Engaging blue fishing ports in

marine spatial planning

Key findings of regional workshops
Published in 2022 by the United Nations Educational, Scientific and Cultural Organization.
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This publication should be cited as follows: UNESCO-IOC/FAO. 2022. Engaging blue fishing ports in marine spatial planning. Key
findings of regional workshops. Paris, UNESCO. (IOC Workshop Series No 296)

Authors: Yolanda Molares, Lucia López de Aragón, Jose Estors (FAO); Michele Quesada da Silva (IOC-UNESCO).
Coordinator: Michele Quesada da Silva (IOC-UNESCO).
Reviewer: Julian Barbière (IOC-UNESCO).
Edition: Claire Ward.

The designations employed and the presentation of material throughout this publication do not imply the expression of any
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The ideas and opinions expressed in this publication are those of the authors; they are not necessarily those of UNESCO and FAO.

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Printed by: UNESCO

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(IOC/2022/WR/296) (IOC-2022/WS/1 - CLD 327.22)

This publication was co-financed by the Government of Sweden.

Engaging blue fishing ports in
marine spatial planning
Key findings of regional workshops
4 Engaging blue fishing ports in marine spatial planning - Key findings of regional workshops

Acknowledgement
The authors express their gratitude to all speakers and attendees of the regional workshops “Engaging blue ports in
marine spatial planning” for their valuable contributions to the discussions, which are captured in this publication.

© vitdes/Shutterstock.com
Table of contents 5

Table of contents

Acknowledgement 4

I. Introduction 6

II. Engaging blue fishing ports in marine spatial planning 7

III. Towards the alignment of the different scales of planning 8

IV. Introductory guidance on marine spatial planning for blue ports 8

Capacity building......................................................................................................................................................9
Conflicts with other coastal users ...........................................................................................................................9
Gender equality ........................................................................................................................................................9
Legal framework.....................................................................................................................................................10
The port–city relationship .....................................................................................................................................10
Spatial data and analysis .......................................................................................................................................10
Stakeholder engagement ......................................................................................................................................11

V.  Case studies to be inspired by 11

a. Identifying common issues that are relevant for both marine spatial planning and fishing port
development in Kenya.......................................................................................................................................12
b. Port development considerations to be tackled by marine spatial planning in Namibia..........................13
c. Evaluating vessel traffic in a Brazilian estuary to guide marine spatial planning and ports
management......................................................................................................................................................14
d. Ecosystem-based marine spatial planning as part of a toolbox to improve the governance of coastal
fisheries in Peru..................................................................................................................................................15
e. Working and operational area of fishing ports as a tool to implement marine spatial planning at
local level and support fishing port management in Indonesia....................................................................16
f. How marine spatial planning processes in the Republic of Korea addressed fishing ports through
ocean zoning......................................................................................................................................................17

