PORTODIMARE geoPORtal of TOols & Data for sustaInable Management of coAstal and maRine Environment (ADRION205)

T2.6.1 Report on spatial conflicts Ver. 2 among existent uses and legal regimes on November sea-coastal strip: 2020

Author: Slavko Mezek, Martina Bocci, Boštjan Krapež Project partner RRC (PP3)

List of contents

1 Introduction ...... 4

1.1 PORTODIMARE project ...... 4 1.2 MSP process in Slovenia ...... 5 1.3 Contents of the report ...... 6

2 Existing and planned uses of the sea ...... 7

2.1 Conflicts among sea uses ...... 9

3 Existing uses of the coast ...... 12

3.1 Conflicts between sea and costal uses ...... 13

4 Conflict Analysis with PORTODIMARE tools ...... 14

4.1 Use-versus-Use analysis ...... 14 4.2 Overall conflict analysis ...... 16

5 Conclusions ...... 18

6 References ...... 20

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List of abbreviations

GAIR Geoportal of the Adriatic-Ionian Region HVDC High Voltage Direct Current MSP Maritime Spatial Planning MUC Multi-Use Conflict tool

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1 INTRODUCTION

1.1 PORTODIMARE project

PORTODIMARE project aims at creating a common platform, named Geoportal of the Adriatic-Ionian Region (GAIR), for data information and decision support tools focused on coastal and marine areas of the Adriatic-Ionian Region. The Geoportal integrates and further develops existing databases, portals and tools developed within previous EU projects by local and national administrations and by other initiatives. Through this approach, most of the available knowledge and resources will be efficiently organized and made accessible through a single virtual space, thus supporting coordinated, regionally / transnationally coherent and transparent decision-making processes, with the perspective of remaining operative and being expanded well beyond the project conclusion. The Geoportal uses, feed and support transnational cooperation networks in all the phases of its creation, from the design, to the development, to its testing phase, enabling public authorities and stakeholders to apply a coordinated, integrated and trans-boundary approach. The Geoportal has been constructed to become a daily working tool for decision-makers, public and private managers, practitioners, marine scientists and stakeholders in general. To tackle the current fragmentation in the access to data and information in the AIR the Geoportal has been constructed to become a common, standard, interoperable and reusable access point. Existing infrastructures and information systems (e.g. ADRIPLAN Data Portal, SHAPE Adriatic Atlas completed with HAZADR tools, EMODnet Human Activities portal, etc.) are used as sources of information and integrated in the Geoportal capitalising on existing experiences so that a multiplicity of high-level products and tools will be made available together in a structured and integrated system. In addition to geo-data and mapping utilities the Geoportal also hosts tools to undertake spatial analysis to support ICZM and MSP processes. These tools include the Maritime Use Conflicts Analysis tool that was developed during ADRIPLAN project and further developed within the Italian Flagship Project RITMARE (Italian Research for the Sea). The tool is based on a methodology developed for the FP7 COEXIST Project and has the aim to (1) support MSP process through reallocation of maritime uses, (2) creation of collaborative conflict scores analysis; (3) iteration of the analysis over different time periods trough integration of new conflict scores and geospatial datasets on sea uses, (4) sea use scenario analysis and (5) overlay analysis. The Geoportal also include the Cumulative Effects Assessment tool aims to support the MSP process under an Ecosystem-Based Approach (EBA) by assessing the potential cumulative impacts of maritime activities on the marine environment. This tool too was initially developed during the ADRIPLAN Project and further development in a newer version within the RITMARE project. The tool was tested for the Adriatic-Ionian sub-basin, but can be deployed to any research area around the globe. Other tools available on the Geoportal are the Small Scale Fisheries (SSF) tool, the Medium Scale Fisheries (MSF) tool, the tool for Allocated Zones for Aquaculture (AZA), the Oil Spill tool, the ParTrac tool Tracking of particle with and without specific sinking velocity released on the sea surface).

