Report of the PRA carried out at Ihale Beach, Tanzania, April 11-14, 2000

Ihale is a large landing site lying approximately 65 km. from Mwanza along the main Mwanza-Musoma highway. Ihale Beach was selected as a potential candidate for the 3-beaches study because of its proximity to Mwanza, and hence suitability for frequent monitoring; and because it is served by a road accessible during the rainy seasons. As with the first training Participatory Rural Appraisal (PRA) on Kiumba Beach on Kenya's Rusinga Island, the objectives with this PRA were as follows: (a) To identify and understand Ihale's community-based organizations and institutions which have a role in the lake's fishery. (b) To consider the key issues which arise from this study for the involvement of communities and community-based organizations and/or institutions such as those at Ihale Beach, in the co-management of Lake Victoria's fishery.

Report of the PRA carried out at Lwalalo Beach, Uganda, June 5-14, 2000

This document contains the findings of the second Participatory Rural Appraisal (PRA) carried out under the LVFRP. Its principal objectives were to develop base-line information on a Ugandan beach for the 3-beaches survey of the LVFRP.

Report of the PRA carried out at Obenge Beach, Kenya, June 23-26, 2000

This document contains the findings of the third Participatory Rural Appraisal (PRA) carried out on Obenge Beach in Kenya, from the 23rd to the 26th of June 2000, under the LVFRP. Its principal objectives were to develop base-line information on a Kenyan beach for the 3-beaches survey of the LVFRP.

Report of the PRA carried out at Nkombe Beach, Uganda, September 2-10, 2000

This document contains the findings of the fourth Participatory Rural Appraisal (PRA) carried out under the LVFRP. Its principal objectives were to develop base-line information on a Ugandan beach for the 3-beaches survey of the LVFRP.

Report of the PRA carried out at Mwasonge Beach, Tanzania, October 23rd - November 3rd, 2000

This paper comprises part of the so-called "3-beaches Survey" of the LVFRP. In Tanzania, this study has developed to examine two landing sites (Mwasonge and Ihale), and to chart the progress of the newly established Beach Management Units (BMU) at each beach, comparing one BMU against the other. The over-arching objective of this survey was to develop an understanding of the context in which Mwasonge's fishery exists. The study does so by examining the community's history, culture and beliefs, various other socio-cultural factors, their resources, society and economy, wealth and the community's perceptions of wealth. Importantly, the survey examines the community's institutions and its perceptions of fishing rules and changes within the fishery. All of these facets of community life are examined with the use of participatory Rural Appraisal tools, and the images that the study generated are reproduced herein.

Co-management of beach seine fisheries in Mozambique: a case study

In Mozambique, compliance with regulations in beach seines fishery is improved when the fishers themselves choose the season the government will declare closed. Beneficial side effects of co-management include a stronger sense of community and individual responsibility toward the common good. This article reports on a case study of fisheries co-management in the community of Inhassoro in the northern part of the province of Inhambane, about 800 km north of the capital of Mozambique, Maputo.

Fishery Management and Local Communities: The Case of Madeira Beach, Florida

This paper uses an industrial organization approach to trace the impact on Madeira Beach, Fla., and surrounding areas of a 1-month closure of the grouper fishery from 15 February 2001 to 15 March 2001. A proposed 2-month closure is also evaluated. This approach identifies the economic relationships in the industry based on both product and place. The empirical analysis measures the losses in employment and income, information that enriches social and anthropological research on fishery-dependent communities. The 1-month closure is estimated to have reduced annual catches landed in Madeira Beach by 9.7–10.1% and annual revenues by 9.3–11.5%. These reductions are associated with a direct loss of about 33 full-time (annualized) jobs and personal income losses between $8 and 12 million in Madeira Beach and Pinellas County over a 10-year period. If the closure occurs for 2 months, annual landings and revenues will be reduced an estimated 17–21% and 20–23%, respectively.

