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T H E M A G A Z I N E O F T H E INTERNATIONAL MARITIME ORGANIZATION

INDIAN OCEAN TSUNAMI

UNITED NATIONS SECRETARY-GENERALANNAN PRAISES IMO’S “QUIET SUCCESS”

GOAL-BASED STANDARDS FOR NEW SHIPCONSTRUCTION UNDER DEVELOPMENT

I S S U E 3 . 2 0 0 4

I S S U E 1 . 2 0 0 5

www.imo.org. No.1 2005 IMO NEWS 3

IMO News • Issue 1 2005

Contents

The International MaritimeOrganization (IMO)4, Albert EmbankmentLondon SE1 7SRUKTel +44 (0)20 7735 7611Fax +44 (0)20 7587 3210Email (general enquiries)[email protected] www.imo.org

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IMO News is the magazine ofthe International MaritimeOrganization and isdistributed free of charge toqualified readers. Theopinions expressed are notnecessarily those of IMO andthe inclusion of anadvertisement implies noendorsement of any kind byIMO of the product or serviceadvertised. The contents maybe reproduced free of chargeon condition thatacknowledgement is given toIMO News.

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Ref N051E

IMO is collaborating with other organizations inresponding to the needs of the region following the

Indian Ocean tsunami. In Banda Aceh, Indonesia,boats were carried into the city by the tsunami wave.

The ocean is more than 3 km away. (pic: © International Labour Organization/Crozet, M. )

IMO at Work

27 Secretary-General meets EC Commissioners

28 UNEP head visits IMO; Panama & Bahamas make financial contributions;IMO News 3 2004 - Correction

29 Secretary-General meets US officials; Korea contributes to ITCP

30 WMU - first 20 years; Admiral Rea

Meetings

13-16 Maritime Safety Committee (MSC) 79th session

17 Legal Committee (LEG) 89th session

19 Sub-Committee on Standards of Training and Watchkeeping 36th session

20 Sub-Committee on Fire Protection (FP) 49th session

22 Sub-Committee on Radiocommunications and Search and Rescue (COMSAR) 9th session

Intelligence

6 Kofi Annan visits IMOIMO tsunami response

9 Ballast Water Convention gets first signatoriesNew fund heralds better deal for oil pollution victims

10 Co-ordinated response to ship scrapping

Opinion

4 Sustainable shipping - a record to be proud of; a message from IMOSecretary-General Efthimios E. Mitropoulos

Feature

25 IMO moves to beat ballast bugs

Message fromthe Secretary-GeneralMr. Efthimios Mitropoulos

Opinion

4 IMO NEWS No.1 2005 www.imo.org.

Sustainable shipping – a record tobe proud of

IIn order to satisfy our material and societal needs, we strive to achieve economic prosperity. Sustainabledevelopment calls for economic and social systems in which the consumption of the environment andnatural resources is reduced to a permanently affordable level, while economic output, and with it the

social cohesion that is a prerequisite to meeting society’s material requirements, is maintained.

As far as the sustainability of shipping is concerned, we need to evaluate the contribution the activity as awhole makes to global economic and social prosperity, and weigh that against any detrimental effect it mayhave, mainly on our environment but also in other regards.

If we have “sustainable shipping” as our aim, then anything we can do to help “push the envelope” in eitherdirection can be considered beneficial in the wider sense.

Shipping has always provided the only really cost-effective method of bulk transport over any great distance,and so the development of shipping and the establishment of a global system of trade have moved forwardtogether, hand-in-hand. Those with access to natural resources; those with the ability to convert thoseresources into useful products for the good of mankind; and those with a requirement and the wherewithal toutilize and consume those end products are all joined by the common thread of shipping - which, comparedwith all other modes of transport, enjoys the unrivalled superiority of being able to carry massive quantities ofcargo (and, more recently, large numbers of passengers as well). The eternal triangle of producers,manufacturers and markets are brought together through shipping. This has always been the case and willremain so for the foreseeable future.

More than 90 per cent of global trade is carried by sea. The latest complete annual figures from the UnitedNations Conference on Trade and Development - UNCTAD - show that shipping carried a staggering 24,589billion ton-miles in 2003, a figure that continues to increase year on year. This statistic underlines the fact that,today, we live in a global society which is supported by a global economy - and that economy simply could notfunction if it were not for ships and the shipping industry.

I believe it is clear that shipping makes a very significant positive contribution to the total sum of oureconomic capital and of our social capital. And what is particularly important in this respect is that itcontributes not just in terms of the social capital that is a natural consequence of increased economicprosperity, but also helps spread the benefits of that prosperity more evenly by embracing the developingworld as strongly as possible.

Before we can form any opinion on whether or not shipping can be considered sustainable, however, we needto consider the other side of the equation. If shipping were to consume environmental capital (in the form ofpollution), or social capital (by being an inherently unsafe activity that cost thousands of lives each year), oreconomic capital (perhaps through enormous insurance premiums and massive claims), to a greater extentthan its overall positive contribution, then clearly it would not be “sustainable”.

In any assessment of the sustainability of shipping, every occasion in which a ship becomes involved in apollution incident or a major casualty must be set against the literally millions of trouble-free, clean andeconomically efficient ton-miles that shipping achieves every day, and all the consequent benefits that accruefrom this activity.

Moreover, any steps we take towards making shipping a safer, more efficient and more environmentally-friendly activity must increase, overall, the positive contribution the activity makes to global sustainability andto sustainable development. In this respect, I think shipping has an excellent record, indeed one which weshould be proud of and about which we should be far less reticent.

Secretary-General Kofi Annanvisits IMO

Intelligence

United Nations Secretary-General KofiAnnan visited IMO’s London

Headquarters in February to meet IMOSecretary-General Efthimios Mitropoulos andto speak to staff.

Mr Annan and Mr Mitropoulos discussedmatters of immediate concern, including theUN system’s response to the tsunami crisis inSouth Asia, as well as broader issues such asthe global challenges that face the worldtoday and the changing role of the UN in thelonger term as it prepares to tackle them.

Mr Mitropoulos was able to brief Mr Annanon the specific response from IMO thus far inaddressing the maritime aspects of thetsunami disaster, and the two men discussedthe part IMO might play in the collaborativeefforts across the UN system to helpestablish a tsunami early warning system forthe Indian Ocean.

Addressing IMO staff, Mr Annan expressed histremendous gratitude for the work of IMO,

hailing the Organization as one of the UNsystem’s “quiet successes”, and acknowledgedthe new urgency that the Organization’s work,particularly in the field of maritime security,had assumed since the terrorist attacks of 9/11.

Mr Annan spoke of the interconnected natureof today’s world and of the global threats thatnow face us all – terrorism, entrenchedpoverty, environmental degradation anddisease. He encouraged IMO staff tocontinue to play their part in deriving apositive response to these challenges.

Mr Mitropoulos assured Mr Annan that whiledischarging its own responsibilities, IMO wasalso pleased to work in close co-operationwith others within the UN system on a widevariety of issues. Mr Annan’s visit, he said,served as a reminder of the broaderobjectives that are common to all and hestressed IMO’s eagerness to add itscontribution to the achievement of the goalsspecified in the Millenium Declaration.

Maritime communications can playpart in tsunami warning system

The existing maritime communicationsnetwork could be used for tsunami

warnings, it has been agreed in the wake ofthe Indian Ocean tsunami of 26 December2004 which caused so much tragic loss of lifeand destruction of infrastructure.

During a special session devoted to theIndian Ocean tsunami, held during the 9thsession of the IMO Sub-Committee onRadiocommunications and Search andRescue (COMSAR) in February, IMOmember States agreed that the robust andwell-proven satellite and radio-basedcommunication infrastructure that IMO hadestablished, in co-operation with theInternational Hydrographic Organization(IHO) and the World MeteorologicalOrganization (WMO), for the promulgationof maritime safety information to ships hadthe ability to play an important role in thedissemination of tsunami warnings.

The establishment of a tsunami early-warningsystem for the Indian Ocean is being co-

UN Secretary-General Anan (left) hailed IMO as one ofthe UN system’s “quiet successes” in his talks with IMOSecretary-General Mitropoulos (right).

Banda Aceh (pic: © International Labour Organization/Crozet, M. )



Intelligence

ordinated by the IntergovernmentalOceanographic Commission of UNESCOfollowing agreement to do so by Governmentsattending the World Conference on DisasterReduction held in January in Kobe, Japan, inwhich IMO also participated.

COMSAR delegates discussed the likely rolethat such a system might play and agreed thatpromulgation of tsunami information to themaritime community held the greatest potential.

The Sub-Committee agreed a COMSAR circularproviding advice on the promulgation oftsunami and other urgent natural disasterwarnings via the existing InternationalSafetyNet and NAVTEX systems while acorrespondence group was established toconsider the promulgation of tsunami and othernatural disaster warnings to vessels which arenot subject to the 1974 SOLAS Convention andto develop guidelines for disaster emergencypreparedness and response for ships at sea andin coastal areas.

Meanwhile, IMO has continued its collaborativeefforts with other organizations in terms of themedium and longer term needs of the affectedregion. These efforts were initiated at a jointmeeting with the International Association ofMarine Aids to Navigation and LighthouseAuthorities (IALA) and IHO held at IMOheadquarters in January, during which a jointaction plan was agreed, which also involved theWMO.

