Dynamic route planning in the Baltic Sea : How can the negative impacts of maritime traffic on sensitive or protected areas be reduced?

Dynamic routing means that ships to a greater extent than today are assigned individual routes based on the traffic situation, weather and other prevailing conditions. Dynamic route planning, in addition to reducing the risk of accidents and ship fuel consumption will also, if used correctly, significantly diminish the adverse impact of shipping on the marine conservation values of sensitive or protected areas. An active and dynamic route planning that takes into account sensitive natural environments in the Baltic Sea is also a way for the shipping industry and shipping administration to interact with the marine spatial planning process necessary to achieve an improved marine environment in accordance with Sweden's environmental objectives, the Helsinki Commission (HELCOM) Baltic Sea Action Plan and the EU Baltic Sea Strategy and Maritime Policy. The environmental impact of shipping can be measured on different spatial and temporal scales. The impact of CO2 emissions from shipping on the atmosphere is global, while other types of emissions to air and water may have well-defined regional or local effects. The effects on the marine environment can be direct or indirect, prolonged or short-lived. The environmental effects of shipping may also interact with the environmental effects brought about by other activities. Additionally the effect of a given discharge or emission on the marine environment is not only dependent on the size of the discharge or emission, but also to a great extent on where and when they take place. Dynamic route planning means that trade-offs must be made between different factors. These trade-offs must be part of a holistic approach and rest on a sound factual basis. Decision makers will be faced with situations where they are forced to make a choice between avoiding the risk of direct negative effects on habitats, species and biodiversity and avoiding additional emissions to air. The outcomes of such trade-offs will vary in different areas of the Baltic Sea and at different seasons. Dynamic route planning must be adaptive, i.e., the parties involved must be aware that conservation values, natural resources and the maritime fleet in the Baltic Sea are subject to change and adapt planning to cope with these changes. We now have enough knowledge to start using dynamic route planning to reduce the direct adverse effects of shipping on the marine conservation values of sensitive or protected areas. However, if planning is to be effective and trade-offs between different factors and interests more accurate we need to add to our knowledge