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1.2 MSP process in Slovenia

Maritime spatial planning or spatial planning at sea is governed in Slovenia by Article 23 and 67 of the ZUreP-2, the Spatial Planning Act adopted in 2017, which defines the content within the regulation at sea. Articles 23 and 67 stipulate the following (cit.):  The goal of the MSP is to promote growth and coexistence of activities and uses at sea so that sustainable development is achieved through examining the economic, environmental and social and safety aspects, while also considering the interaction and interdependence of land and sea.  Regulation at sea is carried out mainly through spatial planning at sea, the purpose of which is to determine the types, extent, duration and areas of particular activities and uses at sea.  Spatial planning at sea also contains guidelines for the preparation of inland spatial planning documents.  An action programme shall be prepared and adopted for the implementation of the Strategy at sea. Its preparation shall be entrusted with the ministry and adopted by the Government. Participation of neighbouring countries shall be ensured during the drafting process. It must be consistent with the management plans adopted in accordance with the regulations governing the waters. The action programme for the implementation of the Strategy at sea shall be checked in terms of its compliance with the realities and needs in the area at least every ten years. The conditions for maritime spatial planning are indirectly determined by the Water Act, Nature Conservation Act and Environment Protection Act, which emphasise the assessment of potential impacts of the Maritime Spatial Plan on the protection of water, nature and the environment. The process of preparation of the MSP plan started in June 2019. The first formal step in the process is the preparation of the starting points, which provide the reasons for the preparation of the MSP, its main elements and key challenges, the steps of the plan preparation with the envisaged time frame, the process of cooperation with participants in spatial planning and the presentation of the legislative framework. The starting points published in the Spatial Information System represent the beginning of the formal process of preparing the MSP. A draft MSP (Action Plan SPRS) was produced in early 2020. The contract for the Environmental Report has been signed and public consultation on both documents is planned for autumn/winter of 2020-2021. Final adoption of MSP by the Government is expected by March 2021.The MSP (AP SPRS) shall be adopted according to Articles 67 and 73 of the Spatial Planning Act. The estimated time frame for the entire process is until March 2021. The preparation process itself is carried out in four steps: 1. The first step includes professional work together with the participants for the preparation of the draft MSP, the coordination of the contributions and identification of solutions for the MSP. 2. In the second step, a public hearing on the draft MSP will take place. 3. In the third step, the preparation of the MSP proposal and the adoption procedure at the Government of the Republic of Slovenia will take place. 4. The fourth step include the activities following the adoption and implementation of MSP and the transmission of MSP to the European Commission.

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1.3 Contents of the report

This report presents an overview on existing and planned uses of the Slovenian sea in chapter 2 and an overview on existing uses of the coast in chapter 3. Conflicts among uses are identified on chapter 4, based on available data and knowledge. Conflict analysis is further elaborated in chapter 5 with the application of the Multi-Use Conflict Tool available in the PORTODIMARE GeoPortal GAIR. Conclusions from the analysis are drawn in chapter 6.

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2 EXISTING AND PLANNED USES OF THE SEA

The small sea space of Slovenian territorial waters is used for many different activities. Uses present in the area are described below. Information on the uses are taken from the SUPREME project results (SUPREME project, 2018). Aquaculture is presently performed at three locations (Debeli rtič, and Seča). These three locations are near to be fully utilized. Operators are interested in defining additional areas and arranging new technological infrastructure on land (piers for unloading shells, etc.). The aquaculture areas have cover a surface of 1,180,000 m2 (Sečovlje – 866,000 m2, Strunjan-133,000 m2 and Debeli rtič-180,000 m2). In the areas there are currently 26 permits for the use of water, granted to seven different companies for aquaculture (25 permits for shellfish cultivation and one for fish. In the Slovenian sea, predominantly only white fish (European bass) and Mediterranean mussels are cultivated. Fishing represents a traditional sector with social importance and relevance from a cultural heritage point of view, more than from an economic one. Fishing is undertaken in three fishing zones, with restrictions in Protected Areas (eg. Lanscape parks Strunjan and Sečovlje, National monument Debeli rtič, and reserves such as Škocjanski zatok, Fiesa lakes, and Madona peninsula) and prohibition in fishing reserves (Portorož and Strunjan). The catch is in evident decline and fishermen complement their core business with tourism, aquaculture and other activities. The main issues for the sector in Slovenia are harmonisation of navigation and fishing in the area of traffic separation scheme. The Northern , including the Slovenian sea, is an important area for maritime traffic. The most important actor in Slovenia is the Port of , as a nexus of connections between shipping and terrestrial transport of cargo, while the ports at and play a minor role). Due to high volume of shipping transport in the , a two-way sailing system for cargo ships is implemented and in the Gulf of Koper (Figure 1a special area designated for anchoring, while the ships wait for the entry into the Port (22,7 h on average). The area of the traffic separation scheme covers approximately half of the marine waters under national jurisdiction. Military activities at sea are relatively few, including mainly the exercise in navigation and diving. When carried out, they are properly adapted to fit into other activities. The following areas are defined: areas of exclusive use for land defence, possible areas of exclusive use, navigation exercise areas, diving exercise areas, areas of limited and controlled use on the coast, mooring areas, areas for work with explosive devices, locations of finds and temporary storage of unexploded ordnance. Regarding environmental protection, on the study area both Natura 2000 and other protected areas (landscape parks, natural monuments, natural reserves, monuments of designed nature) are found. Regarding raw material extraction, two saltworks, Strunjan and Sečovlje, are established. In addition to direct economic impact, the saltworks also have a wider social significance for the Slovenian coastal area. Their existence if particularly important in terms of cultural landscape since due to their characteristic saltpan features, a particular architectural typology and the scenery of saltworks infrastructure, both locations represent fundamental vehicles of identity in the coastal area. The Slovenian waters are also used for scientific research. Despite the absence of specific uses and regimes, activities of various institutions actively performing certain partial technical and/or scientific research of the marine environment are present in the area e.g. Slovenian Environment Agency, National Institute of Biology – Marine Biology Station Piran, Institute for Water, etc. Concerning submarine cables and pipelines, underwater pipes are present in the area. They are municipal infrastructure, located mainly in the urbanised area of Koper, Izola, Piran and Portorož; they are not