In February, following a request from theUnited Nations Environment Programme, IMOseconded staff to assist in the establishment ofan environmental crisis centre in Indonesia. Inearly March, experts from IMO and IALAvisited Indonesia to carry out an assessment ofthe damage caused to the navigation andcommunications infrastructure to determine thescope and extent of the re-building workrequired. An IMO expert also visited Sri Lankato meet with officials in that country.

IMO is also working with the Food andAgriculture Organization (FAO), which issupplying its experts to address relatedconcerns in the fishing sector. According to theFAO, the fishing sector of the countries affectedby the tsunami has recorded over 60,000fatalities with over 110,000 fishing vesselsdestroyed or damaged. In this respect, it isanticipated that guidance in the Code of Safety

for Fishermen and Fishing Vessels and theVoluntary Guidelines for the Design,Construction and Equipment of Small FishingVessels, approved by IMO’s Maritime SafetyCommittee (MSC 79) in December 2004, couldprove of great value to all parties concernedand will provide a tremendous support to therehabilitation of the fishing sector of theaffected countries.

Generally speaking, according to initialassessments by IHO and IALA, the integrity ofkey shipping lanes did not appear to have beenaffected by the tsunami and, in the mediumterm, assessing any local changes to waterwaysand damage to navigational aids was the firstpriority in advance of undertaking anynecessary repairs. Overall, it was reported thatdamage to ports represented some 5 per cent ofthe total infrastructure damage.

As part of IMO’s response to the tsunamidisaster, IMO’s Regional Co-ordinator for theEast Asian region conducted meetings withthe Indonesian maritime authorities. Fromthese discussions it emerged that there wasno major concern regarding possible changesof water depths at the country’s ports,although coastal radio stations and maritimesafety offices in Aceh province had been

destroyed and the need for the assessment ofthe extent of damage to the navigational aidswas recognized.

In the medium/long term, the joint actionagreed between IMO, IALA, IHO and otherorganizations includes the following keyelements:

• Technical co-operation activities includingneeds’ assessment missions; mobilizingand co-ordinating resources accordingly

• Assess and define new chartingrequirements

• Marking of new dangers, if necessary

• Assess the need to improve procedures forchecking navigational aids and providingrelevant warnings following naturaldisasters

• Participate in establishing an appropriatetsunami early warning system for theIndian Ocean, in co-operation withUNESCO/IOC and others

• Consider and incorporate consequentialamendments to the Organizations’ basicdocuments as appropriate

FAO reports the death of more than 60,000 in the fishing sector with more than 110,000 fishing vessels destroyed ordamaged. (pic: © International Labour Organization/Crozet, M. )


Intelligence

Satcom terminals for tsunamirelief made available throughIMO

In January, the International Mobile SatelliteOrganization (IMSO) announced that, in co-operation with Inmarsat, it would makeavailable up to 1000 digital land-mobilesatellite communication terminals, free ofcharge, to the Secretary-General of IMO, forlong term disaster response and reliefpurposes in the south Asia region. IMSODirector Dr Jerzy Vonau spoke of hisorganization’s horror and deep sadness at thecatastrophic loss of life in the tsunamidisaster and said that IMSO was firmly at thecentre of global distress communicationmanagement within the IMO ambit and itwas therefore very appropriate that heshould now be in a position to make the offerof the satellite communication terminals.

Tsunami Maritime Relief Fund

In order to co-ordinate the maritimecommunity’s wider response to the

immediate efforts and the longer term task ofcapacity-building in the affected maritimecommunities, IMO Secretary-GeneralEfthimios E. Mitropoulos has established theTsunami Maritime Relief Fund and seeksthe support of the wider shipping industrythrough donations to the Fund. Initialcontributions to the Fund will go to supportthe UN-wide relief efforts and subsequentcontributions will support the work ofreconstruction. By the beginning of March,some £80,000 or US$155,000 had beencollected and Secretary-General Mitropouloshas expressed his gratitude to all donors,including the IMO staff, interpreters, andinternational organizations includingshipowner and seafarer organizations,shipping companies and individuals for theirgenerosity.

“The UN System and the internationalcommunity are maintaining their focusbeyond the present emergency relief, inorder to support the medium- and long-termrehabilitation, reconstruction and risk

reduction efforts,” Mr Mitropoulos said.“This was underlined by the UN Secretary-General when he visited IMO in February,and I am certain that the Organization andthe entire maritime community will continueto play a significant role to restore andrehabilitate the stricken region and, moreimportantly, to restore, among the peoples ofthe countries affected, their faith in humanity,to give them hope and, amongst theirchildren, an assurance that they are not andwill not be left alone.”

Contributions to the Fund in the form ofcheques made payable to the InternationalMaritime Organization can be forwarded to:

Tsunami Maritime Relief FundOffice of the Secretary-GeneralInternational Maritime Organization4 Albert EmbankmentLondonSE1 7SRUnited Kingdom

Transfers may be made to the following bank accounts:

Please quote the reference, “GL 234070-Tsunami Maritime Relief Fund” in all remittances.

STERLING CURRENT ACCOUNT

Account Name INTERNATIONAL MARITIME ORGANIZATION

Bank Name BARCLAYS BANK Plc

Bank Address Pall Mall Corporate Banking Group, 50 Pall Mall, P.O. Box 15162,London SW1A 1QB

Account No. 10110566

Sort Code 20-65-82

Swift Code BARCGB 22,

IBAN No GB96 BARC 2065 8210 1105 66

Please quote the reference, “GL 234070-Tsunami Maritime Relief Fund” in all remittances.

US DOLLARS CURRENT ACCOUNT

Account Name INTERNATIONAL MARITIME ORGANIZATION

Bank Name BARCLAYS BANK Plc

Bank Address Pall Mall Corporate Banking Group, 50 Pall Mall, P.O. Box 15162,London SW1A 1QB

Account No. 83226888

Sort Code 20-65-82

Swift Code BARCGB 22,

IBAN No BARC 2065 8283 2268 88

IMO Secretary-General Efthimios Mitropoulos (left)receives a donation of US$25,000 to the TsunamiMaritime Relief Fund from Stan Deno, Director ofOperations, International Council of Cruise Lines (ICCL)


Intelligence

Spain and Brazil have become the firstStates to sign the International

Convention for the Control and Managementof Ships’ Ballast Water and Sediments, 2004.

On Tuesday 18 January 2005, His ExcellencyMr Carlos Miranda, AmbassadorExtraordinary and Plenipotentiary andPermanent Representative of Spain to IMOsigned the Convention, subject to ratification,on behalf of the Government of Spain.

And on Tuesday 25 January 2005, AdmiralSergio Gitirana Florencio Chagasteles,Permanent Representative of Brazil to IMOsigned the Convention, again subject toratification, on behalf of the Government ofBrazil.

The Ballast Water Convention containsmeasures to prevent the potentiallydevastating effects of the spread of harmfulaquatic organisms carried by ships’ ballastwater. It will require all ships to implement aBallast Water and Sediments Management

Ballast Water Convention gainsfirst signatories

The Ballast Water Convention will require all ships tocarry out ballast water management procedures to agiven standard.

Plan, to carry a Ballast Water Record Bookand to carry out ballast water managementprocedures to a given standard. Existingships will be required to do the same, butafter a phase-in period.

The Convention was adopted on 13 February2004 by the International Conference onBallast Water Management for Ships, 2004,which was held at IMO Headquarters. Itopened for signature at IMO on 1 June 2004and will remain open for signature until 31May 2005.

It will enter into force 12 months after the dateon which not less than 30 States, the combinedmerchant fleets of which constitute not lessthan 35 percent of the gross tonnage of theworld's merchant shipping, have either signedit without reservation as to ratification,acceptance or approval or have deposited therequisite instrument of ratification, acceptance,approval or accession in accordance witharticle 17 of the Convention.

New fund heralds better deal for oilpollution victims

Increased levels of compensation becameavailable for victims of oil pollution from oil

tanker accidents on 3 March 2005 with theentry into force of the 2003 Protocolestablishing an International Oil PollutionCompensation Supplementary Fund.

The Fund supplements the compensationavailable under the 1992 Civil LiabilityConvention (CLC) and the InternationalConvention on the Establishment of anInternational Fund for Compensation for OilPollution Damage (FUND), with an additional,third tier of compensation. Participation isoptional and is open to all States which areparties to the 1992 Fund Convention.

The total amount of compensation payable forany one incident is limited to a combined totalof 750 million Special Drawing Rights (SDR)(just over US$1,145 million) including theamount of compensation paid under theexisting 1992 CLC/Fund Convention.

With the entry into force of the 2003 Protocol,IMO has substantially enhanced the

compensation available under the 1992Convention.

It is expected that the increased compensationshould put an end to the practice of pro-ratingof payment of claims, which, although it hasbeen unavoidable, has led to criticisms of the1992 Convention.

The 2003 Protocol will apply to damage in theterritory, including the territorial sea and theExclusive Economic Zone of a Contracting State.

Annual contributions to the Fund will be madein respect of each Contracting State by anyperson who, in any calendar year, has receivedtotal quantities of oil exceeding 150,000 tons.However, for the purposes of the 2003Protocol, there is a minimum aggregatereceipt of 1,000,000 tons of contributing oil ineach Contracting State.

The Assembly of the Supplementary Fund willassess the level of contributions based onestimates of expenditure (includingadministrative costs and payments to be madeunder the Fund as a result of claims) and

income (including surplus funds from previousyears, annual contributions and any otherincome).