VI. Conclusions 18
6 Engaging blue fishing ports in marine spatial planning - Key findings of regional workshops

I. Introduction
A blue fishing port is a hub for sustainable development at
local, national and regional scales, and creates value across
social, economic and environmental dimensions. That is
how the Food and Agriculture Organization of the United
Nations (FAO) defines a port that seeks to be aligned with
the United Nations’ 2030 Agenda and thus considers the
Sustainable Development Goals (SDGs) in its management
strategy and operations.
This is a holistic approach that takes into account the
characteristics and knowledge of different uses and users of
the coastal and maritime area, as well as their interactions.
Just as a port has the capacity to influence its hinterland,
so it is necessary to ensure positive impacts through its
operations, for the sustainable development of the territory.
Policies and tools to plan and manage the use of marine
and coastal areas under an ecosystem-based approach are
key to ensure sustainable development.
The Blue Ports Initiative, led by FAO, intends to contribute
to poverty alleviation and food security by promoting food
quality, encouraging natural resources conservation through
effective and integrated marine/maritime policies, reinforcing
value chains and supporting labour rights compliance and
gender equality within the maritime sector.
The Intergovernmental Oceanographic Commission of
the United Nations Educational, Scientific and Cultural
Organization (IOC-UNESCO) has worked for more than
15  years to promote a balance between the sustainable
use and conservation of marine and coastal resources
through marine spatial planning (MSP), an approach
that allows users to reduce conflicts, promote synergies and
then maximize their sustainable value. MSP, as defined by
IOC‑UNESCO, is “a public process of analysing and allocating
the spatial and temporal distribution of human activities in
marine areas, to achieve ecological, economic and social
objectives that have been specified through a political process”.1
Ports are strategic hubs for MSP because a variety
of stakeholders rely on port infrastructure. Among
public and private actors from different countries, there
is a growing understanding that MSP can facilitate the
implementation of sustainable ocean economy (also
called “blue economy”) strategies. Blue economy refers to
“the sustainable use of ocean resources for economic growth,
improved livelihoods and jobs while preserving the health of
ocean ecosystems”.1
Therefore, within the context of the Joint Roadmap to
accelerate Maritime/Marine Spatial Planning processes
worldwide’ (MSProadmap)2, IOC-UNESCO and FAO
combined efforts to strengthen the role of ports in the
sustainable planning and management of marine areas.
They organized three online workshops on “Engaging
blue ports in marine spatial planning”, which took place in
October/November 2021. The regional workshops focused
on Africa, Latin America and the Caribbean, and East
Asia and the Pacific. They aimed to: i) reinforce capacities
of stakeholders from the port sector; ii) exchange good
practices between MSP and port experts; and iii) identify
needs and opportunities for fishing ports within the
context of MSP.
The workshops assembled about 100 participants (54
percent male; 42 percent female; 4 percent not identified)
from 26 different countries3 as well as international
organisations such as IOC-UNESCO, FAO, UNESCO, United
Nations Development Programme (UNDP), World Bank,
Partnerships in Environmental Management for the Seas
of East Asia, The Nature Conservancy and European Sea
Ports Organisation. The participants were representatives
from: i) governmental authorities related to fisheries,
ports, tourism, environment or MSP; ii) private ports or
port associations; iii) research institutes or universities; and
iv) non-governmental organizations.
This publication summarizes the key messages of the
workshops and the case studies presented, with the
objective of contributing to discussions around the
development of port strategies that are aligned with MSP.

1. UNESCO-IOC/European Commission. 2021. MSPglobal International Guide on Marine/Maritime Spatial Planning. Paris, UNESCO. (IOC Manuals and
Guides no 89)
2. Adopted in 2017 by IOC-UNESCO and the Directorate-General for Maritime Affairs and Fisheries of the European Commission (DG MARE). For more
information: https://www.mspglobal2030.org/msp-roadmap/
3. Africa: Cabo Verde, Ghana, Kenya, Morocco, Mozambique, Namibia, and the United Republic of Tanzania. Latin America and the Caribbean: Belize,
Brazil, Colombia, Costa Rica, Ecuador, El Salvador, Guatemala, Panama, Peru, Trinidad and Tobago, and Uruguay. East Asia and the Pacific: China,
Indonesia, the Republic of Korea, Myanmar, Thailand, Viet Nam. Europe: Spain, and Sweden.
II. Engaging blue fishing ports in marine spatial planning 7

II. Engaging
  blue fishing ports
in marine spatial planning
MSP is a relevant management process for fishing ports
because it offers an opportunity to:
y minimize conflicts with other sectors
y create synergies/multi–uses of the maritime space
y improve land–sea interactions
y improve environmental status
y stimulate a more sustainable ocean economy
y align sectoral planning with MSP goals.
On the other hand, the involvement of fishing ports in MSP
is considered a cornerstone to ensure efficient and more
inclusive coastal management. As a hub, ports are able to
provide a full picture of the dynamics that occur in coastal
areas in terms of social, economic and environmental
dimensions.
It is commonly agreed among those familiar with both
spatial planning and port management, that a port will
experience difficulties in achieving sustainability if the
broader connection to maritime spaces and uses, as
embedded in an MSP approach, is not considered during
its strategy design. At the same time, a MSP process will
not succeed if ports are not included as one of the main
stakeholders.
A blue fishing port can engage and contribute to the MSP
process at different phases of the planning process:

When (MSP phase) How (blue fishing port’s role)

