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Intro -- Ocean Law Debates: The 50-Year Legacy and Emerging Issues for the Years Ahead -- Copyright -- Dedication -- Contents -- Acknowledgments -- List of Illustrations -- List of Abbreviations -- List of Contributors -- Introduction -- Part 1: Fifty Years of Ocean Law Debates: The Law of the Sea Institute -- 1 The Law of the Sea Institute: A New Forum for Debate of Ocean Law in the 1960s "Decade of Uncertainty" -- 2 The LOSI in Hawai'i: Ocean Law and Policy Debates, 1977-96 -- 3 Seeking Lines in the Sea: Progress and Challenges in the Delimitation of Maritime Boundaries over the Past 50 Years -- 4 A Legacy of Stewardship for the Public Order of the Oceans: A Tribute to William T. Burke -- 5 Lewis M. Alexander, Modern Master Mariner of the Law of the Sea -- Part 2 Perspectives on UNCLOS -- 6 The Strategic Foundation of the Law of the Sea -- 7 Small States in the Decision-Making Process of UNCLOS III -- 8 Special Address: IUU Fishing and the International Tribunal for the Law of the Sea -- 9 Special Address: On the Challenges to Stability and to the Rule of Law in Implementation of UNCLOS -- Part 3 The European Union's Record in Sustainable Management of Marine Resources -- 10 Regulating and Managing Fisheries Resources: Five Decades of Triumph and Failure in the European Union -- Part 4 Debates on a Regime for Biodiversity in the Area beyond National Jurisdiction (ABNJ) -- 11 Freedom of the High Seas or Protection of the Marine Environment? A False Dichotomy -- 12 Perspectives on a Developing Regime for Marine Biodiversity Conservation and Sustainable Use beyond National Jurisdiction -- 13 Promoting a New Convergence: Developing New Regulatory Paradigms for Marine Areas beyond National Jurisdiction in the Pacific Ocean -- 14 Governance of the Arctic Ocean beyond National Jurisdiction: Cooperative Currents, Restless Sea

The interest in the Arctic has grown through the environmental issues and climate change that deeply altered the region, especially with the impact of the global warming. These changes bring many threats but also important opportunities, and require a deeper cooperation to respond to them. The protection of the environment, the management of Arctic resources (natural, fishery, etc.), the use of sea routes, the delimitation of maritime boundaries, the respect of human rights and of indigenous peoples rights, the strategic and military aspects are all examples of the issues that coexist in the Arctic. They highlight the challenges that the cooperation in the Arctic is facing. None of these issues could solely be managed by the cooperation between the Arctic States, as their consequences and the interests at stake are global. In addition to the multitude of areas of cooperation, there is a congruence of actors: Arctic and extra-Arctic ones such as international organizations, non-governmental organizations, multinational corporations, but also regions, inter-parliamentary organizations, indigenous peoples or scientific associations. The complexity of the situation is perceptible in the way the Arctic cooperation is established. Tensions exist both among the Arctic actors and between Arctic and extra-Arctic actors. Two contradictory processes seem to structure the cooperation with the regionalization on the one hand, and the internationalization on the other hand. Thus, cooperation between Arctic stakeholders is built around many international institutions, which structures and roles will certainly evolve. The central structure of the Arctic cooperation is the Arctic Council – a regional institution. At the same time, the cooperation in the Arctic region is based on global international cooperations, with essential instruments as the Convention on the law of the sea of 1982. Arctic cooperation seems to be an interesting model based on flexibility that should enable adaptation, which is especially important in a ...

The interest in the Arctic has grown through the environmental issues and climate change that deeply altered the region, especially with the impact of the global warming. These changes bring many threats but also important opportunities, and require a deeper cooperation to respond to them. The protection of the environment, the management of Arctic resources (natural, fishery, etc.), the use of sea routes, the delimitation of maritime boundaries, the respect of human rights and of indigenous peoples rights, the strategic and military aspects are all examples of the issues that coexist in the Arctic. They highlight the challenges that the cooperation in the Arctic is facing. None of these issues could solely be managed by the cooperation between the Arctic States, as their consequences and the interests at stake are global. In addition to the multitude of areas of cooperation, there is a congruence of actors: Arctic and extra-Arctic ones such as international organizations, non-governmental organizations, multinational corporations, but also regions, inter-parliamentary organizations, indigenous peoples or scientific associations. The complexity of the situation is perceptible in the way the Arctic cooperation is established. Tensions exist both among the Arctic actors and between Arctic and extra-Arctic actors. Two contradictory processes seem to structure the cooperation with the regionalization on the one hand, and the internationalization on the other hand. Thus, cooperation between Arctic stakeholders is built around many international institutions, which structures and roles will certainly evolve. The central structure of the Arctic cooperation is the Arctic Council – a regional institution. At the same time, the cooperation in the Arctic region is based on global international cooperations, with essential instruments as the Convention on the law of the sea of 1982. Arctic cooperation seems to be an interesting model based on flexibility that should enable adaptation, which is especially important in a ...