The 2003 Protocol currently has nineContracting States. The entry into forcerequirements were ratification by at least 8States who have received a combined total of450 million tons of contributing oil.

IOPC Funds website: www.iopcfunds.org

Cleaning up: levels of compensation for victims of oilpollution from oil tanker accidents rise with the entry intoforce of the 2003 Supplementary Fund


Intelligence

AJoint Working Group on ship scrapping established by IMO, theInternational Labour Organization (ILO) and the Conference of

Parties to the Basel Convention on the Control of TransboundaryMovements of Hazardous Wastes and their Disposal held its firstmeeting at IMO headquarters in February.

The overall task set by the three Organizations for the Group was to actas a platform for consultation, co-ordination and co-operation in relationto their work programmes and activities with regard to issues related toship scrapping.

During the meeting, the Group considered the respective workprogrammes of the pertinent bodies of ILO, IMO and the Conference ofParties to the Basel Convention (BC) on the issue of ship scrapping anddeveloped a list of the main items that are being considered by the threeOrganizations concurrently. The list includes the possible developmentof mandatory requirements, a reporting system for ships destined forrecycling, the development of a “single list” of potentially hazardousmaterials on board, the issue of the abandonment of ships on land or inport, the promotion of the implementation of the Guidelines on shipscrapping and technical co-operation. For each item identified, a list ofwork programme activities being carried out or planned by each of theOrganizations was developed, and a number of recommendations wereproposed to be taken into account by the three Organizations duringtheir future deliberations on these items.

Specifically, the Group agreed that the three Organizations shouldensure that the issue of “abandonment of ships on land or in ports”would be adequately covered by an international legally bindinginstrument, as deemed appropriate.

With a view to identifying any possible gaps, overlaps, or ambiguities,the Group began a comprehensive initial examination of the relevantIMO, ILO and BC guidelines on ship scrapping based on a comparisonof the issues presented in each of the guidelines and a draft overviewpaper outlining the purpose of each of the guidelines, their respectivefield of application and main contents. However, it was recognized thatthis was a large undertaking and further work would be needed.

The implementation of the guidelines was seen as being of paramountimportance for the minimization of the environmental, occupational

health and safetyhazards related toship recycling andthe improvement ofthe protection ofhuman health andthe environment atship recyclingfacilities.

The Group agreedthat theimplementation ofthe guidelines shouldbe promoted throughjoint technical co-operation activities.

Co-ordinatedapproach to shipscrapping

Implementation of guidelines on ship recycling is ofparamount importance for the minimization of theenvironmental, occupational health and safety hazardsrelated to ship recycling and the improvement of theprotection of human health and the environment at shiprecycling facilities. (pic: Bhavnagar.com)


The development of goal-based standards for new shipconstruction moved forward when IMO’s Maritime

Safety Committee (MSC) met for its 79th session.

The MSC agreed, in general, that work on goal-based newship construction standards would be based on the premisethat the standards should be broad, over-arching goalsagainst which ship safety should be verified at design andconstruction stages and during ship operation. They are notintended to set prescriptive requirements or to give specificsolutions. The main objective is to introduce a systemwhereby the standards would be a measure against whichthe safety of a ship could be assessed during its design andconstruction, as well as later on during its operation.

A Working Group on goal-based new ship constructionstandards agreed in principle a five-tier approach to furtherdevelopment of the basic principles. Its work plan includesthe further development of the first three tiers on which thestandard setting process would be based: Tier I (Goals), TierII (Functional requirements) and Tier III (Verification ofcompliance criteria). It was agreed that Tiers IV (Technicalprocedures and guidelines, classification rules and industrystandards) and V (Codes of practice and safety and qualitysystems for shipbuilding, ship operation, maintenance,training, manning, etc.) would be developed byclassification societies, other recognized organizations andindustry organizations. The work plan also includes an itemto explore the linkage between Formal Safety Assessment(FSA) and goal-based standards and an item on how goal-based standards could be incorporated in the appropriateIMO instruments.

The Working Group developed Tier I goals, along withworking descriptions, which address safety andenvironmental friendliness with respect to structuralintegrity and strength, dismantling and recycling and theneed for design and construction to provide for safe access,inspection and proper maintenance. The group alsodeveloped Tier II functional requirements, each with aworking description. The Group recognized that whiledevelopment of Tier I leads to the development of Tier II,the results of the development of Tier II will lead to furtherconsideration and development of Tier I. Both the Tier Igoals and the Tier II functional requirements will be subjectto further consideration.

Maritime security

The Working Group on Maritime Security was re-establishedto consider issues relating to the implementation of thespecial measures to enhance maritime security which wereadopted in 2002 and entered into force on 1 July 2004.

The MSC approved the following MSC circulars:

• Guidance to masters, companies and duly authorized

officers on the requirements relating to the submission

Development of goal-based standardsmoves forward

79th session •1-10 December 2004 •

of security-related information prior to the entry of a

ship into port;

• Interim Guidance on voluntary self-assessment by

SOLAS Contracting Governments and by port facilities;

• Guidance relating to the implementation of SOLAS

chapter XI-2 and of the ISPS Code;

• Reminder of the obligation to notify flag States when

exercising control and compliance measures; and

• False security alerts and distress/security double alerts.

Maritime security - AIS ship data

The MSC agreed that the publication on the world-wide webor elsewhere of automatic identification system (AIS)-generated ship data could be detrimental to the safety andsecurity of ships and port facilities and was underminingthe efforts of the Organization and its Member States toenhance the safety of navigation and security in theinternational maritime transport sector. The Committeecondemned the regrettable publication on the world-wideweb, or elsewhere, of AIS data transmitted by ships andurged Member Governments, subject to the provisions oftheir national laws, to discourage those who make availableAIS data to others for publication on the world-wide web, orelsewhere, from doing so.

Global Programmes on MaritimeSecurity

The MSC noted that under the Integrated Technical Co-operation Programme there was a range of technicalassistance activities planned within two global programmes,

Maritime Safety Committee (MSC) • From the meetings

Goal-based new shipconstruction standardsshould be broad, over-arching goals againstwhich ship safety shouldbe verified at design andconstruction stages andduring ship operation,the MSC agreed. (pic: Frédéric Simon)


From the meetings • Maritime Safety Committee (MSC)

• 79th session

• 1-10 December 2004

security seminars/workshops and train-the-trainer courses. The MSC urged MemberStates and industry to support theInternational Maritime Security Trust Fundand the two global programmes, in particularwith regards to making experts with practicalexperience of the implementation of securitymeasures available to assist in future technicalco-operation projects for capacity-building.

Piracy and armed robberyagainst ships

The Committee noted that the number of actsof piracy and armed robbery against shipsreported to have occurred during the first ninemonths of 2004 was 252, a decrease of 28%over the figure for the first nine months of2003. However, the Committee noted withconcern the reported increase in the level ofviolence used during attacks on ships andurged all Governments and the industry tointensify and co-ordinate their efforts toeradicate these unlawful acts.

In many of the reports received, the crewswere violently attacked by groups of five toten people carrying knives or guns. TheCommittee was particularly concerned to notethat that 30 crew members and passengerswere reportedly killed, 94 were injured and113 were taken hostage. Amongst thoseconfirmed as still missing and unaccounted forto date were 36 crew members including 17crew members thrown overboard in thereported incidents.

Passenger ship safety

The MSC agreed that as many of the issuesdiscussed under the agenda item “LargePassenger Ship Safety” applied equally to allpassenger ships, the agenda item should berenamed “Passenger Ship Safety”. TheCommittee approved a revised work plan forpassenger ship safety and the revised guidingphilosophy, strategic goals and objectives.

The revised guiding philosophy for futurework on passenger ship safety is based on thepremise that the regulatory framework shouldplace more emphasis on the prevention of acasualty from occurring in the first place andthat future passenger ships should be designedfor improved survivability so that, in the eventof a casualty, persons can stay safely on boardas the ship proceeds to port.

The Committee agreed definitions for “time torecover”, “time to rescue” and “place ofsafety”. In relation to the “time to recover”, theCommittee agreed to a five day maximumtimeframe for which persons should beexpected to stay in survival craft, taking intoaccount the humanitarian needs of thoseaboard and the hazards to life and healthpersons may face on such craft.

The work on passenger ship safety willcontinue in the Radiocommunications, Searchand Rescue (COMSAR), Ship Design andEquipment (DE), Fire Protection (FP), Safetyof Navigation (NAV), Stability, Load Lines andFishing Vessel Safety (SLF) and Standards ofTraining and Watchkeeping (STW) Sub-Committees, with a target completion date of2006.

The MSC also approved an MSC circular onGuidance on the establishment of medical

and sanitation programmes for passenger

ships.

Bulk carrier safety – newSOLAS chapter XII

The MSC adopted a new text for SOLASchapter XII (Additional safety measures for

bulk carriers), incorporating revisions to someregulations and new requirements relating todouble-side skin bulk carriers. Theamendments are expected to enter into forceon 1 July 2006.

The amendments include the addition of a newregulation 14 on restrictions from sailing

with any hold empty and requirements fordouble-side skin construction as an optionalalternative to single-side skin construction.The option of double-side skin constructionwill apply to new bulk carriers of 150m inlength and over, carrying solid bulk cargoeshaving a density of 1,000 kg/m3 and above.

The MSC also adopted standards and criteria

for side structures of bulk carriers of single-

side skin construction and standards for

owners’ inspections and maintenance of bulk

carrier hatch covers.