Informing sectoral objectives and spatial needs
Contributing to assessments about current and future conditions of maritime uses (e.g.
sharing spatial and statistical data)
Development of the marine Participating in the negotiations
spatial plan
Disseminating the role of ports in coastal sustainability to ensure an adequate MSP
process
As a hub, stimulating the engagement of other sectors and stakeholders
Developing/adapting sectoral plans and port strategies aligned with the marine spatial
Implementation of the marine plan, i.e. compliance (e.g. developments within designated zones)
spatial plan
Involving stakeholders as players and beneficiaries of the implementation process
Contributing to evaluating the achievement of the expected outcomes and effects of
Monitoring and evaluation the marine spatial plan on the sector and coastal communities
Contributing to monitoring the environment

© ArTono/Shutterstock.com
8 Engaging blue fishing ports in marine spatial planning - Key findings of regional workshops
III. Towards
  the alignment of the different
scales of planning
MSP is useful at different scales. Planning can be
undertaken from a national, multisectoral perspective (e.g.
marine spatial planning) to local project development (e.g.
Figure 1. Proposed spatial planning nested approach
© IOC-UNESCO
Through MSP, marine areas reserved for specific uses can
be established according to well-defined objectives, such
as those described in sectoral plans. When new ports are
required to meet socio-economic demand, these can be
drivers for the development and adoption of MSP. Indeed, in
many regions, there are fish landing sites without adequate
port infrastructure. While MSP can define development
zones for ports, it is within the port strategy that more
detailed spatial planning is required to allocate specific
port activities.
IV. Introductory
  guidance on marine spatial
planning for blue ports
Several needs, challenges and opportunities, as well as
recommendations to engage blue fishing ports in MSP,
were highlighted by participants in the regional workshops
during a session on “Co-designing a guidance on MSP
for blue ports”. According to participants, such guidance
could provide a framework to support the establishment of
a fishing port). The alignment between the different scales
of planning is necessary to ensure coherence, as well as to
promote and translate SDGs at different scales (Figure 1).
MSP is an ecosystem-based approach and so is fisheries
management in many countries. This offers an opportunity
for the alignment of policies.
The fisheries sector plays a significant role because the
livelihoods of local communities depend on it. When
designing and implementing MSP, this sector should be
fully assessed. The importance of fisheries is generally
underestimated, and the sector typically receives less
financial support compared with other economically
powerful sectors that are often regarded as a higher priority.
new blue ports in areas identified for development by MSP,
and it could support the adaptation of existing ports.
Below is a summary of the key issues discussed, which are
initial recommendations and reflections for fishing ports
interested in MSP.
IV.  Introductory guidance on marine spatial planning for blue ports
Capacity building
Capacity building on MSP is essential for fishing port staff
working on the development of port strategies, but such
knowledge is lacking in most ports. Knowledge about the
economic, social and environmental benefits of MSP for
fishing ports would help this sector to minimize conflicts
with other stakeholders, find synergies and identify present
and future socio-economic opportunities.
Conflicts with other coastal users
Space is crucial, especially where ports are small and
need to expand in areas that are already very busy. Spatial
conflicts may occur within a port, i.e. when fishing ports
are located inside commercial ports and share space
with other users (e.g. cruise ships); or with activities in the
surrounding area. In the latter case, the conflict might not
be related to the use of the same space but to potential
impacts related to water pollution, thus threatening food
security and the health and productivity of fishing grounds
(e.g. conflicts with the oil and gas sector or inland activities
such as agriculture and mining).
An MSP approach could help to overcome these conflicts.
The involvement of stakeholders from academia,
government, the private sector and civil society would
allow for the sharing of different views and perspectives,
© Vietnam Stock Images/Shutterstock.com
9
leading to improved understanding. However, companies
and sectoral institutions have their own interests and
may be unwilling to negotiate, let alone engage under a
multisectoral framework such as MSP.
Improved relationships between fishing ports and other
stakeholders could result from the establishment of a
mechanism to enhance coordination between sectoral
authorities, but such a mechanism needs to be participatory
and consider the opinion of actors with practical and
technical experience in the field, such as fish workers and
operational port staff.
Gender equality
The role of women in the hinterland of ports is key to
promoting sustainable development. Although women
are usually under-represented in both fishing and ports
operations, they are deeply involved in the processing
phase of the fisheries value chain. In order to promote
gender equality through planning, both port strategies and
MSP plans need to acknowledge gender specific issues.
An important first step would be to highlight the role of
women in the port activities, both direct and indirect. This
will allow for the definition of specific actions to empower
women, by reinforcing their capacities and offering new
professional opportunities.
10 Engaging blue fishing ports in marine spatial planning - Key findings of regional workshops
Legal framework
In most countries, it is necessary to revise or create specific
legislation to regulate the use of the maritime territory by
different stakeholders. Such legislation should establish
responsibilities and facilitate coordination among the
competent authorities.
However, it is common for stakeholders to express concerns
about the introduction of new legislation aimed at
controlling their activities. Some stakeholders might also be
sceptical, especially when there is a lack of implementation
of sectoral plans. Although fishing ports are affected by a
range of international protocols and national policies, there
are still gaps in the legal framework that need to be closed.
Fishing ports, and any other stakeholders, need to be aware
that without national legislation it might be difficult to
implement the decisions agreed by stakeholders during
the MSP process. Instead of viewing zones as restrictions,
they should be seen as opportunities and as a way to ensure
predictability of operations under a common legislative
framework agreed through a political process.
Furthermore, the development of and compliance with
a proper legal framework for MSP might contribute
towards the international competitiveness of the sectors
involved in the ports, hence promoting the achievement
of a “level playing field” situation. Fishing ports are linked
with a number of sectoral activities at local and national
level, and they can be international in scope. For instance,
international trade regulations affect public health, food
security, labour conventions, pollution conventions and
import–export tariffs, among others. An effective review of
the legal framework requires the involvement of all groups
of stakeholders.
The port–city relationship
Cities and ports are directly connected and the stronger
their link, the better the benefits for inhabitants and workers.
All ports are deeply connected with the city where they are
located and there is a need to improve this relationship.