238Sea — Maritime boundaries — Delimitation — Continental shelf — Customary international law principles regarding delimitation — Use of equitable principles in order to achieve an equitable solution — Opposite States — Relevant equitable considerations — Importance of natural prolongation — Relevance of rift zone between States — Proportionality between length of coastline and share of continental shelf — Islands — Island State with restricted coastline — Economic circumstances of States — Equidistance methods of delimitation — Whether relevant in contemporary law — Overlap between claims advanced by Parties and claims of third party StateSea — Continental shelf — Juridical nature of continental shelf — Whether rights of State to continental shelf dependent upon considerations of natural prolongation — Distance principle — Whether State entitled to continental shelf extending to distance of 200 miles from baselines irrespective of natural prolongation — Effects on delimitation — Relationship between continental shelf and exclusive economic zoneSea — Islands — Island State — Continental shelf — Whether island State to be treated differently from other States in respect of entitlement to continental shelf — Island State with small coastline — Offshore islands — Uninhabited islet — Whether to be taken into account in delimitation of continental shelf boundaryInternational Court of Justice — Jurisdiction — Special agreement — Continental shelf boundary dispute between two States referred to Court by special agreement — Claims advanced by Parties overlapping with claims made by third State — Whether Court possessing jurisdiction to determine principles or rules governing rights of third State — Whether Court required to confine itself to the delimitation of the continental shelf between the Parties in area where no third party claimsSources of international law — Customary international law — Relationship between customary international law and treaty — Convention adopted by large majority of States but not yet in force — Effect upon customary international law — Law of the Sea Convention, 1982 — Provisions regarding continental shelf delimitation — Concept of the exclusive economic zone

"China shares borders with 20 neighboring countries--more than any other country in the world, by a factor of two. Each of the neighbors has its own national interests, and in some cases, that includes territorial and maritime jurisdictional claims in places that China also claims. Most of these 20 countries have had a history of border conflicts with China; some of them never amicably settled. This book brings together some of the foremost historians, geographers, political scientists, and legal scholars on modern Asia to examine each of China's twenty land or sea borders. The alphabetically arranged chapters cover Afghanistan, Bhutan, Brunei, Indonesia, India, Japan, Kazakhstan, Korea, Kyrgyzstan, Laos, Malaysia, Mongolia, Myanmar (Burma), Nepal, Pakistan, The Philippines, Russia, Taiwan, Tajikistan, and Vietnam. Each chapter details the history and status of boundary setting and the ongoing management of transnational interactions--trade, resource exploitation, fishing rights, and population movements. An introduction and a concluding chapter draw out the implications of the book's twenty case studies. Issues examined include: the early history of setting the border with China; the ways in which China has acquired "new" boundaries as a result of changes in the international law of the sea; the type and intensity of China's border conflicts with its neighbors; successful efforts to delimit official borders; unsuccessful efforts to delimit borders; and areas where future border disputes could arise"--

Abstrak - Penelitian ini membahas implementasi MoU Common Guidelines Indonesia-Malaysia tentang perlindungan nelayan. Tujuan dari MoU ini adalah untuk menetapkan pedoman tentang kesepakatan kegiatan yang terkait dengan isu perikanan antara Indonesia- Malaysia dengan penekanan khusus pada penjaminan kesejahteraan nelayan dari kedua belah pihak. Penelitian ini menggunakan metode deskriptif-analitik dengan pendekatan kualitatif. Prosedur pengumpulan data diperoleh melalui wawancara, telaah dokumen lembaga, dan pustaka. Hasil penelitian menunjukkan bahwa terjadi penurunan jumlah nelayan yang ditangkap oleh aparat kedua negara setelah diterapkannya MoU ini. Akan tetapi, masih terjadi penangkapan nelayan oleh aparat kedua negara walaupun jumlahnya menurun. Hal ini disebabkan karena aparat keamanan laut terutama di daerah dan nelayan khususnya nelayan tradisional masih kurang memahami isi dari MoU tersebut. Bagi instansi pemerintah yang telah mengetahui isi MoU tersebut, ada yang tidak menyetujui dengan diterapkannya MoU Common Guidelines Indonesia-Malaysia karena beranggapan bahwa MoU tersebut telah membatasi ruang gerak instansi pemerintah yang melakukan patroli di wilayah yang belum disepakati batas maritimnya antara Indonesia dan Malaysia di Selat Malaka. Dalam hal ini, perlu disusun technical guidance berisi pemetaan nasional terkait point-point koordinat batas