Free-fall lifeboats on bulkcarriers

The MSC adopted an amendment to regulation31 in SOLAS chapter III (Life-saving

appliances and arrangements) to makemandatory the carriage of free-fall lifeboats onbulk carriers.

Future work on passenger ship safety: the regulatory framework should place more emphasis on the prevention of acasualty from occurring in the first place and future passenger ships should be designed for improved survivability sothat, in the event of a casualty, persons can stay safely on board as the ship proceeds to port. (pic: Port of Hull)


Simplified Voyage DataRecorders - SOLASamendments

The MSC adopted amendments to regulation 20of SOLAS chapter V (Safety of Navigation) on aphased-in carriage requirement for a shipbornesimplified voyage data recorder (S-VDR).

The regulation requires a VDR, which may be anS-VDR, to be fitted on existing cargo ships of3,000 gross tonnage and upwards.

The S-VDR is not required to store the samelevel of detailed data as a standard VDR, butnonetheless should maintain a store, in a secureand retrievable form, of information concerningthe position, movement, physical status,command and control of a vessel over theperiod leading up to and following an incident.

New mandatory shipreporting system (WETREP) inWestern European Waters

The MSC adopted a resolution to establish anew mandatory ship reporting system -WETREP - as an associated protectivemeasure in the Western European Watersparticularly sensitive sea area (PSSA). Thereporting system will be implemented at 0000hours UTC on 1 July 2005. The WesternEuropean Waters PSSA was designated by theMarine Environment Protection Committee(MEPC) at its 52nd session in October 2004.

Pilotage in Torres Strait

The Committee agreed that Australia andPapua New Guinea’s proposal to extend theassociated protective measure of a system ofpilotage within the Great Barrier Reef to theTorres Strait should be adopted. The proposedMEPC resolution (to be considered by MEPC53 in July 2005) would recommend thatGovernments inform ships flying their flag thatthey should act in accordance with Australia’ssystem of pilotage for merchant ships 70 m inlength and over or oil tankers, chemicaltankers and gas carriers, irrespective of size,when navigating the inner route of the GreatBarrier Reef and the Torres Strait.

Implementation of the revisedSTCW Convention

The list of Parties deemed to be giving full andcomplete effect to the provisions of theInternational Convention on Standards of

Training, Certification and Watchkeeping forSeafarers (STCW), 1978, as amended, wasupdated following the submission of a reportby IMO Secretary-General Mitropoulos onthose countries whose evaluations werecompleted since the previous MSC meeting.The list of confirmed STCW Parties nowincludes 114 Parties.

Survey certificates

The MSC adopted the addition of the words“Completion date of the survey on which thiscertificate is based” to certificates issuedfollowing surveys in respect of bothmandatory and non-mandatory instruments.The aim is to clarify, for control purposes, thedate of the last survey.

Revised fishing vessel safetycode and voluntary guidelinesapproved

The Committee approved the Code of Safety

for Fishermen and Fishing Vessels, 2005, andthe Voluntary Guidelines for the Design,

Construction and Equipment of Small

Fishing Vessels, 2005, and instructed theSecretariat to forward them to FAO and ILOfor concurrent approval.

The revised version of the Fishing Vessel

Safety Code and Voluntary Guidelines -originally developed and approved in the 1970s- has been developed for use primarily by

competent authorities, training institutions,fishing vessel owners, fishermen’srepresentative organizations and non-governmental organizations having arecognized role in fishermen’s safety andhealth and training.

Meanwhile, IMO Member States have beenurged to accept the 1993 TorremolinosProtocol and the 1995 STCW-F Convention inorder to bring these treaties into force toenhance fishing vessel safety and trainingstandards of fishing vessel personnel.

Transfer of ships betweenStates

The Committee approved a joint MSC/MEPCcircular on Transfer of ships between States.The aim is to provide a procedure under whichthe transfer of ships between flag Statesshould be conducted so that the “gaining” flagState could seek safety-related informationfrom the “losing” flag State.

Investigation of MarineCasualties and Incidents

The Committee agreed that the Sub-Committee on Flag State Implementation (FSI)should review the Code for the Investigation

of Marine Casualties and Incidents

(resolution A.849(20) as amended byresolution A.884(21)). The aim would be toredraft and reformat the Code to make it more

79th session •1-10 December 2004 •

Maritime Safety Committee (MSC) • From the meetings

The Code of Safety for Fishermen and Fishing Vessels, 2005, and the Voluntary Guidelines for the Design,Construction and Equipment of Small Fishing Vessels, 2005 were approved for concurrent approval by FAO and ILO.


From the meetings • Maritime Safety Committee (MSC)

• 79th session

• 1-10 December 2004

effective as a tool for the conduct ofinvestigations. A proposal to look at ways tomake the Code mandatory under SOLAS willalso be discussed.

Impact of the ISM Code andits effectiveness

The Committee noted that an IndependentExperts Group has been established by theOrganization to study the impact of the ISMCode. An interim report on the activities of theExperts Group will be submitted to MSC 80 inMay 2005.

Other amendments adopted

The MSC adopted the following amendmentswith an expected entry into force date of 1 July 2006 (except for the IBC and IGC Codes- which have an effective date of 1 January2007):

SOLAS chapter II-1 regulation 18 Construction

and initial tests of watertight doors,

sidescuttles, etc., in passenger ships and

cargo ships to allow testing of watertightdoors with a prototype pressure test in certaincircumstances. Also amendments to regulation45 - Precautions against shock, fire and other

hazards of electrical origin in order to controlthe installation of electrical equipment inspaces where flammable mixtures are likely tocollect and in hazardous locations on tankers.

SOLAS chapter V regulation 19 Carriage

requirements for shipborne navigational

systems and equipment to add the words“being clearly readable by the helmsman at themain steering position” relating to carriage ofa gyro compass, or other means to determineand display heading by shipborne non-magnetic means.

SOLAS chapter VII regulation 10 to delete thesuperfluous words “For the purpose of thisregulation, the requirements of the Code shallbe treated as mandatory.”

SOLAS chapter V - addition of Simplified

Voyage Data Recorder (S-VDR) to the Recordof Equipment for the Cargo Ship SafetyEquipment Certificate (Form E).

International Code for Application of Fire TestProcedures (FTP Code) in Part 2 - Smoke and

toxicity test - the addition of “(200 ppm forfloor coverings)” in the table of limits in 2.6Classification criteria, 2.6.2 Toxicity.

International Code of Safety for High-

Speed Craft, 2000 (2000 HSC Code) relatingto buoyant spaces in Chapter 2 - Buoyancy,

stability and subdivision.

Revised International Code for the

Construction and Equipment of Ships

Carrying Dangerous Chemicals in Bulk (IBCCode) (entry into force date of 1 January 2007).

International Code for the Construction

and Equipment of Ships Carrying Liquefied

Gases in Bulk (IGC Code) - to reflect theamendments to SOLAS chapter II-1 Regulation45 (entry into force date of 1 January 2007).

STCW Code - amendments to Table A-VI/2-1 -Specifications of minimum standards of

competence in survival crafts and rescue

boats other than fast rescue boats.

Adoption of ships’ routeingmeasures

The MSC adopted the following ships’ routeingmeasures, with entry into force set for 1 July2005 at 0000 hours UTC.

New traffic separationschemes (TSSs)

• Approaches to the Cape Fear river (UnitedStates)

• Off Mina Al-Ahmadi (Kuwait)

Amendments to existingTSSs

• In Puget Sound and its approaches in HaroStrait, Boundary Pass and in the Strait ofGeorgia (Canada and the United States)

• In the approaches to Chesapeake Bay(United States)

• Off Cape Roca and Off Cape S. Vicente(Portugal)

• In the approaches to Puerto San Martin(Peru)

• Off Berlenga (Portugal) (revoked)

Routeing measures otherthan TSSs

• Establishment of a new Area to be Avoidedand a mandatory No-Anchoring Area in theWest Cameron Area of the Gulf of Mexico(United States)

• Amendments to the Notes in the existing

deep-water route in the southern approachto Chesapeake Bay (United States)

• Establishment of a new Area to be Avoidedin the region of the Berlengas Islands(Portugal)

Amendments to GeneralProvisions on Ships’ Routeing

The MSC agreed, subject to confirmation bythe Assembly, amendments to the General

Provisions on Ships’ Routeing (resolutionA.572(14), as amended) and amendments toGuidelines and Criteria for Ship Reporting

Systems (resolution MSC.43(64)), as amendedby resolution MSC.111(73), to standardize theuse of WGS 84 datum for ships’ routeing andship reporting systems.

Amendments approved forfuture adoption

The MSC approved the following amendmentsfor adoption at MSC 80 in May 2005:

• Draft revised SOLAS chapter II-1 parts A, Band B-1.

• Draft new SOLAS regulation II-1/3-7 torequire construction drawings to bemaintained on board and ashore.

• Draft new SOLAS regulation II-1/3-8concerning anchoring, mooring and towing

equipment.

• Draft new SOLAS regulation II-1/23-3concerning water level detectors on newsingle hold cargo ships other than bulkcarriers.

• Draft amendment to SOLAS regulation II-1/31 Machinery control to restrict theapplication of paragraph 2.10 relating topropulsion control automation systems tonew ships only.

• Draft amendments to the Guidelines on the

enhanced programme of inspections during

surveys of bulk carriers and oil tankers

(resolution A.744(18)), as amended, toincorporate some elements of the ConditionAssessment Scheme (CAS) required forcertain single hull tankers and to add a newsection aimed at double hull tankers.