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significantly distant from the coastline (approx. 500 m into the sea). Currently, there are no underwater transmission cables for either electricity transfer or telecommunications. However, long-term plans for the establishment of underwater electric cable for the one-way HDVC (Hugh Voltage Direct Current) link between Slovenia and with the 300-500 kV voltage. The project is currently in the study phase, and if implemented, it could be laid after 2025. Coastal and maritime tourism is one of the key industries in the Slovenian coastal area. Most of the touristic and recreational activities in the proximity to the sea are based on the use of the sea. The use of the sea for such activities is permitted along the whole coast in a 150 m belt, unless it is explicitly prohibited (eg. around ports). Since 2005, Port of Koper also operates a passenger terminal. Since then the Municipality of Koper is actively trying to develop into a better cruise destination, especially by establishing links between the city centre and the green surroundings and countryside. A wide array of water sports activities have been developed in all four coastal municipalities, including swimming, sailing, wind-surfing, diving, and fishing, alongside jet-skiing, skiing, and paraski. Nautical tourism is also important, mainly in Izola and, to a lesser extent, in Portorož and Koper. Considerable problem is still illegal anchoring both at sea and in ports and marinas. A number of vessels, every year, is noticed anchored outside the official ports, or vessels anchored within the ports, but exceeding the number of vessels that the port is officially allowed to have. Underwater cultural heritage protection is also an important component of sea uses in Slovenia. Currently, there are 38 underwater sites recorded in the official register of immovable cultural heritage of Slovenia- All sites are deemed to be exposed to pronounced negative impacts of navigation and docking of large ships (large draft) and other activities that intensively destroy the heritage (e.g. bottom fishing).

Figure 1. Shipping in the gulf of Trieste-Koper. Source: SUPREME project, 2017.

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2.1 Conflicts among sea uses

The Slovenian internal and coastal waters are intensively used and competition between maritime uses – both at the national / regional, as well as on the cross-border/international level, is present. The fact that Slovenia has a relatively small coastal / marine area limits the space available for maritime activities and thus increases the possibility of competition for space. Menegon et al. (2018) have indicated this area as one with highest MUC of the entire Adriatic. Considering existing knowledge and related data of existing previous works and the activities insisting on the Slovenian area, the main sectors involved in conflicts are fisheries, maritime transport and tourism (DG- MARE, 2011; SUPREME project, 2017). A picture about conflicts between see uses in Slovenia in given in the following table.

Coastal and Trawling Small-scale Maritime Environment UCH Cables and Raw material Research & Aquaculture maritime Defence fishery fishery traffic al protection protection pipelines extraction Education tourism Trawling fishery

