157
1 INTRODUCTION
There is a growing voice calling for an ECA in the
Mediterranean area, claiming significant damages to
the environment, crops and health; produced by
emissions from shipping both in Mediterranean Sea
coastalcountriesaswellasfurtherinshore.Thelast
ship emissions inventory for the Mediterranean
developedbyEntecUKlimit
edin2007appointedthat
intra‐European movements, i.e. Short Sea Shipping
(SSS),contributedin2005significantlytoemissionsin
theMediterraneanSea,as38%ofthefuelconsumed
corresponded to intra‐European movements (16%
domesticand22%betweenEUcountries).
Building on the statistics of “Maritime transport
statistics–shortseashippingofgoods”publishedby
theEurostat(
Eurostat,2012),shortseashippingtraffic
volumesintheMediterraneanarealreadyrecovering
from the downturn suffered due to the current
economic crisis. Containerizedand RoRo cargo
whichin2010represented29.4%ofthetotalshortsea
shippingvolumesintheMediterraneanareemerging
strong,registeringhighestt
rafficsharesever.
The International Maritime Organization has
adopted the mandatory installation of Automatic
Identification System (AIS) requirements. Based on
the AIS data analysis andprocessing, data of traffic
around the world and in the Mediterranean can be
analyzed(Xiang,2012).
Figure 1 clearly depict the high vessel density
areas around the world and the ma
in traffic lanes
connecting the economic centers in Asia, Africa,
EuropeandtheAmericascrossingtheAtlantic,Pacific
andIndianOceans.Ascanbeseen,theMediterranean
seeslotsofshiptraffic.
Ontheotherhand,ascanbeseeninFigure2,the
Mediterranean ship emissions a
ppear important
probably due to the more shipping (and ship
emissions) along coastal routes frequented by
containershipsalongcoastalshipping,particularlyin
theEuropeandMediterraneanareas.
The Prevailing Weather and Traffic Conditions in the
Evaluation of a Future ECA in the Mediterranean Sea.
A view into the Western Mediterranean
M.Castells&F.X.MartínezdeOsés
DepartmentofNauticalSciencesandEngineering,UniversitatPolitècnicadeCatalunya(UPC),BarcelonaTech,Spain
ABSTRACT: Appendix III of MARPOL´s Annex VI sets out the criteria and procedures for designating an
emissioncontrolarea(ECA).Thesecriteriaincludes:acleardelineationoftheproposedECA;typesofemissions
proposed for control, land and sea areas at risk; emission q
uantification and impact assessment; prevailing
weatherconditions;dataandqualityonmarinetraffic;landbasedmeasuresconcurrentwiththeECAadoption
andtherelativecosts of reducing emissionsfromships.This paper analyses theclimateparameter together
withtrafficconditions:prevailingweatherconditionsasaparametertobekeptinmindfortheadoptionofa
fut
ure ECA in the Mediterranean Sea. Preliminary results wouldshow howmarineemissions coming from
existingtrafficwillimpacttheseaandlandecologyintheMediterraneanarea.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 8
Number 1
March 2014
DOI:10.12716/1001.08.01.18
158
Table1.Shortseashippingcargovolumes(inpercentage)in
the Mediterranean, 2006‐2010. Source: Own, based in
Eurostat
_______________________________________________
Cargo(%)2006 2007 2008 2009 2010
_______________________________________________
Liquidbulkgoods 51.0 50.3 49.8 49.8 48.6
Drybulkgoods 16.6 15.8 15.6 18.0 15.7
Largecontainers 16.2 16.7 17.4 18.0 18.3
Ro‐Ro(self5.35.36.04.87.1
propelledunits)
Ro‐Ro(non–self 4.65.43.93.94.0
propelledunits)
Other6.46.47.35.56.3
Total
(milliontons)564 584 589 563 570
_______________________________________________
2 REGULATION
TheInternationalMaritimeOrganization(IMO,2009)
commencedadebateonthereductionofemissionsto
airfromshipsinthe1980’s.MARPOL’sAnnexVIwas
publishedin1998andcameintoforceMay19,2005,
andwasrevisedin 2008. The main changes were as
follows:
Reducethe
globalcaponsulfurcontentinfueloil
to 3.50% (effective January 2012), thenprogressively
downto0.50%(effectiveJanuary2020)
Figure1. Global ship density map of all class A vessels.
