TACSO Admin

Se desarrolló un proceso participativo con actores clave que realizan restauración de arrecifes de coral, pastos marinos, dunas costeras y manglares en Quintana Roo sustentado en el enfoque de Teoría de Cambio (TdC). Este enfoque permite elaborar representaciones mentales de supuestos teóricos de una forma ilustrativa y reflexiva que describen cómo y por qué determinadas actividades de un proyecto, iniciativa o programa generarán cambios específicos (Mayne, 2015;Oberlack et al., 2019). De esta manera, las TdC representan una ruta causal de objetivos, acciones, resultados e impactos, permitiendo planificar estrategias que vayan más allá de la simple generación de resultados, sino que generen un progreso hacia objetivos a largo plazo e impactos que detonen cambios (Getz, 2019).

This preliminary report solidifies the impact, importance and urgency of developing high-integrity and high-quality marine natural capital markets, both globally and in the UK and starts to articulate the steps needed to do so. As only 1% of global climate finance is spent on the ocean, robust markets can redirect capital flow to support global climate and nature goals.

The ocean covers 70 percent of Earth’s surface and acts as a vast storehouse for both carbon dioxide and heat, amongst providing other ecosystem services vital to humanity. Whilst climate change imperils marine life, the ocean is increasingly recognized as providing opportunities for solutions in the fight against climate change. This updated report lays out a series of feasible, ready-to implement, scalable ocean-based solutions to climate change that can be pursued now. It also examines emerging technologies that may offer opportunity for combatting climate change in the near future.

This document sets forth a vision for a tourism industry in the Maldives that leads the world in climate change innovation by centering communities and regenerating nature. This vision was informed by research conducted over a year and key conversations with a wide range of stakeholders. Designed to align Goal 4 of the Maldives Fifth Tourism Master Plan— Build Climate Resilience and Protect Natural Assets—the Action Plan outlines five strategic objectives for achieving this vision, including integrating community experiences and priorities, protecting destination assets, regenerating nature, diversifying business models, and aligning with global initiatives. Core actions are presented under each objective, linking to the 10 Business Climate Action Investments presented in Section 3—a “menu” of innovative adaptation solutions businesses can invest in today to increase their resilience for tomorrow—and guidance on financing and practical steps businesses can take to adopt these critical adaptation measures.

Introduction: Cruise ship linked COVID-19 outbreaks have been identified as a potential source of community transmission of COVID-19 in Australia and worldwide. The risk factors and potential mitigation around COVID-19 infections on cruise ships and communities is a research gap. Methods: A correlation and regression analyses for risk factors for COVID-19 attack rates oncruise ships worldwide with reported COVID-19 from January 1, 2020 to May 11, 2020 were performed, with a more detailed analysis done for Australia. Geospatial emerging hot spot analysis during key time periods was used to assess temporal trends in spatial clustering of COVID-19 cases related to two cruise ship events in NSW, Australia. Results: For 36 cruise ships with global COVID-19 cases, available cabins had a moderate inverse correlation with the attack rate (-0.4154; 95% CI [-0.0002, -0.00003], P < 0.0118). The number of cabins, the number of decks with cabins, and passenger-to-space ratio were significantly associated with attack rate, however, the duration at sea was not. By May 2020, cruise ship passengers made up 14.9% of COVID-19 cases in Australia and 27% of the COVID-19 related deaths. Emerging hot spots of community transmission in Sydney occurred during 1-2 incubation periods of two cruise ship events. Conclusion: Mitigation of risk on cruise ships should focus on spatial design and reducing crowding, including rapid surveillance and on-board testing. To mitigate this risk during the era of COVID-19, all passengers disembarking an infected ship should be quarantined for at least the 14-day window period and tested for COVID-19, regardless of symptoms. Vaccination should be a pre-requisite for travel of any kind once available.

This study reviews the working conditions in the emerging cruise industry by using a holistic and systematic approach, as well as the effects on work engagement of two groups of clearly differentiated employees, namely, officers and nonofficer employees. Our sample comprised 353 cruise workers. Regression analysis confirmed the research purposes of this study, that is, seafarers work under poor conditions (especially among nonofficer employees) and that this precarity determines the engagement of both groups. This study contributes to identifying the job quality dimensions that needs an improvement by human resource managers of cruise lines.

