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FISHERY MANAGEMENT CAN’T MANDATE MORE FISH

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10. FISHERY MANAGEMENT CAN’T MANDATE MORE FISH

SK/N221.23) The Center for American Progress, US OFFICIAL NEWS, February 3, 2014, pNA, LexisNexis Academic. Regulators can control many aspects of a fishery, but they cannot mandate the existence of more fish.

11. REDUCING U.S. OVERFISHING MERELY SHIFTS IT ABROAD
SK/N221.24) Daniel Pauly [Professor of Fisheries, U. of British Columbia, Canada], THE NEW YORK TIMES, March 27, 2014, pNA, LexisNexis Academic. Most seafood served in Europe and North America comes from the waters of the global South, whose small-scale fishermen cannot compete with the industrial fleets seeking what they can no longer catch, or are not permitted to catch, in northern waters. Though Western governments, particularly the United States, are working to conserve and replenish their fishing grounds, the worldwide depletion of fish stocks continues apace. We are trying slowly to repair the mess we've made of our Northern fisheries, but we are doing this by transferring the problem, trying to solve overfishing in one place while worsening the problem somewhere else.
SK/N221.25) Daniel Pauly [Professor of Fisheries, U. of British Columbia, Canada], THE NEW YORK TIMES, March 27, 2014, pNA, LexisNexis Academic. Both the United States and the European Union import 70 percent of their seafood. Most of it comes from the 200-mile Exclusive Economic Zones of West and East African countries, and from island countries in the Central and South Pacific, where European fleets operate in competition with fleets from East Asia, notably China. Some of this fishing is illegal, but much is done under legal “partnership agreements” with local governments. These countries get a fraction of the value for the use of their offshore resources, while the scale of the catches puts their food security at risk.

12. OTHER COUNTRIES WON’T STOP ILLEGAL FISHING
SK/N221.26) THE ECONOMIST, February 22, 2014, p. 51(US), GALE CENGAGE LEARNING, Expanded Academic ASAP. Most regional fishery bodies have too little money to combat illegal fishermen. They do not know how many vessels are in their waters because there is no global register of fishing boats. Their rules only bind their members; outsiders can break them with impunity. An expert review of ICCAT, the tuna commission, ordered by the organisation itself concluded that it was "an international disgrace". A survey by the FAO found that over half the countries reporting on surveillance and enforcement on the high seas said they could not control vessels sailing under their flags. Even if they wanted to, then, it is not clear that regional fishery bodies or individual countries could make much difference.
SK/N221.27) THE ECONOMIST, February 22, 2014, p. 51(US), GALE CENGAGE LEARNING, Expanded Academic ASAP. Countries could do more to stop vessels suspected of illegal fishing from docking in their harbours--but they don't. The FAO's attempt to set up a voluntary register of high-seas fishing boats has been becalmed for years. The UN has a fish-stocks agreement that imposes stricter demands than regional fishery bodies. It requires signatories to impose tough sanctions on ships that break the rules. But only 80 countries have ratified it, compared with the 165 parties to UNCLOS. One study found that 28 nations, which together account for 40% of the world's catch, are failing to meet most of the requirements of an FAO code of conduct which they have signed up to.
13. EFFICACY OF MARINE SANCTUARIES IS UNPROVED
SK/N221.28) NATURE, February 21, 2013, p. 282, GALE CENGAGE LEARNING, Expanded Academic ASAP. Huge marine reserves are being created around the world, although these are not without teething problems and whether they will ultimately boost fisheries is hotly debated.

