Vessel identity and location information was obtained using two approaches. (1) Over the past 20 years, 10-20% of the vessel fleet has voluntarily participated in collecting meteorological data for the open ocean, which includes location at the time of measurement, as part of the Volunteer Observing System (VOS). (2) In order to improve maritime safety, in 2002 the International Maritime Organization SOLAS agreement required all vessels over 300 gross tonnage (GT) and vessels carrying passengers to equip Automatic Identification System (AIS) transceivers, which use the Global Positioning System (GPS) to precisely locate vessels. A single year sample of the VOS data was used for analysis. These data ignores vessel type, and included observations from only 12% of the vessel fleet. The ships included are a spatially- and statistically-biased sample of the population, making the modelled results somewhat misleading. Data have limited observation frequency, leading to gaps that when directly interpolated with geodesic paths, create invalid routes which cross land masses. Routing model was used to create a visibility graph of the oceans, creating valid potential movement paths. These movement paths are based on the assumption that mariners will prefer great circle distances when possible.Raw stressor data from "Benjamin Halpern, Melanie Frazier, John Potapenko, Kenneth Casey, Kellee Koenig, et al. 2015. Cumulative human impacts: raw stressor data (2008 and 2013). Knowledge Network for Biocomplexity. doi:10.5063/F1S180FS."

This data layer combines estimates of pollution coming from commercial shipping and from ports. As such, it is a combination of the shipping and port volume data layers, with the port volume data plumed to estimate pollution from commercial ports (with exponential decline in intensity from the port). Ocean-based pollution is assumed to derive from commercial and recreational ship activity. No data on global recreational ship activity currently exist, and therefore we modelled this driver to oceans using a combination of the commercial shipping traffic data and port data. The shipping data provide an estimate of the occurrence of ships at a particular location, and therefore an estimate of the amount of pollution they produce (via fuel leaks, oil discharge, waste disposal, etc.) that is unique from their contribution to ship strikes, etc. described above. We recognize that ocean currents can disperse this pollution into untraveled regions, but small-scale oceanography is known for only a few select locations around the world, and pollutants are likely to be most concentrated in high traffic areas. The dispersal of port-derived pollution was modelled as a diffusive plume with a maximum distance of 100 km. These plumes were not clipped to shallow regions as was done for Invasive Species.Raw stressor data from "Benjamin Halpern, Melanie Frazier, John Potapenko, Kenneth Casey, Kellee Koenig, et al. 2015. Cumulative human impacts: raw stressor data (2008 and 2013). Knowledge Network for Biocomplexity. doi:10.5063/F1S180FS."

This data layer combines estimates of pollution coming from commercial shipping and from ports. As such, it is a combination of the shipping and port volume data layers, with the port volume data plumed to estimate pollution from commercial ports (with exponential decline in intensity from the port). Ocean-based pollution is assumed to derive from commercial and recreational ship activity. No data on global recreational ship activity currently exist, and therefore we modelled this driver to oceans using a combination of the commercial shipping traffic data and port data. The shipping data provide an estimate of the occurrence of ships at a particular location, and therefore an estimate of the amount of pollution they produce (via fuel leaks, oil discharge, waste disposal, etc.) that is unique from their contribution to ship strikes, etc. described above. We recognize that ocean currents can disperse this pollution into untraveled regions, but small-scale oceanography is known for only a few select locations around the world, and pollutants are likely to be most concentrated in high traffic areas. The dispersal of port-derived pollution was modelled as a diffusive plume with a maximum distance of 100 km. These plumes were not clipped to shallow regions as was done for Invasive Species.Raw stressor data from "Benjamin Halpern, Melanie Frazier, John Potapenko, Kenneth Casey, Kellee Koenig, et al. 2015. Cumulative human impacts: raw stressor data (2008 and 2013). Knowledge Network for Biocomplexity. doi:10.5063/F1S180FS."

Vessel identity and location information was obtained using two approaches. (1) Over the past 20 years, 10-20% of the vessel fleet has voluntarily participated in collecting meteorological data for the open ocean, which includes location at the time of measurement, as part of the Volunteer Observing System (VOS). (2) In order to improve maritime safety, in 2002 the International Maritime Organization SOLAS agreement required all vessels over 300 gross tonnage (GT) and vessels carrying passengers to equip Automatic Identification System (AIS) transceivers, which use the Global Positioning System (GPS) to precisely locate vessels. Eight broad classes of vessels were taken into account separately: authority, cargo, fishing, high-speed, passenger, pleasure, support, tanker and an ‘other’ class. The vessel classes which move globally (cargo, tanker, and passenger) are required to carry AIS transceivers, and in these three classes 60-70% of the total vessel fleet was observed using AIS. The resulting data layer is primarily composed of these vessel classes in both the AIS and VOS data sources, and is almost exclusively these ship types in the open ocean. We used a simple linear average of the two data sources, producing a final model resolved for the whole ocean at a resolution of 0.1 decimal degrees (~11km). Data have limited observation frequency, leading to gaps that when directly interpolated with geodesic paths, create invalid routes which cross land masses. Routing model was used to create a visibility graph of the oceans, creating valid potential movement paths. These movement paths are based on the assumption that mariners will prefer great circle distances when possible. Raw stressor data from "Benjamin Halpern, Melanie Frazier, John Potapenko, Kenneth Casey, Kellee Koenig, et al. 2015. Cumulative human impacts: raw stressor data (2008 and 2013). Knowledge Network for Biocomplexity. doi:10.5063/F1S180FS."

This is the cumulative human impact based on raw stressors for the year 2013 (Halpern et al. 2015. Spatial and temporal changes in cumulative human impacts on the world's ocean.). The cumulative human impact for the year 2013 is the sum of all normalized stressor data adjusted for habitat/pressure vulnerability. List of stressor data: artisanal_fishing, demersal_destructive_fishing, demersal_nondest_high_bycatch, demersal_nondest_low_bycatch, inorganic, invasives, night_lights, ocean_acidification, ocean_pollution, oil_rigs, pelagic_high_bycatch, pelagic_low_bycatch, plumes_fert, plumes_pest, population, shipping, slr, sst, uv. Cumulative human impact from "Benjamin Halpern, Melanie Frazier, John Potapenko, Kenneth Casey, Kellee Koenig, et al. 2015. Cumulative human impacts: pressure and cumulative impacts data (2013, all pressures). Knowledge Network for Biocomplexity. doi:10.5063/F15718ZN."