maritim. Sosialisasi MoU juga perlu dilakukan secara cepat dan tepat khususnya di daerah dan perlu dibentuk satuan tugas terkait pelaksanaan MoU ini yang terdiri atas masing-masing instansi yang berwenang di laut agar memudahkan dalam penanganan dan koordinasi apabila terjadi pelanggaran di wilayah yang belum disepakati batas maritimnya.Kata kunci: MoU Common Guidelines Indonesia-Malaysia, wilayah yang belum disepakati batas maritimnya, Selat MalakaAbsract - This study discusses the implementation of the MoU between Indonesia and Malaysia Common Guidelines on the protection of fishermen. The purpose of this MoU is to establish guidelines on deal activity related to fisheries issues between Indonesia and Malaysia with special emphasis on guaranteeing the welfare of fishermen from both sides. This research uses descriptive-analytic method with a qualitative approach. The procedure of collecting data obtained through interviews, document analysis institutions, and libraries. The results showed that the decline in the number of fishermen were arrested by the two countries after the implementation of this MoU. However, it is still the arrests of fishermen by the authorities of both countries, although the number decreased. This is because the security forces, especially in the area of sea and fishermen, especially traditional fishermen still do not understand the contents of the MoU. For government agencies who already know the contents of the MoU, there are no agreeing with the implementation of the MoU Common Guidelines Indonesia-Malaysia because they thought that the MoU has limited space for government agencies who conduct patrols in areas that have not agreed to limit its maritime between Indonesia and Malaysia in the Straits of Malacca , In this case, need to be developed technical guidance related contain national mapping points maritime boundary coordinates. MoU socialization also needs to be done quickly and accurately, especially in the area and the need to set up a task force on the implementation of this MoU which consists of each authorized agency in the sea in order to facilitate the handling and coordination in the event of violations in areas that have not been agreed maritime boundary.Keywords: MoU Common Guidelines Indonesia-Malaysia, unresolved maritime boundaries area, Malacca Strait

Disputes involving scientific and technical matters and the international tribunal for the law of the sea / Jin-Hyun Paik -- Mind the gap between biological samples and marine genetic resources in areas beyond national jurisdiction : lessons from land / Sophie Arnaud-Haond -- The legal status of marine genetic resources in the context of BBNJ negotiations : diverse legal regimes and related problems / Konrad Jan Marciniak -- Marine genetic resources of areas beyond national jurisdiction and intellectual property rights / Fernanda Millicay -- BBNJ and MJRS : practical solutions for benefit-sharing / Natalie Y. Morris-Sharma -- Options for marine protected areas under a new agreement on marine biodiversity of areas beyond national jurisdiction / Veronica Frank -- Fisheries and areas beyond national jurisdiction : advancing and enhancing cooperation / Richard Barnes -- Disputes concerning the delimitation of the continental shelf beyond 200 Nautical Miles / Leonardo Bernard and Clive Schofield -- Obligations of states in disputed areas of the continental shelf / Sean D. Murphy -- Joint development in continental shelf areas beyond 200 nautical miles / Vasco Becker-Weinberg -- More disputes ahead for the CLCS? CLCS practice on rule 46 of its rules of procedure / Signe Veierud Busch -- Seafloor highs in Article 76 of the law of the sea convention a scientific introduction and some comments on CLCS practice / Walter R. Roest -- Submarine ridges and submarine elevations under the law of the sea convention : a further look / Kevin A. Baumert and Larry Mayer -- The Case of Reykjanes Ridge / Helga Gudmundsdottir -- Classification of seafloor highs in the central Arctic Ocean / Bjørn Kunoy -- Environmental impacts of deep seabed mining / Matthias Haeckel, Annemiek Vink, Felix Janssen and Sabine Kasten -- Submarine ridges and submarine elevations under the law of the sea convention : a further look / Kevin A. Baumert and Larry Mayer -- The Case of Reykjanes Ridge / Helga Gudmundsdottir -- Classification of seafloor highs in the central arctic ocean / Bjørn Kunoy -- Environmental impacts of deep seabed mining / Matthias Haeckel, Annemiek Vink, Felix Janssen and Sabine Kasten -- Climate change and the legal effects of sea level rise : an introduction to the science / Larry Mayer -- The effects of sea level rise on baselines and outer limits of maritime zones / Alfred H.A. Soons -- Effects of sea level rise on agreements and judgments delimiting maritime boundaries / Snjólaug Árnadóttir -- Legal and political considerations on the disappearance of states due to sea level rise / Christina Hioureas and Alejandra Torres Camprubí -- Implementing the new arctic fisheries agreement / David Balton -- The CAOF agreement : key issues of international fisheries law / Erik J. Molenaar.

