Automated identification system for ships data as a proxy for marine vessel related stressors.

An increasing number of marine conservation initiatives rely on data from Automatic Identification System (AIS) to inform marine vessel traffic associated impact assessments and mitigation policy. However, a considerable proportion of vessel traffic is not captured by AIS in many regions of the world. Here we introduce two complementary techniques for collecting traffic data in the Canadian Salish Sea that rely on optical imagery. Vessel data pulled from imagery captured using a shore-based autonomous camera system ("Photobot") were used for temporal analyses, and data from imagery collected by the National Aerial Surveillance Program (NASP) were used for spatial analyses. The photobot imagery captured vessel passages through Boundary Pass every minute (Jan-Dec 2017), and NASP data collection occurred opportunistically across most of the Canadian Salish Sea (2017-2018). Based on photobot imagery data, we found that up to 72 % of total vessel passages through Boundary Pass were not broadcasting AIS, and in some vessel categories this proportion was much higher (i.e., 96 %). We fit negative binomial General Linearized Models to our photobot data and found a strong seasonal variation in non-AIS, and a weekend/weekday component that also varied by season (interaction term p < 0.0001). Non-AIS traffic was much higher during the summer (Apr-Sep) and during the weekend (Sat-Sun), reflecting patterns in recreational vessel traffic not obligated to broadcast AIS. Negative binomial General Additive Models based on the NASP data revealed strong spatial associations with distance from shore (up to 10 km) and non-AIS vessel traffic for both summer and winter seasons. There were also associations between non-AIS vessels and marina and anchorage densities, particularly during the winter, which again reflect seasonal recreational vessel traffic patterns. Overall, our GAMs explained 20-37 % of all vessel traffic during the summer and winter, and highlighted subregions where vessel traffic is under represented by AIS.

Noise exposure from commercial shipping for the southern resident killer whale population.

This study assesses vessel-noise exposure levels for Southern Resident Killer Whales (SRKW) in the Salish Sea. Kernel Density Estimation (KDE) was used to delineate SRKW summer core areas. Those areas were combined with the output of a regional cumulative noise model describing sound level variations generated by commercial vessels (1/3-octave-bands from 10 Hz to 63.1 kHz). Cumulative distribution functions were used to evaluate SRKW's noise exposure from 15 vessel categories over three zones located within the KDE. Median cumulative noise values were used to group categories based on the associated exposure levels. Ferries, Tugboats, Vehicle Carriers, Recreational Vessels, Containers, and Bulkers showed high levels of exposure (Leq-50th > 90 dB re 1 µPa) within SRKW core areas. Management actions aiming at reducing SRKW noise exposure during the summer should target the abovementioned categories and take into consideration the spatial distribution of their levels of exposure, their mechanical and their operational characteristics.

From sense of place to visualization of place: examining people-place relationships for insight on developing geovisualizations.

Effective resource planning incorporates people-place relationships, allowing these efforts to be inclusive of the different local beliefs, interests, activities and needs. 'Geovisualizations' can serve as potentially powerful tools for facilitating 'place-conscious' resource planning, as they can be developed with high degrees of realism and accuracy, allowing people to recognize and relate to them as 'real places'. However, little research has been done on this potential, and the place-based applications of these visual tools are poorly understood. This study takes steps toward addressing this gap by exploring the relationship between sense of place and 'visualization of place'. Residents of the Capital Regional District of BC, Canada, were surveyed about their relationship with local coastal places, concerns for the coast, and how they mentally visualize these places. Factor analysis identified four sense of place dimensions - nature protection values, community and economic well-being values, place identity and place dependence, and four coastal concerns dimensions - ecological, private opportunities, public space and boating impacts. Visualization data were coded and treated as dependent variables in a series of logistic regressions that used sense of place and coastal concerns dimensions as predictors. Results indicated that different aspects of sense of place and (to a lesser degree) concerns for places influence the types of elements people include in their mental visualization of place. In addition, sense of place influenced the position and perspective people assume in these visualizations. These findings suggest that key visual elements and perspectives speak to different place relationships, which has implications for developing and using geovisualizations in terms of what elements should be included in tools and (if appropriate) depicted as affected by potential management or development scenarios.