The impact of the growing cruise ship industry on air quality levels was investigated at the port of Copenhagen, Denmark. In 2018, 345 cruise ships visited Copenhagen, emitting 291 tons of NO_x near the city centre. A spatiotemporal cruise ship emission inventory was developed for 2018 based on port list information, engine data, main and auxiliary engine power functions, and NO_x emission factors, and was implemented in the OML-Multi atmospheric dispersion model. Evident plume effects from the cruise ships, which were traced by introducing the concept of likely concentration contribution, were obtained in the modelled and measured concentrations at Langelinie Quay, which is the busiest cruise ship terminal in Copenhagen port. Hourly peak values of NO_x well above 200 μg m⁻³ were obtained at the top of a residential building at Langelinie Quay. The emissions from cruise ships were increasing the annual concentration of NO₂ in the port area by up to 31% at ground level, and 86% 50 m above the ground in comparison to the urban background level. No exceedance of the European annual limit value of NO₂ was obtained. The short-term impact of cruise ships was more pronounced with local exceedances of the hourly European limit value for NO₂. Increasing cruise ship activity in Copenhagen port leads to air quality deterioration on short time scales with implications for human health.

Industrial symbiosis principles, reprised in industrial ecology definition, are recently embraced by circular economy concept as the basis for characterization of cradle-to-cradle approach, with particular interest on global markets with growing environmental issues such as food sector. This paper investigates a potential innovative pattern of recycling food waste from cruise ships for use as feed in aquaculture, in terms of environmental sustainability. Comparative Life Cycle Assessment is used to evaluate the possible potential benefits of replacing conventional formulations of feed mix for salmon with food waste, generated and processed onboard a vessel where turbo-drying technology has been tested as a case study. A set of three indices, otherwise possible stand-alone indicators, is selected to measure global warming potential, non-renewable cumulative energy demand, and water scarcity index. The basis for comparison is represented by a typical commercial feed product for aquaculture in Norway and UK. A conventional feed formulation shows higher life cycle burdens for the whole set of indicators, with respect to the analysed case study. In particular, traditional feed product in UK shows the worst performance in terms of carbon footprint and non-renewable energy demand, whilst the Norwegian traditional mix is source of the highest impact for water scarcity. The investigation of supply chains results particularly relevant for highlighting that bottle-necks are not univocal for the different impact categories. For instance, when conventional mix in Norway is analysed from a water footprint perspective, crop-derived products result to be more influent than fish-derived ones, unlike for carbon and energy indicators.

With the increase of maritime traffic, the risk of wastewater generated by ships in coastal areas has raised much attention. The present study proposes a model to estimate wastewater's high-resolution spatiotemporal distribution, including the greywater and sewage generated by ships in coastal areas. The shipping traffic characterization in this region is presented, and the spatiotemporal distribution of the wastewater generated by ships is demonstrated. It was found that the total amount of wastewater generated by the ships operated in the whole research area during six months is 12.1 × 10⁷ m³, in which 9.97 × 10⁷ m³ is for the greywater, and 2.13 × 10⁷ m³ is for the sewage. Passenger ships contributed 83% of the total wastewater, while cargo ships accounted for 12%. The amount of monthly wastewater is not only varied over the total amount, the spatial distribution was also changed as the shipping activities are different in different months. The model presented in this study increases the spatiotemporal resolution of the wastewater generated in the research area and can distinguish the contribution of different ship types to the total amount of wastewater. The results can optimize the wastewater collection strategies and better design the collection facilitates in the research area.

Cruise ships represent less than 1% of the global merchant fleet yet it has been estimated that they are responsible for 25% of all waste generated by merchant vessels. This volume of waste produces pressures on the environment, particularly with respect to ship-generated waste disposal at home ports and ports of call. Southampton, home port for both Cunard and P&O, and a port of call for Royal Caribbean Cruises, is the focus of this study. This paper investigates current waste management and disposal options for cruise ship generated waste and the associated impacts of this waste for ports. It is concluded that all cruise vessels should vigorously pursue a waste reduction strategy and for ports to provide adequate recycling, reduction and re-use facilities for cruise ship generated waste, optimising use of local facilities whenever possible.