Small-scale fishery

Aquaculture

Maritime traffic

Coastal and maritime tourism Environmental protection

UCH protection

Defence

Cables and pipelines

Raw material extraction

Research & Education

No conflict

Competition for space

Competition for space + impacts

Conflicts between fishing and maritime traffic. Regimes of navigation in the traffic separation scheme: The fishermen wish for an exception for their fleet in the exclusive shipping lane area in traffic separation scheme, so they could fish also the flocks of fish (the Port of Koper maintains that this cannot be done). The traffic separation scheme was designated with an international agreement, between Slovenia and Italy (IMO-Sub-Committee on Safety of Navigation, 49/3/7, 2003), and therefore, any modifications to it represent a transboundary issue to be addressed. Other conflicts involving maritime traffic. Shipping activities already overlap with other uses of the marine space, most commonly aquaculture and recreational/sport events (e.g. regattas). The overlaps are managed and coordinated through the Slovenian Maritime Administration. The growth in both aquaculture areas and the number of touristic/recreational events is expected in the future, which together with the growth in shipping and limited space available to use, might cause some conflicts in the future. Conflicts can also be highlighted with environmental protection due to the fact that maritime traffic is one of the most significant impacting sector in the area, determining water pollution, air emission, discharge of marine litter, introduction of non-indigenous species, collisions 9

with large marine fauna, seabed disturbance and damage through anchoring and resuspension. These pressures harness marine ecosystems in general and pose threats to some key species (like cetaceans) and benthic habitats. Conflicts between fishing and environmental protection. Fishermen would like to get permission to use fishing nets also within the fishing reserves, to reduce the pressure on shellfish areas and other fishing boats and target gilt head breams there, which are also causing economic damage on shellfish cultivation sites (see Figure 2). Conflicts involving aquaculture. Due to the intense use of the Slovenian coastal sea, the options for development of aquaculture are almost entirely exhausted. The expansion is possible in the areas where permits have already been granted; however, since the areas are not yet entirely used (e.g. Sečovlje and Strunjan areas). Currently, the main hindrance to the sector is the limited area of designated shellfish cultivation sites and inappropriate logistical infrastructure (loading of cargo on the trucks – no appropriate piers for that, can only use vans, problems with night-time noise). The new or expanded aquaculture areas must take into account their impact on chemical and biological status of the environment, potential spatial conflicts with other marine uses (e.g. nautical tourism, bathers, underwater archaeology, etc.), their visual impact (particularly important for tourism), as well as logistical problems (spatial limitations for infrastructure on land, noise pollution, anchoring, waste management, etc.). Conflict involving environmental protection. Coastal tourism, including leisure boating, yachting and other forms of access to the sea, are in conflict with the existence and management of protected areas located along the coast and including also portions of sea space (see Figure 3). Physical damage by anchoring, disturbance through noise, pollutant emission and marine litter discharge are examples of negative impacts on marine protected areas.

Figure 2. Fishing reserves and protected areas (prepared by IzVRS based on Kovačič et al., 2016).

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Figure 3. Map of Slovenian coastal and marine protected areas (IzVRS, 2019).

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3 EXISTING USES OF THE COAST

Slovenian coast is short, with dense urbanisation, high degree of anthropogenically modified coast, few smaller rivers in the hinterland and very shallow marine area, which is characterised by high freshwater inflow from the Soča/Isonzo and Po Rivers. The coast is one of the premium tourist destinations in the country, while also being home to one of the largest ports in Northern Adriatic. The most relevant uses of the coast are described below. Urban development. The vast majority of Slovenian coastal belt has already been modified by human interventions, with natural coast remaining only in inaccessible areas with cliffs (Piran cliff, Strunjan and Debeli rtič Landscape Parks). Urban development in the Slovenian coast is linked to industrial/commercial/passengers port development in the area of Koper and to development of toursm. Tourism had already started in Portorož by 1885. In Koper, the city's island character, still recognized on cityscapes from the early twentieth century, disappeared due to drainage and infill of the Semedela saltpans between the two world wars. The city of Izola was completely transformed during the industrial revolution: changes occurred to both the growth of its urban and social structure as well as the character of the city. The city spread to the west and east along the coastal strip because the city wall no longer existed. After 1991, when Slovenia gained independence, the impact of human activity on the waterfront increased. Strict ecological planning conditions near Koper and in the area towards influenced the land-sea interfaces that were planned and partly accomplished. The main agents of urban sprawl are minor investors (households, private entrepreneurs, small businesses) and the state, while the municipality and large-sized businesses, contrary to our expectations, play only a minor role. From nature conservation perspective, it is imperative for the naturalness of the coast to be preserved, which should limit any new infrastructure projects on the coast, which would deleteriously impact on it. This measure could go against a number of initiatives, which were put forward in municipal planning documents. Port of Koper. The Port of Koper is a hot-spot for shipping. The Port of Koper reported a growing amount of cargo traffic in the recent years, growing from 14,030,732 tonnes in 2006 to 22,010,653 tonnes in 2016, with projections for 2030 reaching 30,824,483 tonnes. Due to high volume of shipping transport in the Gulf of Trieste, a two-way sailing system (Traffic Separation Scheme – TSS) for cargo ships is implemented and in the Gulf of Koper, a special area is designated for anchoring, while the ships wait for the entry into the Port (22.7 h on average). Due to the high volume of shipping traffic in the area, a number of transboundary issues also result from it, such as marine litter, underwater noise, ballast waters and invasive alien species, and potential spills and marine pollution. Therefore, shipping can be classified as one of the main anthropogenic pressures on the marine environment. Since 2011, the Port of Koper also welcomes cruise ships, with the number of passengers arriving yearly in the range between 57,000 and 80,000, with the trends being relatively stable, and the tourist demand and offer steadily improving, which is expected to continue into the following years. The anchoring of cruise ships in the Koper Bay can cause sediment perturbations, and due to high concentrations of mercury and TBTs in those sediments, their resuspension in the water column, which can have a widespread contamination effects, also affecting neighbouring countries. Moreover, the cruise tourism additionally compounds the pressures of coastal and nautical tourism and is a major source of pollution, marine litter generation, and the emitter of noise pollution impacting cetaceans and marine turtles. Coastal tourism, with the associated processes of coastal urbanisation and littoralisation, is recognised as one of the most prominent pressures on the Mediterranean environment in general. The biggest urban agglomerations Ankaran, Koper, Izola and Piran have waste water collection and treatment infrastructure and the environmental state of the sea in the period 2009-2015 was good. Nevertheless, the tourism sector is accompanied with a risk of discharges of poorly treated waste waters (sewage, pool water, meteoric