The underwater acoustic environment at SGaan Kinghlas-Bowie Seamount Marine Protected Area: Characterizing vessel traffic and associated noise using satellite AIS and acoustic datasets.

Vessel traffic is one of the most wide-spread anthropogenic contributors to ocean noise worldwide and has the potential to alter ecosystems upon which cetaceans and other acoustically sensitive marine organisms rely. Canada's SGaan Kinghlas-Bowie Seamount Marine Protected Area (SK-B MPA) is one such area whose productive ecosystem could benefit from greater monitoring of human induced threats in order to inform management. Despite earning official designation as a Marine Protected Area under the Oceans Act in 2008, little remains known about vessel traffic in the region and the associated potential impacts on vulnerable marine species. Therefore, to increase our understanding of vessel traffic and accompanying noise at SK-B MPA, satellite AIS and acoustic data were investigated. The results of this study suggest that variations in ambient sound levels in the region are driven by near and distant shipping events, thus having implications for future management of the MPA.

Modeling the distribution of illicit oily discharges detected by aerial surveillance in western Canadian marine waters.

Oily discharges from vessel operations have been documented in Canada's Pacific region by the National Aerial Surveillance Program (NASP) since the early 1990s. We explored a number of regression methods to explain the distribution and counts per grid cell of oily discharges detected from 1998 to 2007 using independent predictor variables, while trying to address the large number of zeros present in the data. Best-fit models indicate that discharges are generally concentrated close to shore typically in association with small harbours, and with major commercial and tourist centers. Oily discharges were also concentrated in Barkley Sound and at the entrance of Juan de Fuca Strait. The identification of important factors associated with discharge patterns, and predicting discharge rates in areas with surveillance effort can be used to inform future surveillance. Model output can also be used as inputs for risk models for existing conditions and as baseline for future scenarios.

Incorporating recreational users into marine protected area planning: a study of recreational boating in British Columbia, Canada.

Marine protected areas (MPAs) and zoning plans require an understanding of stakeholders if they are to be successful at achieving social and biological objectives. This study examines recreational boaters in a proposed MPA in British Columbia, Canada, using the recreation opportunity spectrum (ROS) and models of recreation conflict as a basis for investigation. Boaters (n = 543) visiting the region during the summer completed face-to-face surveys. Results show variability in boater setting preferences, supporting an ROS-based approach to MPA planning and zoning. While boaters as a whole placed the greatest importance on natural settings, sailboat operators expressed stronger preferences for natural and quiet settings relative to motorboats, and motorboat operators expressed stronger preferences for settings characterized by built facilities and extractive activities relative to sailboats. Several marine activities emerged as sources of perceived conflict for boaters, including personal watercraft, commercial whale watching vessels, and shellfish aquaculture. Our analysis indicates that while some of these may be addressed through zoning, others are better addressed through education and communication. Recommendations for both MPA management and future research are made.

Visualization of spatial patterns and temporal trends for aerial surveillance of illegal oil discharges in western Canadian marine waters.

This paper examines the use of exploratory spatial analysis for identifying hotspots of shipping-based oil pollution in the Pacific Region of Canada's Exclusive Economic Zone. It makes use of data collected from fiscal years 1997/1998 to 2005/2006 by the National Aerial Surveillance Program, the primary tool for monitoring and enforcing the provisions imposed by MARPOL 73/78. First, we present oil spill data as points in a "dot map" relative to coastlines, harbors and the aerial surveillance distribution. Then, we explore the intensity of oil spill events using the Quadrat Count method, and the Kernel Density Estimation methods with both fixed and adaptive bandwidths. We found that oil spill hotspots where more clearly defined using Kernel Density Estimation with an adaptive bandwidth, probably because of the "clustered" distribution of oil spill occurrences. Finally, we discuss the importance of standardizing oil spill data by controlling for surveillance effort to provide a better understanding of the distribution of illegal oil spills, and how these results can ultimately benefit a monitoring program.