Source(Eiden,2010)
Figure2. Concentrations of PM2.5 with ICOADS data in
microgramspercubicmeter.Source:Winebrake,etal.2009
Reduce limits applicable in Sulfur Emission
Control Areas (SECAs) to 1.00% sulfur content
(effective July 2010), being further reduced to 0.10%
(effectiveJanuary2015)
Reducelimitsonnitrogenoxide(NOx) emissions
frommarineengines,withthemoststringentcontrols
onso‐calledʺTierIIIʺengines(i.e.,thoseinstalledon
ships after
January 2016) operating in Emission
ControlAreas.
Appendix III defines the criteria and procedures
for designation of an Emission Control Area (ECA).
An ECA should be considered by adoption by the
IMOissupportedbyademonstratedneedtoprevent,
reduce and control emissions of SOx, NOx and
particulatematter
(PM)fromships.
The proposal considering criteria for designation
ofanECAshallinclude:
1 A clear delineation of the proposed area of
application,alongwithareferencechartonwhich
theareasismarked;
2 Thetypeortypesofemission(s)thatisorarebeing
proposedforcontrol;
3
A description of the human populations and
environmental areas at risk from the impacts of
shipemissions
4 Emissionquantificationandimpactassessment
5 Prevailingmeteorologicalconditions
6 Dataonmarinetraffic
7 Landbasedmeasures
8 Therelativecostsofreducingemissionsfromships
whencomparedwithland‐based
controlsandthe
economic impacts on shipping engaged in
internationaltrade.
ExistingEmissionControlAreasinclude:
BalticSea(SOx,adopted:1997/enteredintoforce:
2005)
NorthSeaandEnglishChannel(SOx,2005/2006)
North American ECA, including most of US and
CanadianEEZ(NOx&SOx,2010/2012).
USCaribbeanECA,includingPuertoRicoandthe
USVirginIslands(NOx&SOx,2011/2014).
Experts expect proposals for other ECAs to be
submitted to the Marine Environment Protection
Committee (MEPC) in the near future. Most likely
candidates are the coastal waters of Mexico and
Japan.Norwayisalsoexpected
toproposeanECAfor
itscoastalwatersintheNorwegianSea,whichwould
bethefirstECAinArcticwaters.ProposalsforECAs
in the Mediterranean Sea and Straits of Malacca are
alsoexpected;however,itwilllikelybeyearsbeforeit
isfeasibletomeetECArequirementsinthese
highly
traffickedareas.
Figure3. DNVʹs map of currentand possible ECAs in the
future.Source:DetNorskeVeritas(DNV)
This paper will analyze relevant information on
existing traffic related to weather conditions to
demonstrate how marine emissions will impact the
seaandlandecologyatriskinanareaoftheWestern
Mediterranean.
159
3 METHODOLOGY
To evaluate prevailing meteorological conditions
criteria, relevant information pertaining to weather
conditions and, particularly, wind patterns in the
Mediterranean area is required to demonstrate how
marine emissions will impact the sea and land
ecologyatrisk.
Descriptions of climatic conditions which are
found in aids to navigation (Pilots,
Routing Charts,
and Pilot’s Charts) make use of average values of
meteorological elements. Such an approach follows
the methods applied in classical climatology where
climateistreatedas“ameanstateofatmosphereina
manyyearperiod”(Ferdynus,2012).Thefrequencyof
occurrence of types of adverse or unfavourable
weather conditions is extremely important for
determinatemarineemissionsatland.
Predominately onshore winds result in greater
pollution on land. Moreover, topographical,
geological, oceanographically, morphological or any
other conditions that could lead to increased
probabilityofhigherlocalizedairpollutionorlevels
of acidification. Mountainous regions inshore
impactedbyonshorewinds
canleadtointensification
ofairpollutionandaciddeposition.Thesituationin
the Mediterranean is more complex with varied
geography and more complex wind conditions that
aremorelocalizedandseasonal.
This paper will focus on predominant wind
patternintheMediterraneantodemonstrateareasat
risk. Detailed weather
conditions are held by a
number of organizations, for instance:
www.puertos.es, www.idromare.it,
www.eurometeo.com and Mediterranean Pilot
Volumes of the Admiralty charts and publications
andSpanishHydrographicOffice.
3.1 Mediterraneanclimate
The Mediterranean region has morphological,
geographicalandsocietalcharacteristics,whichmake
itsclimateinteresting(Lionello,2006).