• Draft amendments to SOLAS regulation V/19Carriage requirements for shipborne

navigational systems and equipment,relating to information provided by the AIS.


89th session •25-29 October 2004 •

Legal Committee (LEG) • From the meetings

Maritime security: The October2005 SUA Conference willconsider two draft Protocolsaimed at strengthening theSUA treaties to provide anappropriate response to theincreasing risks posed tomaritime navigation byinternational terrorism. (pic: United States Coast Guard)

Amendments to suppression of unlawful acts(SUA) treaties set for adoption October 2005

Adiplomatic Conference to adopt amendments tothe 1988 SUA Convention and Protocol will be

held in October 2005, IMO’s Legal Committee agreedat its 89th session.

The main purpose of the SUA Convention is to ensurethat appropriate action is taken against personscommitting unlawful acts against ships. These actsinclude the seizure of ships by force: acts of violenceagainst persons on board ships and the placing ofdevices on board a ship which are likely to destroy ordamage it. The Convention obliges ContractingGovernments either to extradite or prosecute allegedoffenders. Similar provisions are contained in the SUAProtocol, relating to unlawful acts against fixedplatforms located on the continental shelf.

The October Conference will consider the adoption oftwo Protocols incorporating substantial amendmentsaimed at strengthening the SUA treaties in order toprovide an appropriate response to the increasingrisks posed to maritime navigation by internationalterrorism.

Proposed amendments in the revised draft Protocolsinclude a substantial broadening of the range ofoffences included in Article 3 of the SUA Conventionand the introduction of provisions for boarding vesselssuspected of beinginvolved in terroristactivities in Article 8.

Work on the revision ofthe SUA treatiesfollowed the adoption in2001 of Assemblyresolution A.924(22)Review of measures and

procedures to prevent

acts of terrorism which

threaten the security of

passengers and crews

and the safety of ships.The SUA amendmentswill complement theInternational Ship andPort Facilities Security(ISPS) Code, whichentered into force in July2004, by providing a legalbasis for the arrest,detention and extraditionof terrorists in theunfortunate event that aterrorist attack againstshipping neverthelessoccurs.

Draft Convention on wreck removal

The Committee continued its consideration of thedraft Wreck Removal Convention (WRC). The WRC isintended to provide international rules on the rightsand obligations of States and shipowners with respectto wrecks and drifting or sunken cargo which maypose a hazard to navigation and/or pose a threat to themarine environment.

Implementation of guidelines onclaims for death, personal injury andabandonment of seafarers

The Committee received a progress report on thework of the Joint IMO/ILO Ad Hoc Expert WorkingGroup on Liability and Compensation regardingClaims for Death, Personal Injury and Abandonmentof Seafarers.

The Committee urged member States and non-governmental organizations to respond, without delay,to requests for information on the implementation ofresolution A.930(22) Guidelines on Provision of

Financial Security Cases of Abandonment of Seafarers

and to report any cases of abandonment in order toassist the Committee in furthering its work on thesubject.


From the meetings • Legal Committee (LEG)

• 89th session:

• 25-29 October 2004

Follow-up to resolutions adopted bythe International Conference on theRevision of the Athens Conventionrelating to the Carriage of Passengersand their Luggage by Sea, 1974

The Committee reviewed the interim results of a studyinto the current practice of bareboat charter registrationand the implications for certificate-issuing obligationsunder IMO liability conventions carried out by the ComitéMaritime International (CMI) with support from the IMOSecretariat. The Committee encouraged the CMI tocontinue its work.

The Committee also invited member States to contributeto further work on two issues relating to the AthensConvention on passenger liability: firstly, the fact that theConvention requires a higher amount of compulsoryinsurance and of liability than existing IMO pollutionprevention conventions; and secondly, the fact that article3 of the Athens Convention is not strictly confined to non-war protection and indemnity insurance, but may alsoaffect war risk insurance.

Places of refuge

The Committee reviewed a report from the CMI on itsthirty-eighth conference in Vancouver, Canada in June2004, which had discussed topics relevant to places ofrefuge. The CMI informed the Committee that it hadidentified several concerns in the present arrangements(based on IMO’s Guidelines on places of refuge for ships

in need of assistance), one of which was that there wasno single international convention establishing the rightsand obligations of a coastal State when it was faced witha request to provide a place of refuge. The Committeeagreed that the issues raised in the report needed furtherstudy.

Measures to protect crews andpassengers against crimes committedon vessels

The Committee considered a resolution on Criminal

offences on board foreign-flagged ships adopted by theCMI at its Vancouver conference, which recommendedthat the CMI establish a Joint International WorkingGroup to draft a model national law concerning suchoffences.

The Committee took note of the information andsuggested that the CMI might consider working with theLegal Committee with a view to developing an instrumentthat might be developed into customary international law.

Fair Treatment of Seafarers

The Committee agreed the terms of reference for theJoint IMO/ILO Ad Hoc Expert Working Group on the Fair

Treatment of Seafarers in the Event of a MaritimeAccident and nominated eight IMO Member Governmentsto represent the Organization at the Group’s first meeting,held from 17 to 19 January 2005 at IMO Headquarters.

Implementation of the HNS Convention

The Committee was updated on the status of theimplementation of the International Convention onLiability and Compensation for Damage in Connectionwith the Carriage of Hazardous and Noxious Substances(HNS) by Sea, 1996.

The HNS Convention is intended to add a vitalcomponent in the international compensation regime forpollution damage at sea. At the end of January 2005, ithad been ratified by eight States, representing 5.37 percent of world merchant shipping tonnage.

For entry into force, the HNS Conference requiresratification by 12 States, four of which have not less thantwo million units of gross tonnage, provided that personsin these States who would be responsible for payingcontributions to the general account have received a totalquantity of at least 40 million tonnes of contributingcargo in the preceding calendar year.

The Committee was informed that the IOPC Fund had adatabase for identifying and recording contributing cargo.Governments were also reminded that article 43 of theHNS Convention imposes a requirement on contractingGovernments to report information on contributing cargoat the time of ratification and annually, including nilreports.

Compulsory pilotage arrangement in astrait used for international navigation

Following a request from the Marine EnvironmentProtection Committee (MEPC) and the Sub-Committeeon Safety of Navigation (NAV), the Legal Committeereviewed the legal aspects of compulsory pilotage in astrait used for international navigation.

There was general agreement on some of thefundamental principles of international law as codified inthe United Nations Convention on the Law of the Sea(UNCLOS), in particular the right of transit passagethrough a strait used for international navigation. Therewas also agreement that IMO is the competentinternational organization to adopt measures such as theone proposed by Australia and Papua New Guinea toextend the existing Great Barrier Reef compulsorypilotage scheme to the Torres Strait.

However, the Committee remained divided and wasunable to resolve the issue of the legality of adoptingrequirements for compulsory pilotage in straits used forinternational navigation.


36th session •10 - 14 January 2005 •

Sub-Committee on Standards of Training and Watchkeeping • From the meetings

Minimum mandatory training andcertification requirements for persons

to be designated as ship security officers(SSOs) were endorsed by the Sub-Committeeon Standards of Training and Watchkeepingwhen it met for its 36th session.

Candidates for a certificate of proficiency asa ship security officer will be required todemonstrate they have the knowledge tocomplete a range of tasks, duties andresponsibilities, including: maintenance andsupervision of the implementation of a shipsecurity plan; assessment of security risk,threat, and vulnerability; undertaking regularinspections of the ship to ensure thatappropriate security measures areimplemented and maintained; ensuring thatsecurity equipment and systems, if any, areproperly operated, tested and calibrated; andencouraging security awareness andvigilance.

The Sub-Committee endorsed draftamendments to the STCW Convention and toparts A and B of the STCW Code, to include:

• New STCW regulation VI/5 - Requirements

for the issue of certificates of proficiency

for Ship Security Officers;

• New STCW Code section A-VI/5 -Requirements for the issue of certificatesof proficiency for Ship Security Officers,including table A-VI/5 Specifications of

minimum standards of proficiency for

ship security officers; and

• New STCW Code section B-VI/5 -Guidance regarding training for Ship

Security Officers.

The Sub-Committee also agreed a draft MSCcircular providing guidance on training and

documentation for company security

officers (CSOs) which includes a table ofknowledge, understanding and proficienciesrelevant to the company security officer.

Amendments to STCW Codeon fast rescue boats trainingendorsed

The Sub-Committee endorsed draftamendments to part A of the STCW Code onadditional training requirements for thelaunching and recovery operations of fastrescue boats, for submission to the MSCwith a view to adoption at MSC 81 (in 2006).The proposed amendments have beenprepared in response to reports of injuries toseafarers in numerous incidents in launchingand recovering of fast rescue boats inadverse weather conditions.

The Sub-Committee also endorsed a draftMSC circular providing guidance on

training for launch and recovery teams

and boat crews.

Amendments to STCW Codeon engine-room resourcemanagement endorsed

The Sub-Committee endorsed draftamendments to part B of the STCW Code,

section B-VIII/2, part 3-2, toprovide guidance on engine-room resourcemanagement.

Wing-in-Ground(WIG) craft –circular on trainingfor officersendorsed

The Sub-Committeeendorsed a draft MSCcircular on general

principles and

recommendations for

knowledge, skills and

training requirements for

officers on WIG crafts

operating in displacement

and ground effect modes.