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water from parking lots, etc.) into the marine waters. Those discharges may not only cause pollution events, but could also amplify eutrophic conditions in the waters and present the conditions for harmful algal blooms, which can then affect the quality of the marine waters on an international level in the Gulf of Trieste.

3.1 Conflicts between sea and costal uses

In the framework of the SHAPE project (Mezek, 2014) conflicts between sea and coastal uses were assessed for the area of Strunjan Landscape Park. Based on the situation analysis, ten most typical spatial conflicts were determined that arise from incoherent planning of onshore and offshore activities (see the following figure).

The results of the analyses were used as a technical basis for the revision of the Piran municipal spatial plan. The revised plan aimed to harmonise activities in the area with the context (and rules) of the landscape park and resolve conflicts at sea, thus enhancing the sustainability of the area. The pilot project Strunjan also proposed a better architectural/landscape design, harmonised activities on the coastal/maritime zone and more sustainable transport solutions for the area.

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4 CONFLICT ANALYSIS WITH PORTODIMARE TOOLS

Spatial conflicts in Slovenian waters were assessed applying the Multi-Use Conflict tool available under the PORTODIMARE Geoportal GAIR. The following uses were considered: Vessel traffic, Fishing-Trawling, Fishing-Small scale fishery, Boating and Yachting, Industrial ports, Mariculture.

4.1 Use-versus-Use analysis

Results of the analysis showed that the highest "Use-versus-Use" MUC scores are those between Small scale fisheries vs Trawling (21.5%), Ship/boat traffic vs Boating/Yachting (19.9%), Ship/boat traffic vs SSF (18.1%), Ship/boat traffic vs Trawling fisheries (15.2%). In the case study area Ship/boat traffic is the use most involved in conflicts, followed by Small scale fisheries and by Boating/Yachting.

Vessel traffic (ships + boats) is responsible for most part of the conflicts (62.1% of the total MUC score), followed by Small scale fishery (47.2% of the total MUC score), Boating and Yachting (33.7% of the total MUC score), Industrial ports (16% of the total MUC score) and Aquaculture (1.2% of the total MUC score).

The following maps illustrate the distribution of the conflict scores for the most relevant “Use-versus-Use“ conflicts.

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Ship/boat traffic VS Small scale fisheries

Tourism/Yachting VS Aquaculture

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Trawling VS Small scale fisheries

4.2 Overall conflict analysis

When considering all uses together the overall result of conflict analysis confirm the Slovenian waters being an area with intense spatial conflicts in the context of the Adriatic Sea. Around the hotspot of MUC score located in front of the port of Koper there is an area with high score (10- 20). In this area passage of ships/boats (including leisure boating) sums up with small scale fisheries and with the presence of the Koper port. A part of the open waters - the shape being determined by the frequency of passage of ships/boats - is characterized by intermediate MUC score values (5-7) while the rest of open waters shows low MUC score values (0-2). MUC values between 3-4 are estimated for the coastal area from Izola to the border with Croatia.