Component: 1.3.1 Develop and propose a conceptual methodology for transboundary MSP in the Northern Atlantic, with operational details on selected aspects Sub-component: 1.3.1.5 Most appropriate geographical scale for MSP at national scale A specific task on the definition of the most appropriate scale for MSP plan at national scale in order to support Member States to approach at best the scale and boundaries of these plans was conducted. The scale issue is particularly of concern for the MSP directive implementation process and its transboundary issues: what is the most appropriate scale for their MSP plans? Do they have to define different plans based on different geographical scales? If so, what would be their articulation? If not, for instance, is it enough to carry out the plan at national or marine basin scale with some focus areas? Moreover, what would be the plan boundaries once the scale is defined? The report consists in the proposition of overall criteria and guiding principles, based on a literature review and the construction of an analysis framework. The latter, at an early stage of development, was designed to help decision makers and planners having a better insight in how they situate themselves in relation to the highlighted criteria and guiding principles. ; This report was produced as part of SIMNORAT Project (Grant Agreement N0. EASME/EMFF/2015/1.2.1.3/03/SI2.742089). Competition for maritime space – for renewable energy equipment, aquaculture and other uses – has highlighted the need to manage our waters more coherently. Maritime spatial planning (MSP) works across borders and sectors to ensure human activities at sea take place in an efficient, safe and sustainable way. That is why the European Parliament and the Council have adopted a legislation to create a common framework for maritime spatial planning in Europe. The Directive 2014/89/EU of the European Parliament and of the Council of 23 July 2014 (said Maritime Spatial Planning Directive) establishes a framework in order to reduce ...

Doutoramento em Estudos de Desenvolvimento ; In September 2015, the United Nations (UN) officially adopted the 2030 Agenda for Sustainable Development together with 17 Sustainable Development Goals (SDGs) (UN, 2016). The main collective aims of the 17 SDGs are to end poverty, hunger and inequality, to take action on climate change and the environment, improve access to health and education, and build strong institutions and partnerships. More than three years have passed into this 15-year process, and while many countries have started implementing the SDGs, it is becoming increasingly clear that there are a number of issues concerning the implementation of the SDGs, including challenges within the United Nation's Development System (UNDS). The attainment of any sustainable development programme including the three dimensions of sustainable development (social, economic, and environmental) is known to be inherently complex particularly across horizontal and vertical boundaries in policy making processes. Concerns have been expressed at the United Nations through various channels and levels. Member States would like to see more coordination, coherence, effectiveness and efficiency in the operational activities for development within and among all levels of the UNDS. The Secretary-General of the UN is fully committed to repositioning the UNDS to deliver on the 2030 Agenda by becoming more structured and less fragmented to support the achievement of the SDGs and the 2030 Agenda. Similarly, the International Maritime Organization1 (IMO) as part of the UNDS, must be effective through its stakeholders in contributing tangibly towards the implementation of the SDGs in the international maritime transport domain as shipping plays a central role in the world economy. The fulfillment of the SDGs requires a strong commitment by all UN Member States, not least by the Contracting Governments at the IMO. In 2017, the IMO Secretariat stated that IMO is almost two years behind other United Nations system bodies in the implementation of the 2030 Agenda and the SDGs. Since then, progress has been very slow and most of the work was done by the IMO Secretariat with scarce input from IMO stakeholders. This empirical research aims to identify the issues and challenges which the stakeholders at IMO are facing when implementing the United Nation's 2030 Agenda for sustainable development in the international maritime transport domain. This study aims to identify the phenomenon that has contributed to this rather laid-back situation at IMO by shining a light on the issues that have impacted the implementation of the 2030 Agenda from the perspective of IMO and its stakeholders and further identify how these can be addressed. This study introduces grounded theory as the research methodology that was used, explains the research and analytical process