Training and certificationrelated to ratings

Following the decision of the ILOPreparatory Technical Conference totransfer the responsibility for training andcertification related to ratings, excluding theship’s cook, to IMO, the Sub-Committeeconsidered issues relating to thedevelopment of standards for the inclusionof competencies for ratings in the STCWconvention.

The Sub-Committee agreed that the term“able seaman” needed to be retained as ithad implications within the ILO regulatoryframework, in particular to minimum basicmonthly pay or wages, and that theproposed standards to be developed shouldinclude both deck and engine-room ratings,with a possibility of also addressing generalpurpose ratings.

It was agreed that the proposed standardsshould follow the structure of the presentSTCW Convention, to include: competence;knowledge, understanding and proficiency;methods of demonstrating competence; andcriteria for evaluating competence.

The Sub-Committee established acorrespondence group to facilitate thedevelopment of standards of competence forratings.

Model courses

The Sub-Committee validated model courseson Operational use of Integrated BridgeSystems (IBS)/Integrated NavigationalSystems (INS) and Safety of fishingoperations (support level).

Training for SSOs - amendments to STCWConvention and Code endorsed

The STW Sub-Committee is developing standards for ratings, to include:competence; knowledge, understanding and proficiency; methods ofdemonstrating competence; and criteria for evaluating competence.

Draft amendments to part A of the STCW Code onadditional training requirements for the launching andrecovery operations of fast rescue boats were approvedby the STW Sub-Committee, (pic: Norsafe)

Safe area: functional requirements of a safe area, where people could be accommodated in the event of a fire onboard a passenger ship, were developed by FPSub-Committee.

From the meetings • Sub-Committee on Fire Protection (FP)

• 49th session:

• 24-28 January 2005

Work on defining the functionalrequirements of a safe area, where

people could be accommodated in the event ofa fire onboard a passenger ship, were agreedat the Sub-Committee on Fire Protection (FP)when it met for its 49th session.

The Sub-Committee agreed that the “safearea should generally be an internal space,however, the use of an external space as asafe area may be allowed by anAdministration, taking into account anyrestriction to the area of operation andrelevant expected environmentalconditions”.

The “safe area” concept was developed bythe Maritime Safety Committee (MSC)working group on passenger ship safety andis linked to the guiding philosophy thatfuture passenger ships should be designedfor improved survivability so that, in theevent of a casualty, people could stay safelyon board as the ship proceeds to port or to aplace of refuge. The MSC has agreed that: “Asafe area(s), in the context of a fire casualty,is, from a perspective of habitability, anyarea outside the main vertical zone(s) inwhich a fire has occurred that can safelyaccommodate all persons onboard to protectthem from hazards to life or health andprovide them with basic services”.

The Sub-Committee agreed the list of basicservices needed within a safe area, includingsanitation; water; food; space for medicalcare; shelter from the weather and so on.

The Sub-Committee endorsed proposed draftamendments to SOLAS chapter II-2 inrelation to the safe area concept as well asdraft amendments to SOLAS chapter II-2 andto the International Fire Safety Systems(FSS) Code aimed at speeding up responseto fire casualties, including newrequirements for locally audible alarms andaddressable detectors (detectors whichenable rapid location of the fire). The Sub-Committee will further consider the draftamendments at FP 50.

The Sub-Committee agreed to re-establish theCorrespondence Group on Passenger ShipSafety, to review the draft amendments toSOLAS chapter II-2 and the FSS Code; to reviewthe list of new tasks relevant to the preventionof fire; and to submit a report to FP 50.

“Safe area” requirement for passengerships further defined

Evacuation guidance systems

The Sub-Committee agreed draft Guidelines

on the assessment of evacuation guidance

systems and draft Interim Guidelines for

the testing, approval and maintenance of

evacuation guidance systems alternative to

the low-location lighting systems forsubmission to the MSC. The aim is toprovide for the use of alternative means ofsatisfying SOLAS chapter II-2, whichrequires the marking of the means of escapeby lighting or photoluminescent stripsindicators placed not more than 300 mmabove the deck at all points of the escaperoute. The alternatives could includedirectional sound systems.

Revision of the HSC Code

The Sub-Committee agreed a set of proposedamendments to the 2000 HSC Code forreferral to the Sub-Committee on ShipDesign and Equipment (DE 48) for co-ordination purposes. From the fireprotection point of view, the revisionincludes integrating existing fire protectioninterpretations and provisions related to theuse of asbestos.

The Sub-Committee also agreed a draft MSCcircular on Guidelines for a simplified

evacuation analysis for high-speed

passenger craft, for submission to MSC 80for approval.

In relation to dangerousgoods and the relevantprovisions of the IMDGCode, the Sub-Committeeagreed on the inclusionof relevant proposedamendments to section7.17 (requirements for

craft and cargo spaces

intended for the

carriage of dangerous

goods), of the 2000 HSCCode. The proposedamendments will bereferred to the Sub-Committee onDangerous Goods, SolidCargoes and Containers(DSC) for ongoingreferral to the DE Sub-Committee.

Performance Testing andApproval Standards for FireSafety Systems

The Sub-Committee finalized the revised firetest protocol for machinery space water-based fire-extinguishing systems.

The Sub-Committee also agreed a draft MSCcircular on Revised guidelines for the

approval of equivalent water-based fire-

extinguishing systems for machinery

spaces and cargo pump-rooms, forsubmission to MSC 80 for approval. Theamendments relate to the safety factor forthe calculated extinguishing concentrationof Halon replacement agents.

The Sub-Committee agreed draft amendments to the 2000 HSC Code as well asdraft Guidelines for a simplified evacuation analysis for high-speed passenger craft.(pic: Stena)



49th session •24-28 January 2005 •

Sub-Committee on Fire Protection (FP) • From the meetings

Draft revised FSS Codechapter 5 - fixed fire-extinguishing systems

The Sub-Committee agreed draftamendments to the FSS Code relating tofixed fire-extinguishing systems forsubmission to MSC 80 for approval andsubsequent adoption.

Amendments to MSC/Circ.913– fixed fire-fighting incategory A spaces

The Sub-Committee agreed, in principle,draft amendments to MSC/Circ.913 onGuidelines for the approval of fixed water-

based local application fire-fighting systems

for use in category A machinery spaces

relating to installation of nozzles, automaticrelease, the need to protect oil-firedequipment and discharge piping.

LHNS guidelines –amendments agreed

The Sub-Committee agreed draft amendmentsto the Guidelines for the transport and

handling of limited amounts of hazardous

and noxious liquid substances in bulk on

offshore support vessels (resolutionA.673(16)), to update the references to thefire protection requirements of the SOLASConvention. The draft amendments will bereferred to the DE Sub-Committee.

Unified interpretations ofSOLAS chapter II-2

The Sub-Committee agreed a draft MSCcircular on Unified interpretations to SOLAS

chapter II-2, to include unified interpretationsrelating to regulation II-2/4.5.3.3 – Safety

devices in venting systems and Regulation II-2/9.7.1.1 – Ventilation systems.

SOLAS regulation onlubricating oil

The Sub-Committee agreed a draft MSCcircular on Application of the SOLAS

regulation II-2/15 for lubricating oil and

other flammable oil arrangements for ships

built before 1 July 1998.


From the meetings • Sub-Committee on Radiocommunications and Search and Rescue (COMSAR)

• 9th session

• 7-11 February 2005

Focus on tsunami at COMSAR meeting

The IMO Sub-Committee onRadiocommunications and Search and

Rescue (COMSAR) devoted an entire day toa special session on responses to the IndianOcean tsunami crisis when it met for its 9thsession.

Presentations were given by a number ofGovernments, non-governmentalorganizations and the IMO Secretariat toupdate delegates on the measures that hadbeen taken, so far, in the maritime contextand with plans that were currently being putin place to enhance maritime recovery andreconstruction activities.

Much discussion focussed around thecontribution that IMO might make towardsthe development of a tsunami early-warningsystem for the Indian Ocean, particularly inview of the robust and well-proven satelliteand radio-based communicationinfrastructure that IMO had established, inco-operation with the InternationalHydrographic Organization (IHO) and theWorld Meteorological Organization (WMO),for the promulgation of maritime safetyinformation to ships, which had the ability toplay an important role in the disseminationof tsunami warnings. It was agreed that IMOshould participate in the wider efforts toestablish a tsunami early-warning system for

the Indian Ocean, being co-ordinated by theIntergovernmental OceanographicCommission of UNESCO.

The Sub-Committee agreed a COMSARcircular providing advice on thepromulgation of tsunami and other urgentnatural disaster warnings via the existingInternational SafetyNet and NAVTEXsystems. A correspondence group wasestablished to consider the promulgation oftsunami and other natural disaster warningsto vessels which are not subject to the 1974SOLAS Convention, as amended.

Long-range identification andtracking of ships

The Sub-Committee held extensivediscussions on long-range identification andtracking of ships (LRIT). The COMSARWorking Group on Maritime Securitydeveloped revised proposed amendments tothe SOLAS Convention on LRIT andproposed draft performance standards forLRIT, to serve as a basis for furtherdiscussion and development.