SK/N222. PIRACY: Solvency
1. ANTI-PIRACY PRIVATEERS LACK ACCOUNTABILITY
SK/N222.01) Hazel Healy, NEW INTERNATIONALIST, September 2013, p. 12, GALE CENGAGE LEARNING, Expanded Academic ASAP. But private security presents ethical quandaries. As one piracy expert recounts, 'you hear reports of skiffs turned over, bodies full of bullet holes'. Contractors operate in an accountability vacuum. No global treaties cover weapons fire from commercial ships. Technically, a vessel is subject to the laws of its flag state--the country where it is registered--but incidents receive minimal investigation, according to the International Maritime Organization. It has led some to speculate that it is only a matter of time before Somalia gets its own 'Blackwater moment', in reference to the occasion when private contractors for the US military killed 17 Iraqi civilians.
SK/N222.02) Hazel Healy, NEW INTERNATIONALIST, September 2013, p. 12, GALE CENGAGE LEARNING, Expanded Academic ASAP. 'This is a business that needs a market,' reflects social anthropologist and conflict specialist Axel Klein. 'I think there has been a professionalization of anti-piracy measures that has developed its own momentum and material interest, and needs new threats to counter.' This militarized response is unsafe, unsustainable and self-perpetuating. Money should be redirected towards a more holistic, sustainable attack on piracy, which addresses its root causes: poverty and grievance.
2. DEVELOPMENT IS THE BEST WAY TO COMBAT PIRACY
SK/N222.03) Hazel Healy, NEW INTERNATIONALIST, September 2013, p. 12, GALE CENGAGE LEARNING, Expanded Academic ASAP. In the long term, counter-piracy will be best served by a development approach, not by exporting our gunslingers.

SK/N223. POLLUTION Disad
A. INCREASING OCEAN DEVELOPMENT INCREASES POLLUTION
SK/N223.01) Erin Biba, NEWSWEEK, April 18, 2014, p. 1, GALE CENGAGE LEARNING, Expanded Academic ASAP. You've probably heard about the ocean's garbage patches--large areas of water where waste plastic collects. It's a phenomenon that didn't exist until the 1970s, when Styrofoam started showing up en masse. A slew of other plastic items followed, so much so that in 2012, scientists announced that the amount of plastic in the ocean had grown 100 times over four decades. The United Nations Environment Program has estimated that you can now find about 46,000 pieces of plastic in every square mile of sea. There are 18 million tons of plastic in the Pacific Ocean alone, and the biggest island of trash is roughly the size of Texas.
SK/N223.02) THE TIMES (London, England), April 30, 2014, p. 19, LexisNexis Academic. Much of the seabed resembles a rubbish tip filled with bottles, plastic bags, discarded fishing nets and other litter, a survey has found. Scientists took nearly 600 samples from across the Atlantic and Arctic oceans and the Mediterranean sea at depths ranging from 35 metres (115 feet) to 4.5 kilometres. Litter was found at each site. Christopher Pham, from the University of the Azores, said: "We found that plastic was the most common item, while trash associated with fishing activities was particularly common. The most dense accumulations were found in deep underwater canyons."
SK/N223.03) Noelle Swan, THE CHRISTIAN SCIENCE MONITOR, April 1, 2014, pNA, LexisNexis Academic. The largest of these floating garbage dumps is the Great Pacific Garbage Patch, which is located about halfway between Hawaii and San Francisco. Scientists have found that birds living on Midway Island in the middle of the Pacific Ocean are eating that garbage. Scientists discovered a piece of wreckage from a 1944 plane crash in the stomach of an albatross in 2004.
SK/N223.04) Noelle Swan, THE CHRISTIAN SCIENCE MONITOR, April 1, 2014, pNA, LexisNexis Academic. Scientists identified a similar patch in the Southern Indian Ocean in 2010. There are also hundreds of "little nano garbage patches" floating around the Indian Ocean, Ebbsmeyer [Seattle oceanographer] says.
SK/N223.05) STATES NEWS SERVICE, June 9, 2014, pNA, GALE CENGAGE LEARNING, Expanded Academic ASAP. A garbage patch twice the size of Texas floats in the Pacific Ocean, evidence of the trash we cast into our waterways.