The potential consequences of climate variability and change on coastal areas and marine resources: report of the Coastal Areas and Marine Resources Sector Team, U.S. National Assessment of the Potential Consequences of Climate Variability and Change, U.S. Global Change Research Program

Coastal and marine ecosystems support diverse and important fisheries throughout the nation’s waters, hold vast storehouses of biological diversity, and provide unparalleled recreational opportunities. Some 53% of the total U.S. population live on the 17% of land in the coastal zone, and these areas become more crowded every year. Demands on coastal and marine resources are rapidly increasing, and as coastal areas become more developed, the vulnerability of human settlements to hurricanes, storm surges, and flooding events also increases. Coastal and marine environments are intrinsically linked to climate in many ways. The ocean is an important distributor of the planet’s heat, and this distribution could be strongly influenced by changes in global climate over the 21st century. Sea-level rise is projected to accelerate during the 21st century, with dramatic impacts in low-lying regions where subsidence and erosion problems already exist. Many other impacts of climate change on the oceans are difficult to project, such as the effects on ocean temperatures and precipitation patterns, although the potential consequences of various changes can be assessed to a degree. In other instances, research is demonstrating that global changes may already be significantly impacting marine ecosystems, such as the impact of increasing nitrogen on coastal waters and the direct effect of increasing carbon dioxide on coral reefs. Coastal erosion is already a widespread problem in much of the country and has significant impacts on undeveloped shorelines as well as on coastal development and infrastructure. Along the Pacific Coast, cycles of beach and cliff erosion have been linked to El Niño events that elevate average sea levels over the short term and alter storm tracks that affect erosion and wave damage along the coastline. These impacts will be exacerbated by long-term sea-level rise. Atlantic and Gulf coastlines are especially vulnerable to long-term sea-level rise as well as any increase in the frequency of storm surges or hurricanes. Most erosion events here are the result of storms and extreme events, and the slope of these areas is so gentle that a small rise in sea level produces a large inland shift of the shoreline. When buildings, roads and seawalls block this natural migration, the beaches and shorelines erode, threatening property and infrastructure as well as coastal ecosystems.

Weighing your options: how to protect your property from shoreline erosion, a handbook for estuarine property owners in North Carolina

If you own property on one of North Carolina’s estuaries, you can use this guide as a tool to learn about the choices you have to control your shoreline erosion and help decide which approach may be right for you. In North Carolina, we make a distinction between waterfront property that is located on the estuary, referred to as estuarine, shoreline, soundfront or riverside property, and waterfront property located directly on the ocean, referred to as oceanfront. Why? State laws and regulations addressing estuarine and oceanfront property, and the available erosion control methods, are quite different. This guide focuses on estuarine property. We’ll introduce you to the six main erosion control options in use in North Carolina and give you information about the out-of-pocket costs and tangible benefits of each option. We’ll also give you information about “hidden” costs and benefits that you may want to factor into your decision-making. You are fortunate to have a piece of estuarine shoreline to call your own, whether it’s your year-round residence or a weekend getaway. And if you’ve noticed some shoreline erosion lately, you’re probably a little concerned. But there are ready solutions.

Boat wakes and their influence on erosion in the Atlantic Intracoastal Waterway, North Carolina

Boat wakes in the Atlantic Intracoastal Waterway (AIWW) of North Carolina occur in environments not normally subjected to (wind) wave events, making sections of AIWW potentially vulnerable to extreme wave events generated by boat wakes. The Snow’s Cut area that links the Cape Fear River to the AIWW is an area identified by the Wilmington District of the U.S. Army Corps of Engineers as having significant erosion issues; it was hypothesized that this erosion could be being exacerbated by boat wakes. We compared the boat wakes for six combinations of boat length and speed with the top 5% wind events. We also computed the benthic shear stress associated with boat wakes and whether sediment would move (erode) under those conditions. Finally, we compared the transit time across Snow’s Cut for each speed. We focused on two size classes of V-hulled boats (7 and 16m) representative of AIWW traffic and on three boat speeds (3, 10 and 20 knots). We found that at 10 knots when the boat was plowing and not yet on plane, boat wake height and potential erosion was greatest. Wakes and forecast erosion were slightly mitigated at higher, planing speeds. Vessel speeds greater than 7 knots were forecast to generate wakes and sediment movement zones greatly exceeding that arising from natural wind events. We posit that vessels larger than 7m in length transiting Snow’s Cut (and likely many other fetch-restricted areas of the AIWW) frequently generate wakes of heights that result in sediment movement over large extents of the AIWW nearshore area, substantially in exceedance of natural wind wave events. If the speed, particularly of large V-hulled vessels (here represented by the 16m length class), were reduced to pre-plowing levels (~ 7 knots down from 20), transit times for Snow’s Cut would be increased approximately 10 minutes but based on our simulations would likely substantially reduce the creation of erosion-generating boat wakes. It is likely that boat wakes significantly exceed wind wave background for much of the AIWW and similar analyses may be useful in identifying management options.