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Overall Multi-Use Conflict score in Slovenian waters

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5 CONCLUSIONS

Slovenian marine waters are densely populated by a variety of different sea uses. Maritime traffic (vessel traffic related to ships and to boats) is a major actor in the area and it is involved in conflicts with other sea uses, particularly with fisheries, aquaculture, underwater cultural heritage, nature protection. Specifically, boat traffic is in conflict with nature protection when considering the need for transit and anchoring space for leisure boats within Marine Protected Areas. Small Scale Fisheries experiences spatial conflicts with vessel traffic in general, due to the limitation posed by the existence of navigation channels. This applies also to trawling. Within maritime traffic there is a competition for space between ship traffic and leisure boating, due to the existence of dedicated areas for ship transit and anchorage. These conflicts are reinforced by the presence of the multi-functional port of Koper, attractor for maritime traffic – cargo and passengers - at regional (Adriatic scale). Regarding the conflicts between sea uses and land uses, it is worth noting that fisheries and mariculture would need more appropriated infrastructures on land for their expansion, or at least for their better management (piers for landing of products, facilities for product management – treating, packaging, transforming, space for mooring, access for heavy vehicles). Under this perspective, conflicts in the use of space exist with the main present uses of the coast (urban uses, ports – mainly the Koper one, costal tourism). Conflicts also exist between the use of the coast and the sea for bathing (which is at the same time a coastal use and a sea use) and navigation (maritime traffic). This applies particularly to the transit of passenger vessels and leisure boats (boating, yachting) that need navigation channels to reach the coast. These channels represent barriers within bathing water areas. Spatial conflicts also exist between coastal/marine protected areas and coastal tourism, where tourism-related facilities and the presence of areas dedicated to tourists (also at sea, with transit and anchoring zones) take more and more space around the areas designed for environmental protection. Due to the existence of many, intense conflicts among sea uses and between uses of the coast and uses of the sea, integrated land-sea planning is needed in the area. The preparation of MSP plan should be taken as the opportunity to identify solutions in order to mitigate the conflicts in place and identifying development scenarios with the best rationale use of sea space. Given the fact that sea uses and conflicts are more concentrated near the coast, and that in this area conflicts are in place also between sea uses and land uses, it is recommended to consider the establishment of a coastal management unit, including together the coastal land strip and the sea area immediately in front. In this spatial unit, integrated planning and management could be implemented. This would allow to bring into the discussion both coastal and sea stakeholders, and the respective responsible institutions. In a crowded sea space like the Slovenian marine waters, tools such the Multiple-Use Conflict one are powerful instrument for rationalizing the process of conflict evaluation and identification of alternative scenarios. Once accepted as working instruments, these tools can provide support to discussions with stakeholders, being able to synthetically and quantitatively represent major issues. At the time of preparation of the draft national MSP plan, results from the MUC module application to Slovenian area were not yet available. Therefore, we recommend the use of MUC tools for the next updates of the plan, also for partial ones, and for monitoring the evolution of maritime uses during the implementation phase of the plan. Finally, in order to support integrated planning and management for the coastal and sea space, it is recommended to maintain and update the Coastal national Geographic Information System developed under the SHAPE project. It would be very beneficial if this system could be linked to GAIR and provide data

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and knowledge needed for integrated planning of the coast and the sea and management of land-sea interactions.

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6 REFERENCES

DG-MARE, 2011. The potential of Maritime Spatial Planning in the Mediterranean Sea - Case study report: The Adriatic Sea. https://ec.europa.eu/maritimeaffairs/sites/maritimeaffairs/files/docs/body/case_study_adriatic_sea_e n.pdf (consulted in October 2020) Menegon, S., D. Depellegrin, A. Fadini, E. Gissi, E. Manea, A. Sarretta, and A. Barbanti. 2018. “Cumulative Effects Assessment Module (CEA).” presented at the PORTODIMARE International Conference on ICZM & MSP 2018, Budva, November, 14-15. Mezek S., 2014. Technical basis for municipal spatial structure plan Strunjan. SHAPE project. Action 4.4 MSP Pilot project – Regional Development Centre Koper Final Report Spatial Planning Act. Official Gazette of the Republic of Slovania no. 61/17 – ZUreP-2. SUPREME project, 2017. Develop a basin scale analysis strongly MSP oriented. Deliverable C.1.1.1. SUPREME project, 2018. Addressing MSP Implementation in Case Study Areas, Case Study Slovenia. Deliverable C.1.3.8.

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