Analysis of the interaction between ports and cities should
be undertaken to understand the dynamics of benefits and
potential conflicts. For example, while port development
can generate benefits and opportunities for the local
community in terms of employment, it can also cause
migratory pressure relating to the use of an external work
force. On the other hand, a lack of comprehension of the
benefits of the port by citizens will influence perceptions of
what a port means for social, economic and environmental
welfare. Therefore, fishing ports need to be considered not
only in MSP but also in coastal management and urban
planning. A lack of proper planning is directly related to
the emergence of spatial conflicts. Holistic port planning
analyses the entire value chain, including the connectivity
with other modes of transport, such as roads and railways
used to move products and services to and from the ports.
Spatial data and analysis
Several economic activities are related to ports, but these
relationships are not always well defined. Multisectoral
spatial analysis based on high quality data would help to
clarify such relationships. Fishing ports (administration,
companies and docks) have a relevant role to play as data
sources for MSP. Their knowledge and data are valuable
to the MSP process, allowing for the proper allocation of
space for different activities. Fishing ports might have
data on fishing catch, fishing grounds and the number of
vessels operating, etc. Another example of data that might
be relevant for MSP is that obtained through the automatic
identification system (AIS) which provides information on
the movement of vessels. When this kind of data becomes
publicly available, it can contribute to improved planning
and management of all port-related activities.
Analyses based on ecosystem service models and
stakeholder feedback could also support decision-making,
promoting more efficient use of space, while reducing
negative environmental impacts. More guidance on how
to avoid damage to the environment is required to reduce
pollution during fishing port operations, as well as the
operations of adjacent activities that affect the fishing
port. Indeed, this issue should be considered prior to
port construction, i.e. during the planning phase. There is
also a specific need for building and disseminating tools
to assess the long-term economic advantages and the
negative consequences of different planning scenarios.
Indeed, trade-off analyses of alternative scenarios for the
planned area, that show the potential impacts on different
sectors, are key for stakeholders to realize the relevance and
importance of MSP.
Finally, financial and economic restrictions could affect
the process of collecting and analysing data and involving
specialized teams.
V.  Case studies to be inspired by
Stakeholder engagement
Effective stakeholder engagement starts with the
identification of the specific issues a target audience cares
about. The need to involve stakeholders from academia,
government, civil society and the private sector is clear;
all these categories of stakeholders should be represented
in working groups dedicated to analysing and proposing
specific projects and actions.
The establishment of working groups is a dynamic and
collaborative method to engage stakeholders from different
© Gabriel_Ramos/Shutterstock.com
V.  Case studies to be inspired by
Fishing port practitioners are interested in learning from
successful cases in order to better understand the tangible
benefits from the adoption of MSP. The case studies
11
sectors in order to identify problems and discuss and prioritize
issues. Working groups also provide opportunities to agree
on data sharing. Fishing ports should be familiar with and
engage with planning committees in their area. When a port
is a hub for other economic sectors, it could also encourage
the establishment of such planning working groups. When it
assumes this proactive role, the port can become a platform
to improve communication among the different sectors. In
this case, it is advisable to develop a communication strategy.
Social networks and other digital tools might be helpful for
stimulating the participation of stakeholders.
presented below were described by MSP or port experts
during the regional workshops.
12 Engaging blue fishing ports in marine spatial planning - Key findings of regional workshops
a. Identifying common issues that
are relevant for both marine
spatial planning and fishing port
development in Kenya
Contributed by Jacqueline Uku (Kenya Marine and Fisheries
Research Institute) and Mikah Ongeri Nyaberi (Liwatoni
Fishing Port)
MSP in Kenya is in the early stages of development, but
there is a well-defined roadmap (2020 to 2025) and a
workplan with ongoing activities related to: stakeholder
sensitization on MSP; review of policies and legal
frameworks; development of thematic working groups;
and capacity assessment and capacity building on MSP.
When it comes to fishing port development in Kenya, there
are a wide range of issues to be considered that are also
relevant for the MSP process, such as:
y Habitat connectivity and land–sea interaction: it
is important and necessary to look beyond the marine
ecosystems (corals, seagrasses and mangroves) and
integrate the atmosphere, exclusive economic zone (EEZ),
inland forests, land-based agriculture and riverine impacts
into MSP.
y Biodiversity conservation: it is not enough to analyse
only individual species. Ecosystems need to be included,
as well as their respective vulnerability status.
y Natural disasters: there is need to conduct a risk
assessment along the coastal areas, both for biodiversity
and communities.
y Underwater cultural heritage: in order to protect
these areas, they need to be mapped and avoided as “no-
go” areas for port development.
y Small-scale fisheries: need to be considered to ensure
that key fishing areas and coastal livelihoods are preserved.
Figure 2. Liwatoni Fishing Port in Kenya
© Kenya Fishing Industries Corporation
y Inclusive multi-stakeholder engagement: it is
necessary to consider all occupants of the ocean space,
ensuring the participation of women and youth.
y Transboundary areas: MSP provides an opportunity
for innovative management regimes for shared
resources, based on common goals agreed by countries
sharing the same sea basin.
y Data consolidation: databases need to be created to
handle the wealth of information that can support MSP,
and to identify suitable areas for ports.
y Knowledge-based: there is need to use scientific and
traditional knowledge for policy development.
y Stakeholder engagement and capacity building of
communities: it is a long-term process that needs to be
built into the MSP process.
There is only one fishing port in Kenya, the Liwatoni Fishing
Port in the City of Mombasa. The port was created in 2018
and is run by the Kenya Fishing Industries Corporation
(Figure 2). Presently, the Liwatoni Fishing Port receives local
vessels and undertakes several functions including: quality
assurance inspections; offloading of fish; loading of bait
and other amenities such as food, water, fuel, etc.; minor
repairs on vessels; ice making; bunkering; and ship docking.
The port infrastructure is currently under construction and
will include, for example: a well-built jetty providing all
amenities to support stakeholders to use this business hub;
a tuna processing and canning factory; a fish processing
factory; and an auction centre. In addition, there are two
proposed fishing ports under consideration: Lamu Fishing
Port and Shimoni Fishing Port. It is advisable that the MSP
process in Kenya considers the inception of these ports.
For more information: https://kfic.go.ke/ and https://www.
mspglobal2030.org/msp-roadmap/msp-around-the-world/afri-
ca/kenya/
V.  Case studies to be inspired by
b. Port development considerations to
be tackled by marine spatial planning