The connotation of “Mediterranean climate”
is
mentioned in the qualitative classification of the
different types of climate on Earth as by Köppen
(Sanderson,1999&Kottek,2006).
Thisclimateusetobeknownduetoitsmildand
wetwintersanddryandhotsummers.Thisclimate
even being very similar to the one of
California,
centralChile,SouthAfricaorSWofAustralia;isdue
tothetopographiccloseoftheseabasin.
Wecandefinetwomainquestions:Firstofall,in
general terms, from October and during the winter
season, the high pressure of Azores is reduced in
extension and it affords the
Atlantic lows to reach
southernmost areas. In this season, the Northern
Eurasiacountriesarecooledquickly,whilsttherestof
theMediterraneanremainswarmer.Thismeans that
the Polar and Arctic air masses in its advance to
South, will suffer a very intense convection. This
situationdrivestoaCyclogenesis
episode,mainlyin
the Gulf of Genoa, South of Ionian Sea and around
CyprusIsland.
Figure4. North situation in the Gulf of Genoa. Source:
Sailing Directions Nr. 1 Costa Oriental de la Península
Ibérica. Instituto Hidrogáfico de la Marina. Ministerio de
Defensa.1990.
On the other hand, to understand the
Mediterranean climate, the local winds must be
understood.Someofthemhaveasynopticeffectlike
theMistral,whilstsomeothersaremainlylocal.The
Mistral (NW), blowing down the Rhone valley,
empties into the Gulf of Lion and usually appears
withapattern
characterizedbythepositionofalow
pressurecentredintheBalkans,closetothecentreof
the high pressure the Azores, together generating a
pattern of situation of North winds in French
territory.Thetopographicbarrierswilllateraddressit
asaNorthWest.
Duringthewinter,thewind
effectisreinforcedby
the cooler snow coverage of that area, causing the
downwardflowofairfromtheAlps andthe Massif
Central (France) (see figure 4). The gravitational
collapseofcoldairandtherefore,densetowardsthe
bottomofthevalleys,iscalledkatabaticwind.Which
isadry
wind,cold,downthevalleyoftheRhone,and
when combined with a strong pattern of synoptic
wind,canproducewindspeedsofupto80‐85knots
inthevicinityoftheRhonedelta?BetweenDecember
andMay,occursanaverageof26daysduringwhich
theMistralcan
blowat33knotsormore,withaslight
peak of activity between March and April (11 days
between the two). These winds are falling rapidly
whentheypenetrateintothesea,butoccasionallycan
be extended to the island of Malta or North Africa.
The danger for navigation is actually
the rise in a
short time: high seas. This phenomenon that occurs
mainlyinMarch,whenthesignificantwaveheightin
the southern part of the Gulf of Lion, reaches 2
meters, one of the highestamongstatisticians in the
Mediterranean.
Thesameeffectsareassociatedwiththekatabatic
Bora,
whichisaNEwind,whichblowsontheEastern
shore of the Adriatic Northern winter occurs where
violent storms and gusts at times up to 100 knots.
These conditions are intensified when the
Mediterranean Low pressure is well developed and
maintainedahighpressurelingeringoverEurope.In
particularbehind
acoldfrontmovingsoutheastover
theAdriaticeffect,isreinforcedbykatabaticdescent
ofcoldairfromthemountainsDalmatians.Allthese
features well defined throughout the year, we find
160
unexpected effects that do pose a greater hazard to
navigation.
AlongtheEasterncoastofSpain,wefindtheEast
windandgales,whicharepartofthechangeaswell
asthelocalwindsduringthewinterhalfoftheyear.
ThefirstcharacteristicofthesestormspatternNE
and
ENE, passing squalls associated with the
Mediterranean between France and Algeria may
causeseasreallyhardwhenthewindsettlesandfinds
considerableNEfetch,showedinfigure5&6.
These storms are more frequent and dangerous
especially in autumn and spring. The storm
characterized by strong winds
from the SW, across
the Strait of Gibraltar, up the Spanish coast
depressions associatedwith advancing from the late
fall to early spring. The main danger is triggered
violentstormsandelectricalapplianceinvolved.The
transition from prevailing winds between the two
halves of the year completely altersthe character of
the local winds. In the absence of ciclogenesis, local
windpatternsaredominatedbythefollowing:where
the wind comes from and what happens when it
blows.
