This paper offers a conceptual exploration of the potential impacts of ICTs on leisure activities and the associated travel. We start by discussing what leisure is and is not. We point out that the boundaries between leisure, mandatory, and maintenance activities are permeable, for three reasons: the multi-attribute nature of a single activity, the sequential interleaving of activity fragments, and the simultaneous conduct of multiple activities (multitasking). We then discuss four kinds of ways by which ICT can affect leisure activities and travel: the replacement of a traditional activity with an ICT counterpart, the generation of new ICT activities (that may displace other activities), the ICT-enabled reallocation of time to other activities, and ICT as a facilitator of leisure activities. We suggest 13 dimensions of leisure activities that are especially relevant to the issue of ICT impacts: location (in)dependence, mobility-based versus stationary, time (in)dependence, planning horizon, temporal structure and fragmentation, possible multitasking, solitary versus social activity, active versus passive participation, physical versus mental, equipment/media (in)dependence, informal versus formal arrangements required, motivation, and cost. The primary impact of ICT on leisure is to expand an individual’s choice set; however whether or not the new options will be chosen depends on the attributes of the activity (such as the 13 identified dimensions), as well as those of the individual. The potential transportation impacts when the new options are chosen are ambiguous.