in Namibia
Contributed by Flavianus Ashipala (Ministry of Works and
Transport, Namibia; National MSP Working Group)
An increase in world trade is leading to the growth of global
maritime transport. In Namibia, the port of Walvis Bay is
the main commercial port and includes a fishing port. The
government aims to expand this port to make it a leading
port in West Africa, but to achieve that, support from MSP
is needed.
Draft policies for MSP and blue economy are under
development with a view to harmonize and promote
co-existence among the various sectors, such as tourism,
fishing and aquaculture within the port area, for the
sustainable utilization of ocean resources by all. The
main governmental objective for the port sector is to
expand it in a sustainable way, contributing to economic
growth, employment creation and poverty reduction in a
competitive, safe, efficient, effective, reliable and affordable
manner. Considerations identified for port development in
Namibia that MSP must consider include:
y increasing the number and size of ships being registered,
especially fishing and mining vessels;
Figure 3. Zones for maritime transport in the port of Walvis Bay, Namibia.
© Ministry of Works and Transport, Namibia
13
y the need for the expansion and deepening of the port of
Walvis Bay and further development of its infrastructure;
and
y the increasing risk of pollution and the demand for
search and rescue facilities as a result of increasing
maritime traffic.
Indeed, MSP discussions are already contributing to the
demarcation and regulation of key zones for the port of
Walvis Bay (Figure 3), ensuring that:
y the passage is safe for key navigational areas;
y specific access for ships that need assistance is available;
and
y other maritime activities that obstruct maritime
transport and ports operation are prohibited.
The port of Walvis Bay is also investing in other tools to
become more sustainable. These include measuring the
port’s carbon footprint to understand contributing sources
and then determining the most appropriate reduction
strategies, and building new infrastructure that takes into
account sea-level rise projections from climate change
scenarios.
For more information: https://www.mspglobal2030.org/
msp-roadmap/msp-around-the-world/africa/namibia/
14 Engaging blue fishing ports in marine spatial planning - Key findings of regional workshops
c. Evaluating vessel traffic in a Brazilian
estuary to guide marine spatial
planning and ports management
Contributed by Prof Marcus Polette (University of Vale do
Itajaí)
The “Resilience and Unity for a Planned Sea” project (RUMO is
the acronym in Portuguese) is an initiative to evaluate vessel
traffic in the estuarine region of the Itajaí-Açu River in Brazil.
The project’s objective is to identify the coastal and marine
scope of the operations, the related stakeholders and conflicts
among users. The study area is characterized by the presence
of a relevant port complex that includes public and private
ports, such as the largest fishing port in Brazil (Figure 4).
The RUMO project was created as a result of a mitigation
requirement requested by the national environmental
agency to an oil and gas company operating in the area.
The main goal of the mitigation process is to engage local
communities, develop new social investment programmes
and identify new projects that might deliver environmental
and social benefits. In this context, the RUMO project
focuses on the MSP approach at local scale to guide the
planning and management of the marine space in order to
meet desired social outcomes.
The project is structured into the following tasks:
Figure 4. Aerial view of the port complex and urban areas in the Itajaí-Açu River Estuary, Brazil.
© soualexandrerocha/Shutterstock.com
y collate existing quantitative and qualitative data (2010 to
2021);
y analyse vessel traffic to map the use of the sea space,
including conflicts;
y analyse the related institutional framework (identification
of stakeholders and policies at local, regional, national
and international levels) to evaluate the feasibility of
adopting a MSP policy linked to port management in
the region; and
y discuss project results with the port authority to develop
plans accordingly.
The vessel traffic analysis includes criteria such as vessel size,
traffic scope (navigation within each maritime jurisdiction,
e.g. the scope of the artisanal and industrial fishing fleet),
vessel autonomy and territory dependence (in relation to
the estuary). The dynamics and seasonality of the vessels’
operations are also taken into account.
Furthermore, the project expects to increase understanding
of the different uses of the port in order to contribute to
social dialogue when making decisions regarding maritime
activities, and the use of coastal space. For that purpose,
the project is developing several webinars and social
media campaigns to raise awareness and promote citizens’
engagement.
For more information: https://projetorumo.com.br
V.  Case studies to be inspired by
d. Ecosystem-based marine spatial
planning as part of a toolbox to
improve the governance of coastal
fisheries in Peru
Contributed by the Ministry of Environment of Peru and the
Coastal Fisheries Initiative Latin America
The Coastal Fisheries Initiative (CFI) was created by a group
of international and national organizations to reinforce
governance and avoid overfishing and marine resources
degradation. It includes three projects in different regions:
Indonesia, West Africa and Latin America.
The CFI-Latin America aims to promote holistic ecosystem-
based management to improve governance of coastal
fisheries in Ecuador and Peru. Important fisheries exist
in this area and they have experienced uncontrolled
expansion, driven mainly by an increase in market demand,
open access policies, and a lack or deficiency of regulations,
surveillance and sanctions. The project has been developed
and implemented by the ministries of Production and
Environment of Peru, the regional governments of Tumbes
and Piura, with the technical support of UNDP and funding
from the Global Environment Facility.
The initiative aims to increase and strengthen the capacities
of key actors for improved governance of coastal fisheries,
with an inclusive and gender-sensitive approach. Its main
project activities are the following:
Figure 5. Virrilla Estuary, Peru
© CFI-LA
15
y enhance governance and fisheries management by
promoting participatory processes, strengthening
capacity and economic activities;
y test methods and tools related to coastal and marine
spatial planning such as guidance for marine mapping
and management plans for marine protected areas;
y manage knowledge by enhancing communication and
sharing good practices, and foster gender inclusion
through capacity building and awareness campaigns;
and
y improve digital governance using new technology to
enhance diagnosis processes, administrative systems,
control and surveillance.
In Peru, the MSP activities focused on Sechura, an important
fishing and offshore aquaculture area in the north of the
country, where methodological tools have been developed
to promote the management of marine areas. The project
has also supported local authorities in the implementation
of their management plans and in the categorization of the
Virrilla Estuary as a RAMSAR site (Figure 5).
Finally, in Sechura Bay, an estimate of the ocean health
index is being developed. This is a tool that will help
local and national authorities to understand the state of
conservation of the ocean in this area; with this information
they can take actions to improve its conservation.
For more information: https://cfi-la.org/es/experiencias/6/
planificacion-espacial-marina-costera and https://www.mspglo-
bal2030.org/msp-roadmap/msp-around-the-world/americas/
peru/
16 Engaging blue fishing ports in marine spatial planning - Key findings of regional workshops