undertaken, and presents the key findings based on empirical data gathered from 47 interviews. The main results are presented as a set of six propositions supported by an institutional conceptual framework, all of which have been validated as part of the research process. The first proposition presents the emergent core substantive grounded theory. It explains the phenomenon overwhelming Member States at IMO which has bred inactivity among Member States regarding the achievement of the SDGs at IMO. The other five propositions, which also form part of the substantive grounded theory, suggest how the issues, which can be attributed to the phenomenon explained by the first proposition, could potentially be best addressed. To effectively implement the SDGs, the study identified what needs to be done within IMO and by its stakeholders and concludes that there must be an IMO-led strategy on sustainable development within the context of the 2030 Agenda supported by an appropriate governance structure that sees the introduction of strategic actors for coordinating the implementation of the SDGs at national level. With the support of a Task Force on sustainability, and by also making use of the IMO Member State Audit Scheme2 to create more awareness and ownership, the strategic actors could work towards balancing the three dimensions of sustainable development – the economic, the environmental, and the social dimensions, which were found to be imbalanced in the international shipping domain. The IMO Member State Audit Scheme (IMSAS) aims to provide an audited Member State with a possibility of an assessment of how effectively it implements and administers the mandatory IMO instruments falling under the Scheme (IMO, 2017b). This study also concludes by presenting an Institutional Conceptual Framework developed on the basis of the findings of the empirical research and the resulting six propositions. The Institutional Conceptual Framework, as a platform, brings together the most critical elements that were found to be important and need to be implemented so that issues that this study has raised can be addressed, and the implementation of the 2030 Agenda and the SDGs within the international maritime transport domain can be accelerated and mainstreamed. Since studies of this nature within the context of IMO are very scarce, this research has provided a valuable contribution to the current academic literature and knowledge on sustainable development. The outcome of this doctoral thesis aims to create a better understanding of the potential issues and challenges in relation to the implementation of the 2030 Agenda for sustainable development and the SDGs in the maritime transport domain. These insights are valuable for the stakeholders at IMO in preparing the necessary groundwork for a sustainability course within IMO and at national level, to effectively implement the SDGs. If well engaged, IMO stakeholders can be the frontrunners in contributing towards achieving sustainable development on a global level by mainstreaming the SDGs through the work of IMO and by successfully integrating the economic, social, cultural and environmental dimensions of sustainable development of vital importance in the struggle to eradicate poverty and promote prosperity on a global scale through the maritime transport domain. ; Em setembro de 2015, a Organização das Nações Unidas (ONU) adotou a Agenda 2030 para o Desenvolvimento Sustentável, bem como os 17 Objetivos de Desenvolvimento Sustentável (ODS) (UN, 2016). A meta global destes 17 objetivos inclui erradicação da pobreza, fome e desigualdades, agir sobre as alterações climáticas e o ambiente, melhorar o acesso à educação e aos cuidados de saúde, construir parcerias e instituições mais robustas. Mais de três anos passaram, neste processo com duração total de quinze, e enquanto muitos países já iniciaram a implementação dos ODS, é cada vez mais claro que existem numerosas questões sobre esta implementação, incluindo desafios dentro do próprio Sistema de Desenvolvimento das Nações Unidas (SDNU). O cumprimento de qualquer programa de desenvolvimento sustentável, incluindo as três dimensões da sustentabilidade (social, económica e ambiental), é um processo inerentemente complexo, particularmente no concerne às fronteiras horizontais e verticais de definição de políticas. A ONU tem vindo a exprimir preocupações aos mais diversos níveis e através de inúmeros canais. Os seus Estados Membros querem mais coordenação, coerência e eficiência por parte do SDNU a nível das atividades operacionais para o desenvolvimento. O Secretário Geral das Nações Unidas está empenhado no reposicionamento do SDNU a nível da implementação dos objetivos da Agenda 2030, tornando-o mais estruturado e reduzindo a sua fragmentação, a fim de apoiar da melhor forma a efetiva realização dos ODS e da Agenda 2030. Paralelamente, a Organização Marítima