The LRIT correspondence group has alsobeen tasked with considering and makingrecommendations on various issues relatingto LRIT, including the need for multiplecopies of the LRIT international database;

the requirement for data security; andwhether a Contracting Government shouldbe permitted to request LRIT informationdirectly from an LRIT Tracking Service onany ship for which they are entitled to obtainLRIT information, or whether requests forinformation directly from LRIT TrackingServices should be limited toAdministrations seeking information onships flying their flag

Amendments to the IAMSARManual

Draft amendments to the InternationalAeronautical and Maritime Search andRescue (IAMSAR) Manual were endorsed bythe Sub-Committee for submission to theInternational Civil Aviation Organization(ICAO) for approval and to the MaritimeSafety Committee at its next session (MSC80) for adoption. The draft amendmentsinclude the addition of a new section onunderwater search and rescue and acomprehensive new section on mass rescueoperations (MROs) – defined as search andrescue services characterized by the needfor immediate response to large numbers ofpersons in distress, such that the capabilitiesnormally available to search and rescueauthorities are inadequate.

Amendments to HSC and DSCCodes

Draft amendments to the 2000 and 1994International Codes of Safety for High-SpeedCraft (2000 and 1994 HSC Codes) and theCode of Safety for Dynamically SupportedCraft (DSC Code) were agreed. The draftamendments are intended to ensure theCodes include relevant provisions of the1974 SOLAS Convention which are intendedto apply to existing ships, in particular thatthe craft covered by the Codes should have acapability of distress and safetycommunications in accordance with theprovisions of chapter IV of the SOLASConvention, as amended.

Passenger ship safety

The Sub-Committee reviewed the tasksassigned to it in relation to the ongoing workby IMO on passenger ship safety and agreedto establish a correspondence group to workon a number of issues, including:

COMSAR devoted an entire day to the Indian Ocean tsunami (pic: United Nations Office for the Co-ordination ofHuman Affairs (OCHA))


9th session •7-11 February 2005 •

Sub-Committee on Radiocommunications and Search and Rescue (COMSAR) • From the meetings

Andrew Sukawaty, Chairman and CEO of Inmarsat Ltd(left) presents a cheque for US$10,000 for theInternational SAR Fund to Maritime Safety DivisionDirector Mr. Koji Sekimizu during the COMSAR meeting.

preparation of a comprehensive guide onrecovery techniques; preparation ofguidelines on how the SAR services maybest provide on-board support as an aid toincident containment; preparation ofcontingency planning guidelines for co-operation between companies operatingpassenger ships in areas remote from SARfacilities and relevant SAR services;development of functional requirements forSOLAS ships for systems used to recoverpersons from survival craft and the water;preparation of revised guidelines on theprevention and treatment of hypothermia;identification of concerns for training forSAR service personnel working in majorincidents; and consideration of mattersrelated to training of SAR personnel andseafarers with recovery responsibilities.

Recommendations on high-risk oceanic crossings byadventure craft

A draft MSC circular on Basic safety

guidance for oceanic voyages by non-

regulated craft was agreed, for submissionto MSC 80. The circular provides guidance tothose embarking on adventure craft voyagesand to those maritime Administrationsaffected on how to avoid risks that wouldlead to loss of life or severe physical injuryto both adventure craft crew and would berescuers and how to reduce the requirementfor extended and expensive SAR operations.

Emergency medicalkit on certainpassenger ships

A draft MSC circular onIdentification of passenger

ships, other than ro-ro

passenger ships, which should

benefit from being equipped

with the emergency medical

kit/bag (EMK) was agreed.These ships would includepassenger ships not carrying amedical doctor on board butcarrying more than 100passengers on a route thatwould make the response timefor a medical intervention fromashore longer than 30 minutes.

False alerts –reporting systems

The Sub-Committee agreed that reports offalse alerts might best be handled at nationallevel. The Rescue Co-ordination Centre(RCC) should report incidents to therelevant national Authority who shouldcontact the offending party and ask for areport using the form developed by theCOMSAR Sub-Committee. The nationalAuthority should then take any necessarydisciplinary or remedial action.

The Sub-Committee noted that muchprogress had been made in reducing theincidence of false alerts through equipmentdesign and published guidance. Nonetheless,with real distress incidents at a mercifullylow level, it is inevitable that false positiveswill outweigh real events.

Satellite services (Inmarsatand COSPAS-SARSAT)

Draft amendments to SOLAS chapter IV –Radiocommunications, to reflect theclosure of the Inmarsat-E service, wereagreed for approval by MSC 80. A draft MSCcircular on Closure of Inmarsat-E services

by Inmarsat Ltd. was also agreed, toprovide information relating to thetermination of the L-Band EPIRB service asfrom 1 December 2006.

A COMSAR circular superseding COMSAR/Circ. 18- Guidance on minimum communication

needs of MRCCs was also agreed.

Criteria for Provision of Mobile-Satellite CommunicationSystems in the GMDSS

A correspondence group to reviewresolution A.888(21) on Criteria for the

Provision of Mobile-Satellite

Communication Systems in the GMDSS

was established, in order to review andupdate the resolution.

International SAR Fund

IMO Secretary-General Mr. EfthimiosMitropoulos thanked all donors and thosewho have pledged contributions to theInternational SAR Fund for their generosity;and invited potential donors to comeforward to enable the Organization tofurther assist developing countries toenhance their maritime SAR capability andthus be in a stronger position to contributeto the effective implementation of the GlobalSAR Plan. He welcomed the provision ofvaluable communications equipment to theMombasa regional MRCC and its twosubordinate MRSCs in the Seychelles andTanzania and thanked Inmarsat Ltd. for theirfurther financial pledges to the Fund,including a cheque for US$10,000 presentedduring the COMSAR meeting.

Further work on long-range identification and tracking of ships (LRIT) will beundertaken by a correspondence group and will continue at the nextCOMSAR session.


GloBallast • Feature

IMO moves to beat ballast bugs

The Global Environment Facility (GEF), UnitedNations Development Programme (UNDP) and the

International Maritime Organization (IMO), have allidentified the issue of aquatic invasive species, includingthe transfer of harmful organisms in ships’ ballast waterand sediments, as one of the greatest threats to globalmarine bio-diversity and ecosystems, and also asignificant threat to coastal economies and even publichealth.

Global economic impacts from invasive aquatic species,including through disruption to fisheries, fouling ofcoastal industry and infrastructure and interferencewith human amenity, are estimated to exceed 100 billionUS dollars per year. The US General Accounting Office(2003) has identified biological invasions as one of thegreatest environmental threats of the 21st Century. TheUnited Nations Environment Programme (UNEP) andWorld Conservation Union (IUCN) announced at theWorld Summit on Sustainable Development (WSSD) inJohannesburg in 2002, that invasive species are thesecond greatest threat to global bio-diversity afterhabitat loss. The impacts are set to increase in comingyears with a three-fold increase in shipping activitypredicted in the next decade. Developing countries inAfrica, Asia and South America are at particular risk asglobalisation of the world economy continues and newmarkets and therefore ports and shipping routes areopened-up in these areas.

New International Convention

In response to this threat, in February 2004 IMOmember States adopted the International Convention

for the Control and Management of Ships’ Ballast

Water and Sediments, which provides a newinternational legal regime to address this problem.

The new Convention provides flexible options andbuilds on the complementary roles of coastal, port andflag States in protecting the marine environment. Itretains the current management measure of ballastwater exchange at sea, for the foreseeable future, whileproviding for continuous improvement by settingstandards to stimulate the development of alternative,more effective management measures over time.

Adoption of this Convention marks one of the mostsignificant marine environmental achievements sincethe adoption of the MARPOL Convention, by providinga uniform, global regime for the control of harmfulspecies transferred by ships’ ballast.

The importance of international standards and auniform global approach cannot be over-emphasisedwhen dealing with a trans-boundary industry likeshipping. The new ballast water Convention will

certainly have impacts on the shipping industry.However these will be far less disruptive than thealternative, potentially disparate regional and unilateralregulatory responses, which would undoubtedlyproliferate in the absence of the Convention. TheConvention will enter into force one year afterratification by 30 countries representing 35% or moreof world shipping gross tonnage.

Technical Assistance - the GloBallastProgramme

In addition to developing the new Ballast WaterConvention, IMO has also joined forces with GEF andUNDP to implement the Global Ballast WaterManagement Programme (GloBallast). TheDevelopment Objectives of this technical cooperationprogramme are to assist developing countries to:

• reduce the transfer of harmful aquatic organisms andpathogens in ships’ ballast water,

• implement existing IMO Guidelines, and

• prepare for the implementation of the new BallastWater Management Convention.

The Pilot Phase of the programme ran from 1 March2001 to 31 December 2004. It involved a four-personProgramme Coordination Unit (PCU) based at IMO inLondon and six initial Demonstration Sites, located insix Pilot Countries. These represented the maindeveloping regions of the world, as follows:

Microscopic, "red-tide"algae (toxicdinoflagellates) can betransported in ships’ballast water.(pic: GloBallast)


Features • GloBallast

Activities carried out at these sites focussedon institutional strengthening and capacitybuilding and included:

• Establishment of National Lead Agenciesand Focal Points for ballast water issues.

• Formation of cross-sectoral/inter-ministerial Country Task Forces.

• Communication and awareness raisingactivities.

• Ballast water risk assessments.

• Port biota baseline surveys.

• Ballast water sampling.

• Training in implementation of the IMOBallast Water Guidelines.

• Assistance with national ballast waterlegislation and regulations.

• Training and technical assistance withcompliance monitoring and enforcement.

• Assistance with developing national ballastwater management strategies and actionplans.

• Assistance with developing self-financingand resourcing mechanisms.

• Initiation of co-operative regionalarrangements between neighbouringcountries for ballast water management.