B. PLASTICS IN THE OCEAN THREATEN MARINE ECOSYSTEM
SK/N223.06) Marti Gassiot, THE NEW YORK TIMES, June 14, 2014, pNA, LexisNexis Academic. Plastic waste is becoming one of the most damaging pollutants spreading in the world's oceans, posing a tremendous danger to marine life and human health. This nonbiodegradable material is also threatening people who depend on the fishing industry to survive.
SK/N223.07) CNN WIRE, June 24, 2014, pNA, GALE CENGAGE LEARNING, Expanded Academic ASAP. Global Ocean Commission and Plastic Disclosure Project, released reports on Monday ringing the alarm bell about the environmental impact of debris on marine life. Plastic waste in oceans is causing $13 billion of damage each year, according to the UNEP report, and that figure could be much higher. Worldwide plastic production is projected to reach 33 billion tons by 2050, and plastic makes up 80% of litter on oceans and shorelines.
SK/N223.08) CNN WIRE, June 24, 2014, pNA, GALE CENGAGE LEARNING, Expanded Academic ASAP. Ten to 20 million tons of plastic end up in the ocean each year, from litter, runoff from poorly managed landfills, and other sources. Once it's in the water, plastic does not degrade but instead breaks into smaller pieces and swirls in massive oceangyres, creating soupy surfaces peppered with the material. Scientists are especially worried about the growing prevalence of tiny microplastics which are smaller than 5 millimeters. These include microbeads, which are used in toothpaste, gels, facial cleansers and other consumer goods. Microplastics aren't filtered by sewage treatment plants, and can be ingested by marine animals with deadly effect.

SK/N224. PORT DREDGING: Solvency
1. EXPANSION OF PANAMA CANAL IS IN DOUBT
SK/N224.01) FEEDSTUFFS, February 13, 2014, p. 6, GALE CENGAGE LEARNING, Expanded Academic ASAP. The project to expand the Panama Canal was in doubt last week after talks between the canal administrator and a building consortium led by Spanish interests fell apart and work ground to a halt, according to the U.S. Grains Council. Group United for the Canal (GUPC), a conglomerate led by Spanish builder Sacyr, is requesting that the Panama Canal Authority pay an additional $1.6 billion in cost overruns. Originally slated to cost roughly $5.25 billion, new projections place the actual cost of the project at nearly $7 billion.
SK/N224.02) FEEDSTUFFS, February 13, 2014, p. 6, GALE CENGAGE LEARNING, Expanded Academic ASAP. "The Panama Canal Authority has taken a firm stance that GUPC must honor its contract," said Kurt Shultz, Grains Council regional director of the Americas. "The U.S. grain industry has high expectations for an expanded Panama Canal; we urge both parties to quickly agree on a resolution and move forward." The project is already six to nine months behind schedule, and further construction delays are expected if the dispute continues. Some analysts warn that there could be an additional two-to three-year interruption if GUPC is released from its contract and a new construction company is retained.
SK/N224.03) THE ECONOMIST, February 8, 2014, p. 64(US), GALE CENGAGE LEARNING, Expanded Academic ASAP. After weeks of negotiations between the Panama Canal Authority (PCA) and a consortium led by Sacyr, a Spanish builder, and its Italian counterpart, Salini Impregilo, the two sides have failed to reach agreement on who pays for $1.6 billion of cost overruns on their $3.2 billion portion of the project to widen the waterway. The consortium, GUPC, said the endeavour was on "the brink of failure".
SK/N224.04) THE ECONOMIST, February 8, 2014, p. 64(US), GALE CENGAGE LEARNING, Expanded Academic ASAP. The dispute has already cost precious time. It started in the early part of the dry season, the only four months when conditions are right for mixing concrete. During a visit on January 31st to a canyon-like expansion site on the Pacific coast, the concrete mixers were already inactive. There were few workers. It was a forlorn sight compared with a mural at the PCA's headquarters that shows the original canal swarming with labourers 100 years ago.