Figure5. South situation in the Gulf of Genoa. Source:
Sailing Directions Nr. 1 Costa Oriental de la Península
Ibérica. Instituto Hidrogáfico de la Marina. Ministerio de
Defensa.1990.
For example, the Sirocco is the warm wind SW
associatedwiththe advance of adepressionmoving
eastdirectionacrosstheMediterranean(seefigure7),
being most common in the spring because the
subtropical high pressure moves north. Since it has
warm,dryandfullofdustfromtheSahara,crossing
theMediterraneanwhenitabsorbslargeamountsof
moisture,makesitanunpleasantlywarmandwetair.
Themostobviousconsequenceofthe Khamsinis its
emergenceasalmostspontaneouslywithoutprevious
evidence,ofanarrowchannelofwindposingathreat
to coastal terminals with open basins, where large
shipscould bedocked(bigBulkcarriers,Tankersor
Containerships). Due to that channel wind lifts.
Another problem for navigation is when the air
passes over the colder waters in the Northern
Mediterranean in the spring or early fall, quickly
formingadensefog.
Figure6.TypicalAlgeriaLowintheGulfofGenoa.Source:
Sailing Directions Nr. 1 Costa Oriental de la Península
Ibérica. Instituto Hidrogáfico de la Marina. Ministerio de
Defensa.1990
But perhaps the most famous summer winds are
Etesian (the Meltemi Turkish) blowing from the NE
andNWAegeanSea.Thesearetheconsequenceofa
lowpressuresystemextendingfromNWAnatoliato
India,formedby the intensewarndown suffered in
the region. These winds reach maximum intensity
during
the monthof August when hovering around
15knotsinthesouthernAegean,resultinginvariable
weatherconditions,whichbenefitthecoastalregions
moderatingtemperature.
Figure7.TypicalpathofaMediterraneanLowintheStrait
ofGibraltar.Source:SailingDirectionsNr.1CostaOriental
delaPenínsulaIbérica.InstitutoHidrogáficodelaMarina.
MinisteriodeDefensa.1990.
Occasionally they can be associated with violent
storms,producewindsandsuddensqualls(knownas
Bourini in Greece), causing considerable damage to
localnavigation.
IntheMediterraneanthereareotherissuessuchas
extremes which can be of relevance in the area. We
can observe for example heat waves which are
perceivedastobetheworstdanger.Thesummerof
2003,wasconsideredthehottestintheMediterranean
areaformorethanhalf‐a‐millennium(Lionello,2006).
There are consequences of single intense
precipitation events like floods and landslides.
Because of the morphology of the territory, the
periods of persistent
precipitation, can be a major
problem. Also it is possible to observe specific
161
phenomena like the Medicanes. These are lows
generating intense winds but with a veryconcentric
shape that can remember a tropical cyclone. They
havebeenstudiedandasmainmechanismstocreate
them, are an intense convective activity due to a
verticalthermodynamicimbalance(causedbyavery
coldair
massontop)andtheclassicalMediterranean
baroclinicalmechanism.
Theparametersinfluencingintheevolutionofthe
gales are changing and depend on the geographical
location but the most important are the latent heat
currentsandthen thespecificdistribution of thesea
andshore areastogether with theelevated
heightof
themountainsclosetotheMediterraneancoast.
Some of the above mentioned topics and their
regime changes can pose a real danger to the long
Mediterranean coastline, most of it densely
populated. There are also small‐scale events such as
hail, lightning and tornados that can also produce
damages.
The Mediterranean Sea plays a rolein the global
climatesystemasasourceofheatreservoir, sourceof
moisture and salty water exiting into the Atlantic
Ocean(Lionello,2006).
FinallywecanremindthatMediterraneanclimate
hasbeenobjectof study, amongothers,throughthe
MedCLIVAR project, endorsed by
CLIVAR (Climate
Variability and Predictability) project or MEDEX
projectoncyclonesthatproducehigh‐impactweather
in the Mediterranean, both of them from the World
ClimateResearchProgramme
4 STUDYOFTHESPECIFICTRAFFICAND
CLIMATICCONDITIONS
Maritimetrafficdeveloped inthe Mediterraneanhas
two main dimensions. Those are the straits
of
GibraltarandBosporusandtheSuezCanal.