Internacional3 (OMI), como parte integrante do SDNU, tem de ser eficaz através dos seus stakeholders, de modo a contribuir de forma tangível para implementação dos ODS no domínio do transporte marítimo internacional o qual tem um papel central na economia mundial. O cumprimento dos ODS exige um forte compromisso por parte de todos os estados membros da ONU, e nomeadamente pelos Governos Contratantes da OMI. Em 2017, o Secretariado da OMI reconheceu que a organização está quase dois anos atrás de outros órgãos do sistema das Nações Unidas na implementação da Agenda 2030 e dos ODS e, desde então, o progresso tem sido bastante lento e muito do trabalho realizado deve-se ao Secretariado da OMI, com uma contribuição reduzida por parte dos intervenientes principais na OMI. Esta investigação empírica tem como objetivo identificar as questões e desafios que os stakeholders na OMI enfrentam na implementação da Agenda 2030 das Nações Unidas para o desenvolvimento sustentável, no domínio do transporte marítimo internacional. Este estudo visa também analisar as causas que têm contribuído para a forma descontraída como a situação tem sido tem sido tratada na OMI, evidenciado as questões que estão a afetar a implementação da Agenda 2030 na perspetiva da organização e seus stakeholders, e identificando a forma como podem ser abordadas. Este estudo introduz a teoria fundamentada (Grounded Theory) como metodologia de investigação, explicando o processo de pesquisa e análise implementado, e apresentando as principais constatações extraídas dos dados empíricos recolhidos nas 47 entrevistas realizadas. Os principais resultados são apresentados como um conjunto de seis proposições apoiadas num referencial conceptual institucional, tendo sido validadas como parte do processo de investigação. A primeira proposição apresenta o núcleo emergente da teoria fundamentada substantiva. Explica o fenómeno que envolve os estados membros da IMO, responsável pela sua inatividade a nível dos ODS na OMI. As cinco proposições seguintes, que são parte integrante da teoria fundamentada substantiva, sugerem a forma como as questões encontradas, que resultam em grande medida do fenómeno explicado pela primeira proposição, podem potencialmente ser abordadas. Para uma implementação eficaz dos ODS, o estudo identificou as ações a empreender no âmbito da OMI pelos seus intervenientes principais, concluindo que deve existir uma estratégia liderada pela OMI sobre o desenvolvimento sustentável no contexto da Agenda 2030, apoiando-se numa estrutura de governança apropriada que inclua a introdução de atores estratégicos na coordenação da implementação dos ODS a nível nacional. Com o suporte de um grupo de trabalho sobre sustentabilidade, e fazendo uso do Esquema de Auditoria aos estados membros da OMI4 na criação de sensibilização e apropriação, os intervenientes estratégicos poderão trabalhar no sentido de equilibrar as três dimensões do desenvolvimento sustentável – económica, ambiental e social, que apresentavam desequilíbrios no domínio do transporte marítimo internacional. 4 O Esquema de Auditoria aos Estados Membros da OMI almeja prestar ao Estado Membro Auditado a possibilidade de requerer uma avaliação relativa à efetividade da implementação e administração dos instrumentos obrigatórios que estão no seu âmbito. Este estudo apresenta também como conclusão um referencial conceptual institucional baseado nas constatações mais relevantes da pesquisa empírica bem como nas seis proposições resultantes. A estrutura conceptual institucional, como plataforma, reúne os elementos considerados fundamentais para a abordagem das questões identificadas, de forma a acelerar e integrar a implementação da Agenda 2030 e dos ODS, no domínio do transporte marítimo internacional. Dada a escassez, ou mesmo inexistência de estudos desta natureza, esta pesquisa fornece uma contribuição significativa ao conhecimento e literatura académica na área do desenvolvimento sustentável no contexto da OMI. O resultado desta tese de doutoramento visa criar uma melhor compreensão das potenciais questões e desafios em relação à implementação da Agenda 2030 para o desenvolvimento sustentável e ODS no domínio do transporte marítimo. Esta visão é essencial aos intervenientes na IMO para o estabelecimento das bases necessárias de forma a rumarem na direção da sustentabilidade, tanto a nível da OMI como nacional, de forma a implementar eficazmente os ODS. Os atores principais da OMI, se corretamente envolvidos, podem ser líderes na contribuição para o desenvolvimento sustentável a nível global, incorporando os ODS através do seu trabalho na OMI e integrando com sucesso as dimensões económicas, sociais, culturais e ambientais do desenvolvimento sustentável – de grande relevância para a erradicação da pobreza e estimular a prosperidade a uma escala global através do transporte marítimo. ; info:eu-repo/semantics/publishedVersion