2. ECONOMIC BENEFITS OF CANAL EXPANSION ARE DUBIOUS
SK/N224.05) David Francis, THE CHRISTIAN SCIENCE MONITOR, March 27, 2012, pNA, LexisNexis Academic. As work on the $5.25 billion Panama Canal extension project continues and the completion of the project nears, there are growing concerns about the negative environmental impact of the expansion and whether the project will deliver the economic benefits promised before construction began.
SK/N224.06) David Francis, THE CHRISTIAN SCIENCE MONITOR, March 27, 2012, pNA, LexisNexis Academic. But there are a number of potential environmental problems, the primary concern is that the expansion could contaminate Panama's main source of drinking water, Lake Gatun, with salt water. There are also concerns that the public was not made aware of all the potential long-term impacts of the expansion project, and that its economic benefit has been overstated, according to Eric Jones, editor of the English-language Panama News.
3. SHIP TRAFFIC WON’T SHIFT FROM WEST COAST TO EAST
SK/N224.07) John D. Schulz [Contributing Editor], LOGISTICS MANAGEMENT, July 2013, p. 18, GALE CENGAGE LEARNING, Expanded Academic ASAP. The projected 2015 completion of the expansion and widening of the Panama Canal is causing a "lot of hype," but will not drive a major change in maritime shipping options, a top intermodal executive is predicting. When the project to widen the canal is completed in 2015, longer and wider ships will be able to pass through its locks, allowing big manufacturers shorter access to ports on the Gulf of Mexico and the East Coast. However, Paul Svindland, chief operating officer at Pacer International and a former Maersk executive, says that "at end of the day expanding the Canal does not affect demand patterns on the East Coast."
SK/N224.08) John D. Schulz [Contributing Editor], LOGISTICS MANAGEMENT, July 2013, p. 18, GALE CENGAGE LEARNING, Expanded Academic ASAP. Stevan Bobb, executive vice president and chief marketing officer at the BNSF Railway, aggress. "Whatever should shift to the East Coast already has shifted there," says Bobb. "We don't anticipate any substantial change, and it's up to us to provide the service from the West Coast ports to make sure it doesn't change."
SK/N224.09) Patrick Burnson [Executive Editor], LOGISTICS MANAGEMENT, May 2014, p. 54, GALE CENGAGE LEARNING, Expanded Academic ASAP. Finally, Davidson [senior analyst of ports and terminals for Drewry Research] adds that the impact of the expanded Panama Canal still remains to be seen. "East Coast U.S. ports are hoping to gain share from the West Coast ports, but they won't give it up easily," he notes. "Plus, it's not just about port capacity, but also about inland and intermodal capacity."

SK/N224.10) Patrick Burnson [Executive Editor], LOGISTICS MANAGEMENT, May 2014, p. 54, GALE CENGAGE LEARNING, Expanded Academic ASAP. In addition, there are two key unknowns about the future, says Davidson [senior analyst of ports and terminals for Drewry Research]. First, the level of the new Canal vessel tolls is yet to be determined, and we have yet to see how the U.S. and Canadian railroads will react to the expanded Canal.

SK/N224.11) David J. Farrell Jr. [Secretary, The Maritime Law Association of the US], UNIVERSITY OF SAN FRANCISCO MARITIME LAW JOURNAL, 2012-2013, LexisNexis Academic, p. 184. There are already "Super Post Panamax" ships sailing from Asia which are too big for the expanded Panama Canal and will always need to call at Long Beach, California and other West Coast ports.
4. POOR LANDSIDE INFRASTRUCTURE IS A LIMITING FACTOR
SK/N224.12) Patrick Burnson [Executive Editor], LOGISTICS MANAGEMENT, November 2012, p. 64S, GALE CENGAGE LEARNING, Expanded Academic ASAP. "Despite substantial investments by port authorities and private-sector business partners, inadequate infrastructure connecting ports to landside transportation networks and water-side shipping lanes often creates bottlenecks that result in congestion, productivity losses, and a global economic disadvantage for America," says Kurt Nagle, American Association of Port Authorities (AAPA), president and CEO. "These congestion issues and productivity losses have the potential to stymie our ability to compete internationally."
5. THERE ARE BARRIERS TO DREDGING AT SAVANNAH
SK/N224.13) Patrik Jonsson, THE CHRISTIAN SCIENCE MONITOR, May 5, 2012, pNA, LexisNexis Academic. Before Savannah, Ga., realizes its dream of becoming a world-renowned tanker port, it's having to deal with tough reminder of its past, in the form of a scuttled Civil War battleship rotting in the Savannah River. The dredging of the Savannah River has become one of the biggest economic and political footballs in the South, pitting Georgia and South Carolina interests against each other over how to deepen the river that splits the two states where the lowcountry meets the Atlantic's tidal estuaries.
SK/N224.14) Patrik Jonsson, THE CHRISTIAN SCIENCE MONITOR, May 5, 2012, pNA, LexisNexis Academic. The CSS Georgia is now complicating the $653 billion project further, as the project will have to become a full-scale, $42 million underwater archeological dig before massive dredgers can begin deepening the port [Savannah].