Within the Mediterranean joints the international
trafficjustcrossingtheseaareatogetherwiththeintra
EUandlocalorregionalexchanges.Duringtheyear
2006intheMediterraneanSea,theregistered252,000
ships‘callsatport(15%atworldlevel),were
carried
outby13,000merchantships,representing3.8million
DWT(10%ofworldfleet)(NESTEAR,2008)
There were 10.000 transits of ships crossing the
Mediterranean Sea bound to ports outside it, what
explainsustheimportanceoftheMediterraneanasa
routeoftransit.
EU commercial exchanges with Asia, have been
strongly growing from 20 years ago. In 2008 they
amountedfor1billionof€,being613,000million€ as
importsand368,000million€asexportstoAsia.
Those mentioned commercial exchanges are
mainlyrepresentedbygeneralfreightusuallycarried
incontainers.Itmeansthe40%oftheEU
importsand
30% of exports, being the Asian area the first
commercialmemberoftheEUaheadofUnitedStates.
The countries placed in the southern
Mediterranean coast, are selling bulk commodities
(includingoil)totheentireworldandinaminorrate,
general cargo shipped into containers. Mainly those
last
actors are the most populated countries like
Turkey and Egypt, exchanging their products to
Commonwealth of Independent States,Middle West
andUnitedStates(COMEXT,2006).
Withintheinnermaritimeroutes,itispossibleto
distinguishthreedifferenttypesofcommercialfluxes:
the exchanges among EU countries and Southern
Mediterraneancountries,
theexchangesamongsouth
Mediterranean countries and the exchanges among
EUMediterraneancountries.
Among the 30% to 70% of the commercial
exchangesofSouthMediterraneancountrieshasbeen
made with EU countries, mainly from the Maghreb
countries. But from the EU point of view those
volumes only represent the 5% to
20% of their
commercialexchanges.Trafficscarriedoutmainlyby
France,Greece,ItalyorSpain.Theyarealmosttotally
oil and general bulk traffics, imported by Europe
throughspecializedportterminals.
ThetradeamongSouthMediterraneancountriesis
very limited due to the difficulty of customs prices
and the enormous
economic competence among
them.Howeveritisperceivedthatinthenearfuture
whencustomsbarrierswouldberemoved, thetrade
cangrowexponentially among countries withdense
populated urban cities like Middle West, Egypt or
Turkey.
A general overview in the Suez Canal, shows us
that30%oftheregistered
inboundtoMediterranean
trafficisdestinedtoNorthandWestEurope,20%to
North Mediterranean coast Sea and 17.4% to E‐SE
Mediterraneancountries.
The split in countries gives us figures on major
exchanges like Italy 10.7%, Holland 10.5% or Spain
10%. The picture derived from the previous figures
shows
us the main routes the ones connecting Suez
canal entrance to Italy and Sicily channel (between
ItalyandTunisia)toreachWesternItaly,Franceand
SpainorpassingthroughtheGibraltarstraitboundto
NorthofEurope.
The trades between Egypt and Ukraine through
theBosporus straitto theBlackSea,
areother ofthe
main traffic lanes. During the year 2009, 8% of the
globaltradepassedthroughtheSuezCana l.
For example in Italy the port of Ravenna, is the
leader of exchanges with Eastern Mediterranean
countries and the Black Sea with almost the 40% of
thenationalshare
(excludingcoal)withsucharea.
The Port of Trieste placed half way between the
Baltic Sea and the Mediterranean is key in the
exchangesbetweenthecenterandEastEurope.
4.1 MarinetrafficintheBalearicIslands
TheservicesbetweenMoroccoandtheEUcoveredby
SSS traffics are mainly developed
by Ro/Pax ships,
mainly from Italy, calling at Barcelona port and
arriving by Tangier‐Med, apart from the services
crossingtheGibraltarstrait.
Differentcompaniesareservingthesetrafficseven
several ship owners have disappeared like
COMANAV or COMARIT. Grandi Navi Velocci is
162
using4shipsinthisserviceandGrimaldiGroupwith
one ship; both cover the area from Genoa, Sète and
LivornocallingalsoinBarcelona.
From Sète, Grandi Navi Velocci covers the route
withNador(Morocco)weeklywithaship,beingmost
of them the same modern, big capacity and
high
speedunits.
Grimaldi Group has important routes linking
Italian Ports like Salerno and Civitavecchiawith the
PortofValenciainSpain.Partofthefreightcouldbe
dischargedinPalmaandtakenbythelinesthatlink
Genoa,SèteandLivornowithTangier‐Med.