e. Working and operational area of fishing
ports as a tool to implement marine
spatial planning at local level and
support fishing port management in
Indonesia
Contributed by Lukman Nur Hakim (Ministry of Marine
Affairs and Fisheries of Indonesia)
The working and operational area of fishing ports (WKOPP)
is legally defined in Indonesia and is based on the definition
that the fishing port area is part of the land and waters
that become the working and operation area of a fishing
port. “Working area” means certain land and waters directly
used by fishing port activities, while “operation” means
land and water areas that directly affect the operational
development of fishing ports (Figure 6):
y Working area of land (WKD): land area used as a place
for construction and operational activity of basic facility,
functional facility and supporting facility (e.g. area for
loading and unloading fish, processing facilities and
service areas for supplies and repairs of fishing vessels);
y Working area of waters (WKP): water areas used
as a place for shipping lane activity, placement of
navigation signs, fishing vessel moorings, fishing vessel
manoeuvring areas, fishing vessel repair, etc.;
y Operating area of land (WOD): land area that has
a direct effect on the development of fishing port
operations (e.g. road access to fishing ports and fishers’
settlement areas); and
y Operating area of waters (WOP): water areas that
have a direct effect on the development of fishing ports
(e.g. areas for manoeuvring and the traffic of fishing
vessels, emergency needs, piloting activity and the
construction of fishing vessels).
WKOPP needs to be properly integrated into MSP from the
early stages of its development, thus minimizing conflict
among the different users. It seeks to become a tool that
serves as a basis for the sustainable development of a fishing
port, giving support to the operations of the fishing port.
To establish a WKOPP, it is necessary to develop the
following steps:
y study of secondary data for mapping (i.e. literature
review);
y stakeholders’ participation and discussion with relevant
agencies;
y field observation and measurement of the coordinates of
the working and operating area by drone or unmanned
aerial vehicle (UAV);
y preparation of the WKOPP map; and
y final report.
Among WKOPP functions, there are also activities related to
capacity building for fishers, mangrove conservation, marine
tourism development planning (e.g. mangrove ecotourism
within the WKOPP) and illegal fishing surveillance through
joint patrols with relevant agencies in the operational area.
For more information: https://www.mspglobal2030.org/
msp-roadmap/msp-around-the-world/asia/indonesia/