6. INCREASED TRAFFIC WILL GO TO LATIN AMERICAN PORTS
SK/N224.15) Patrick Burnson [Executive Editor], LOGISTICS MANAGEMENT, May 2014, p. 54, GALE CENGAGE LEARNING, Expanded Academic ASAP. "With the Panama Canal expansion moving ahead on schedule, we see ports in the Bahamas, Dominican Republic, and Panama itself as major competitors," Cabrera [Lilly & Associates International] says. Unburdened by many of the strict regulatory compliance procedures conducted at U.S. ports, these foreign rivals can attract beneficial cargo owners with promises of expedited throughput. This, according to Cabrera, represents exponential savings in net load and inventory costs. "Thanks to advances in information technology and harmonized tariff codes, these smaller ports can seize a political advantage by not carrying the expense of Customs and security personnel," says Cabrera. "Even ports in Columbia and Chile are realizing this advantage."
SK/N224.16) Patrick Burnson [Executive Editor], LOGISTICS MANAGEMENT, May 2014, p. 54, GALE CENGAGE LEARNING, Expanded Academic ASAP. Paul Rasmussen, U.S. trade expert and CEO of Zepol, agrees, stating that Jamaica is also getting into the fray. "The Jamaican government has signed a preliminary agreement with one of China's leading construction companies for the development of a transshipment hub off its southwest coast," says Rasmussen. "This could pose a big threat to some of the smaller ports in Florida."

SK/N225. PORT DREDGING: Disads
1. EAST COAST DREDGING HARMS WEST COAST ECONOMY
SK/N225.01) Christi Parsons & Don Lee, LOS ANGELES TIMES, November 29, 2013, p. B1, LexisNexis Academic. In some ways, the ports of Los Angeles and Long Beach may have the most to lose simply because they are by far the dominant movers of containers. With the rise of China and other Asian economies, the two ports' traffic has nearly quadrupled since 1990 to more than 14 million containers last year. By value, Los Angeles and Long Beach handled 39% of all container imports and 24% of all container exports that, combined, totaled about $930 billion last year. For American seaports in the East and South, the opening of the expanded Panama Canal in 2015 holds the promise of significant gains in business, some of it long dominated by the Los Angeles region.
SK/N225.02) William Booth, THE WASHINGTON POST, January 13, 2013, p. A1, LexisNexis Academic. The conventional wisdom holds that the West Coast will lose market share. The ports of Los Angeles and Long Beach, which together handle about 40 percent of the nation's imported Asian goods, could lose as much as 10 or 15 percent of their cargo business, according a group calling itself Jobs 1st Alliance, a coalition of business, government and labor leaders pushing the ports to modernize as quickly as possible.
2. EAST COAST DREDGING HARMS LOCAL ENVIRONMENT
SK/N225.03) Patrik Jonsson, THE CHRISTIAN SCIENCE MONITOR, May 5, 2012, pNA, LexisNexis Academic. Environmental concerns have dogged the [Savannah River] dredging project, with most of the costs going toward mitigation, including building sets of massive respirators on the river to combat what many expect to be depleted oxygen levels in the water, which could affect, among other species, endangered sturgeon.
SK/N225.04) Andrea Hricko [Southern California Environmental Health Sciences Center], ENVIRONMENTAL HEALTH PERSPECTIVES, December 2012, p. A470, GALE CENGAGE LEARNING, Expanded Academic ASAP. Several lawsuits by environmental and conservation groups have raised questions about increased air pollution due to expansion of port terminals (for example, in Charleston) and environmental impacts of dredging (for example, in Savannah, Georgia).