Shipsusedbyseveralcompanies
aregivingservice
between peninsula and Balearic Islands, deploying
also different type of ships depending on the
frequencies, speed and type of cargo, required. The
nowadays offeraffords to adjust prices but they are
still high because there is no cargo for return to
peninsulavoyages.
Butshippingcompaniesusuallyhas
usedvessels
forcarryingrolling cargowithor withoutpassenger
capacityandduringthelastyearsithasbeenpossible
to confirm an increase in the size and speed of the
newer ships (Moreno, 2008). As a general trend we
can confirm that the vertical cargo has been slowly
disappearing
and the only freight Ro/Ro ships also
arebeingremovedbyRo/Paxunits.
Nowadays the average ship used in the studied
traffics,ismainlya vesselwithagoodcargocapacity,
withaspeedofaround20knotsormoreandcertain
capacityforpassengersandtheirvehicles.
4.2 Climatologyaround
theBalearicIslands
With the aim to carry out a sample of the traffic
versus climatic conditions in the middle of the
WesternMediterranean,theauthorshaveselectedthe
BalearicIslandsandspecificallytheportofPalmaof
Mallorca.
The port of Palma, is part of the Western
Mediterranean scenario
in terms of climatic
conditions, and it is not an exception. The pressure,
temperatureandraining,conditionsaresimilartothe
onesinthisareabutthelocalwindsregimeisalittle
bitdifferent.
Pressure hasno major variations during theyear
and this valueis relatively high. So we
can confirm
that there is stability during the year round and in
generaltermsthereareverystableconditionsdueto
itssituationinthe40ºoflatitude.
Regarding the wind conditions, we can observe
thatthemostcommonwindduring theyearisSWin
thePalmabay.The
WandNWwindsarecommonin
autumnand winter time and even very cold N and
NE.Southerliesaretypicalinsummertimewhichcan
affect the ships’ manoeuvres from midday to the
afternoon.
Alsoinsummertimeitispossibletoregistervery
strongSEwindsbutthosearenot
socommonandcan
jointocoastalbreezes.
Temperaturesarenotsocoldinwinterbutnotso
hotinsummer,thislastbecauseofthemediumsizeof
theislandthatdoesnotaffordaveryhighwarmingof
theairduringthesummer.Becauseofthismentioned
slight
warming of the air on the island surface, it
elevates leaving pass to the sea breeze andgiving a
certaindegreeofhumidityintheenvironment.
Precipitationsaremostcommoninautumn,being
springtheotherseasonwithsomerainlevels,butin
generaltermsthesituationisverysimilarto
theone
intheIberianPeninsula.
5 CONCLUSIONS
This paper has analysed one of the parameters to
evaluate the adoption of a future ECA in the
MediterraneanSea:theprevailingweatherconditions
relatedwiththegeneraltraffic.
Obtained analysis demonstrates that the weather
patternintheba sin of the Mediterranean
isaffected
by many differing systems and is quietly
unpredictable being quick to change and often very
different at two places only a short distance apart.
Due to the high surrounding land masses and the
latitude, the climate can at times be extreme but on
the average it is very pleasant
especially in the
summermonths.Asbigconclusions,wecanconfirm
that excluding the coastal breezes that can carry the
smoke among ten to twelve miles inside the shore
when it blows from sea, the Mediterranean is
characterized by strong Northerly winds in winter
time within the Gulf of Lyon,
Adriatic Sea and
Aegeansea,thatcarrythesmoketothesouthcoastof
the basin. In the other hand, we can face opposite
situationswhenlowstravelacrosstheMediterranean,
bringing the airmassesfromSouthtotheEuropean
coasts,asthecasesofSirocco,GhibliorKhamsin.
The traffic
patterns are well represented in the
different pictures published in several fora with a
mainlanebetweenGibraltarandtheentrancetoSuez
Canal and two main legs in the N‐S direction,
crossing the Bosporus strait and the western
Mediterraneancoasts.
Furtherresearchis neededtoevaluate the rest
of
criteria to designate a future ECA in the
Mediterranean Sea. The emission quantification and
impact assessment and land based measures
concurrent with the ECA adoption criteria has been
evaluated in previous work (Castells et al. 2014,
Usabiagaetal,2012).
In this respect an ECA proposal by a
Mediterranean country
is all the more essential
keepinginmindthat sinceitsproposal,aroundfive
yearsisneededuntilitsadoption.Onthecontraryby
2017roadtransportwouldhavesweptawaymaritime
transport.
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