Figure 6. Aerial photograph of port infrastructure (left) and respective WKOPP area (right) of the fishing port Teluk
Batang, Indonesia.
© Ministry of Marine Affairs and Fisheries of Indonesia
V.  Case studies to be inspired by 17

f. How marine spatial planning establishment of zones for different uses. Ocean zoning
processes in the Republic of Korea consists of the identification of nine zones (Figure 7):
y fisheries priority zone
addressed fishing ports through ocean
y aggregate and mineral resources exploitation zone
zoning y energy development zone
y marine tourism zone
Contributed by Sung-Jin Cho (Korea Maritime Institute)
y environment and ecosystem management zone
In 2017, the Republic of Korea adopted its national policy y research and education zone
agenda “Establishment of an Integrated Marine Spatial y port and navigation zone
Management System” and in 2019 the country established y military activity zone
its Marine Spatial Planning and Management Act (a 10- y safety management zone.
year, long-term policy). Within this context, regional marine
For mapping the fisheries priority zone, it is necessary to
spatial planning began for 11 provincial jurisdictions and
assess:
three EEZ areas under a participatory approach with the
y fisheries catch volumes
following objectives: conflict resolution, environmental
y fish farm licenses
protection, pollution prevention and increased production
y fishing effort.
and income.
For more information: https://www.mof.go.kr/en/page.
In the early stages of the MSP process, a comprehensive
do?menuIdx=1625 and https://www.mspglobal2030.org/
survey and spatial assessment was conducted to identify msp-roadmap/msp-around-the-world/asia/republic-of-korea
marine space with relatively high environmental, social
and cultural interest and values, which informed the