3. PANAMA CANAL EXPANSION HARMS LOCAL ENVIRONMENT
SK/N225.05) David Francis, THE CHRISTIAN SCIENCE MONITOR, March 27, 2012, pNA, LexisNexis Academic. Each time a ship passes through the canal, salt and fresh water become mixed as the boats are raised or lowered through a series of three locks. In order for the expansion to be successful, more water must be used in the lock system, and much of this water comes from Lake Gatun, Panama's primary fresh water supply. There are growing concerns the water of Lake Gatun could become brackish, or have more salinity than fresh water, through this process says Charlie Andrews, a partner at the global intelligence and advisory firm Ergo who has been following the development of the canal expansion project. "Fresh and salt water will be required to run through the channel, and this has a direct impact on Gatun Lake," Mr. Andrews says. "There are concerns about the ability to control the amount of seawater that flows through the lake."
4. INCREASED SHIP TRAFFIC WILL KILL THOUSANDS
A. INCREASED TRAFFIC MEANS INCREASED POLLUTION
SK/N225.06) Andrea Hricko [Southern California Environmental Health Sciences Center], ENVIRONMENTAL HEALTH PERSPECTIVES, December 2012, p. A470, GALE CENGAGE LEARNING, Expanded Academic ASAP. Once ships reach their destinations, ship emissions remain a problem in port harbors. Crews need air conditioning, refrigeration, and other services over the days it takes to unload and reload a ship. Unless the ships are able to plug into electricity, a process referred to as "shore power" or "shoreside power," they must run their engines to provide these services. Because many port communities already have poor air quality and are often disproportionately lower-income, emissions from ships in harbor can add significantly to local air pollution and to health inequities. (It should be noted that switching to electricity for power while ships are in harbor, instead of burning fossil fuel in auxiliary engines, potentially translates into additional pollution burdens for residents in other locations near the power plants that supply electricity to the port--a topic that is beyond the scope of this article.)
SK/N225.07) Andrea Hricko [Southern California Environmental Health Sciences Center], ENVIRONMENTAL HEALTH PERSPECTIVES, December 2012, p. A470, GALE CENGAGE LEARNING, Expanded Academic ASAP. Of particular concern for expanding ports is the increased truck traffic that will result from larger ports, bigger ships, and a higher volume of containers. After leaving a port, each container has to be transferred to a diesel-fueled truck or a train powered by up to four diesel-fueled locomotives to move the cargo to inland destinations. According to the USACE, trucks consume nearly three-quarters of the freight transport fuel used in goods movement, largely a result of fuel inefficiency, and efforts to reduce truck traffic in favor of trains often fail because trucks serve double duty as delivery vehicles.

SK/N225.08) Andrea Hricko [Southern California Environmental Health Sciences Center], ENVIRONMENTAL HEALTH PERSPECTIVES, December 2012, p. A470, GALE CENGAGE LEARNING, Expanded Academic ASAP. Corbett [professor, University of Delaware School of Marine Science] believes "expansion of the Panama Canal is not necessarily a win-win-win situation," and he raises concerns that exhaust from an increase in truck traffic not just in port cities but also along major eastern corridors such as I-95 will need to be addressed.

SK/N225.09) Andrea Hricko [Southern California Environmental Health Sciences Center], ENVIRONMENTAL HEALTH PERSPECTIVES, December 2012, p. A470, GALE CENGAGE LEARNING, Expanded Academic ASAP. Rail yard facilities are another source of significant air pollution for port communities, and these facilities also are often located in lower income and minority communities. The first health impact assessment to be conducted of a U.S. rail yard facility has been funded by a collaboration of foundations looking at a new site selected in Baltimore where cargo will be switched between trains and trucks.
SK/N225.10) Andrea Hricko [Southern California Environmental Health Sciences Center], ENVIRONMENTAL HEALTH PERSPECTIVES, December 2012, p. A470, GALE CENGAGE LEARNING, Expanded Academic ASAP. In a forthcoming paper Corbett [professor, University of Delaware School of Marine Science] and colleagues analyze various scenarios on what might happen to emissions of greenhouse gases and other pollutants if significant amounts of WC [West Coast] imports are shifted to EC/GC [East Coast/Gulf Coast] ports. They consider cargo travel from WC ports to other parts of the country via truck and train, as well as via larger ships going through the Canal to the Atlantic. They conclude there are some reductions in carbon dioxide emissions on a per-container basis for larger ships going through the Canal. But the reductions were nearly negated by the longer distances the ships had to travel.

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