Figure 7. Types of ocean zones considered in the MSP process of Korea

© Korea Maritime Institute
18 Engaging blue fishing ports in marine spatial planning - Key findings of regional workshops
VI. Conclusions
y Fishing ports can benefit from an alignment between
port planning and MSP that minimizes the conflicts with
other coastal uses, especially when fishing ports are
located within commercial ports and busy areas.
y Specific engagement mechanisms are required for
ports to promote wider stakeholder interaction and
involvement in their planning and management
activities.
© 501room/Shutterstock.com
y The main constraints for many fishing ports to engage in
MSP are a lack of “ready to use” data and a database, as well
as a lack of human and financial resources dedicated to
MSP and/or with sufficient knowledge to implement the
methodology or to attract and implement technology.
y Further capacity building and guidance on MSP is
needed to support fishing ports to become blue ports.
Ports are strategic hubs for
marine spatial planning (MSP) due
to the variety of stakeholders who
rely on port infrastructure. Spatial
planning can be undertaken
from a national and multisectoral
perspective such as MSP, to
local project development (e.g. a
fishing port). There is a need to
improve the alignment of sectoral
planning with MSP.
This joint IOC-UNESCO and
FAO publication is the result of
a series of regional workshops
in Africa, Latin America and the
Caribbean, and East Asia and the
Pacific, which were organized in
the context of the “Joint Roadmap
to accelerate Maritime/Marine
© Yusnizam Yusof/shutterstock.com

Spatial Planning processes

worldwide (MSProadmap)” and
the “Blue Ports Initiative”.

IOC Workshop Series No 296