These efforts aim to expedite theConvention’s entry into force and establishframeworks for regional co-operation for theeffective implementation of the Convention,particularly in developing countries.

The outstanding achievements of GloBallastreceived recognition in 2003 through theQueen’s Golden Jubilee Medal, awarded bythe Institute of Marine Engineering, Scienceand Technology (IMarEST).

The Future

The GloBallast Programme has achieved manysubstantial, positive outputs and outcomes.Now, as we move forward, it is highlydesirable that the investment placed by theGEF in this pilot phase is not lost, and thatmore developing countries are able to benefitfrom these achievements, through ensuringsustainability and continuity between the pilotphase and the proposed future project.Without a follow-up GEF project, thesignificant global momentum and theincreased engagement of developing countries,for which this pilot phase has been thecatalyst, will be lost, and the results, impactsand other benefits from the initial GEFintervention will be substantially reduced.

IMO remains committed to facilitating aneffective global response to the invasivespecies problem, both through its essentialrole as Secretariat to the Ballast WaterManagement Convention, and throughworking with GEF, UNDP, Member Statesand other partners to realize a follow-uptechnical co-operation project, calledGloBallast Partnerships.

Steve RaaymakersFormer Chief Technical Adviser,GloBallast ProgrammeInternational Maritime Organization, http://globallast.imo.org

Delegates at the introductory Course in Ballast WaterManagement, Dalian, China, June 2004. (pic: GloBallast)

A diver carries out a baseline survey in Odessa, Ukraine.(pic: GloBallast)Ballast water management awareness training in Nigeria. (pic: GloBallast)

Demonstration Site Pilot Country Region Represented

Dalian China Asia/Pacific

Khark Island IR Iran ROPME Sea Area: Bahrain, Iran, Iraq, Kuwait, Oman, Qatar, Saudi Arabia, and United Arab Emirates

Odessa Ukraine Eastern Europe

Mumbai India South Asia

Saldanha South Africa Africa

Sepetiba Brazil South America

Table 1: GloBallast Phase I Demonstration Sites


IMO Secretary-General meets ECCommissioners

IMO at work

IMO Secretary-General Efthimios E. Mitropoulosmet Mr Jacques Barrot, Vice-President of the

European Commission, in charge of transportpolicy, Mr Joe Borg, European Commissionerresponsible for fisheries and maritime affairs andMr Stavros Dimas, European Commissionerresponsible for the environment, in separatemeetings at IMO Headquarters early in 2005.

The meetings were organized following aninvitation by Mr Mitropoulos to the ECCommissioners who had just taken on newportfolios, including matters of interest to IMO.The initiative was aimed at establishing goodworking relationships, providing the opportunityto reflect on recent developments and othersanticipated in the future and setting a courseto better serve the maritime community fromIMO’s and the EC’s particular perspectives.

The two sides agreed to IMO’s leading roleworldwide in the development and adoptionof global standards for shipping engaged ininternational trade, whilst recognizing theEuropean Union’s efforts aiming at ensuringa harmonized and controlled implementationof IMO rules in Europe.

The meeting with Mr Borg took place in January.During the meeting, Mr Mitropoulos referred toIMO’s work on the setting of safety, security andpollution prevention standards for shippingengaged in international voyages and, inparticular, standards for the safety of fishingvessels and for the training and certification offishing vessel personnel. Loss of life on fishingvessels is unacceptably high and two keyinternational conventions adopted under the aegisof IMO (the 1993 Torremolinos Protocol for theSafety of Fishing Vessels and the 1995International Convention on Training, Certificationand Watchkeeping for Fishing Vessel Personnel)aiming to address this have yet to enter into force.

M. Jacques Barrot, Vice-President of the EuropeanCommission, (left) meets IMO Secretary-GeneralEfthimios E. Mitropoulos.

Mr Joe Borg, European Commissioner responsible forfisheries and maritime affairs (left) with IMO Secretary-General Mitropoulos.

Mr Stavros Dimas, European Commissioner responsiblefor the environment (left) with IMO Secretary-GeneralMitropoulos.

Mr Mitropoulos said that the ratification ofthe two instruments by the Member States ofthe European Union would significantlyexpedite their entry into force and enhancetheir global implementation. Mr Borg,agreeing that international regulation of suchmeasures was important, added thatEuropean funding was currently available tothe EU Member States to facilitate theupgrading of the safety of fishing vessels.

Mr Borg outlined the measures that arebeing taken to ensure sustainable fisheries inthe European Union. He said that a taskforceof commissioners with responsibility formaritime issues would soon be formed toprepare a consultation paper on a possiblemaritime policy for the European Union.

The meeting also focussed on protection ofthe marine environment and vulnerableresources, including the need to ratify andimplement the newest marine environmentconventions developed by IMO, i.e. theInternational Convention on the Control ofHarmful Anti-fouling Systems, adopted in2001, and the International Convention for theControl and Management of Ships' BallastWater and Sediments, adopted in 2004.

Mr Mitropoulos and Mr Borg agreed on theneed for compliance with existinginternational standards and furtherharmonization of standards globally.

Mr Mitropoulos met Mr Dimas in mid-March. During the meeting, Mr Mitropouloshighlighted the role of IMO, particularly withrespect to marine pollution prevention andresponse through the adoption of a series ofrelevant IMO instruments. He drewattention, in particular, to the Organization’spollution prevention measures through theMARPOL Convention in the main and to

response requirements incorporated in theInternational Convention on Oil PollutionPreparedness, Response and Co-operationand its HNS protocol. He also highlightedthe importance of ratification, by as manyStates as possible, of the newest IMOconventions relating to the marineenvironment, such as the Ballast WaterManagement Convention and the Conventionon Anti-fouling Systems, to enable them tocome into force soon. He also referred to theship recycling issue and explained IMO’s rolein the process.

Specific mention was also made of the forthcomingentry into force, on 5 April 2005, of the 2003amendments to the MARPOL Convention,including the revised phase-out schedule for single-hull tankers and a new regulation on the carriage ofheavy grades of oil, which will ensure that thistype of oil is carried in double-hull tankers. Mr Mitropoulos stressed the importance of auniversal approach to such legislation, given theglobal nature of shipping, and that IMO was the onlyplace to bring proposals for, and seek global solutionsin the context of, any such amendments in future.

The anticipated entry into force, on 19 May 2005,of MARPOL Annex VI containing regulations forthe prevention of air pollution from ships, wasalso highlighted as a key piece of internationallegislation, developed and adopted by IMO, whichwill contribute to a cleaner environment for all.

The three meetings confirmed the desire onboth sides to continue and enhance the existingco-operation between IMO and the EuropeanCommission so that maritime safety, security andenvironmental protection are well served inpursuit of common goals. The IMO Secretary-General and the EC Commissioners agreed tomaintain a line of communication to foster furtherco-operation on all issues of common interest.

In the article on P.38 of IMO News, issueNo 3, 2004, concerning the new navaids

tender Relume, we omitted to use the termPersian Gulf, which is a long-standingconventional practice within the UnitedNations, to describe the geographical areain which she will operate. We apologise toall concerned.

IMO at work


Panama has made an initial financialcontribution to the IMO operating

budget for 2005 and has pledged to settle theremainder of the amount by July of this year.

During his visit to Panama in February toparticipate in the opening of the PanamaMaritime VII event, IMO Secretary-GeneralEfthimios E. Mitropoulos received a paymentfrom the Government of Panama for theamount of US$2,780.871 (GB£1,473,700),representing the first tranche of Panama’sIMO budget contribution. As the world’slargest registry, Panama makes the highestsingle contribution to the IMO budget,representing around 16 per cent of theoverall figure.

Mr. J. Mervyn Jones (right), the Director of the BahamasMaritime Authority and Alternate PermanentRepresentative of the Commonwealth of the Bahamas toIMO, presents a cheque for £1,070,346 to the Secretary-General of IMO, to settle the assessed budget contributionto IMO of the Bahamas Government for 2005.

IMO Secretary General in Panama: from left, Mr. Ricaurte Vasquez, Minister of Economy; Mr Mitropoulos; H.E. MartinTorrijos Espino, President of the Republic of Panama; H.E. Ruben Arosemena Valdes, 2nd Vice President andAdministrator of the Panama Maritime Authority; Miss Liliana Fernandez, Panamanian Ambassador to the UK andPermanent Representative to the IMO; Mr. Alberto Aleman Zubieta, Administrator of the Panama Canal Authority.

Environmental concerns on agendaas IMO and UNEP heads meet

Panama makes IMObudget payment

During his two-day visit to Panama, theSecretary-General undertook a busyprogramme of work. He had meetings withthe President of the Republic of Panama, HEMartin Torrijos as well as a number ofMinisters, and with Vice President andAdministrator of the Panama MaritimeAdministration, HE Ruben Arosemena whoexplained in detail to the Secretary-Generalhis plans to modernize the Panamanianregistry and exercise effective control of theships in the Panamanian fleet. TheSecretary-General also visited the PanamaCanal and discussed the proposed expansionplans with the Canal Administrator, Mr Alberto Aleman.

Bahamas settlesIMO contribution

The Bahamas Government paid its assessedbudget contribution to IMO in January.

IMO Secretary-General Efthimios E.Mitropoulos welcomed the contribution anddescribed it as an excellent example for all tofollow. “The timely payment of assessments isessential for the Organization’s financialwellbeing and recognizes the criticalcontribution of the Organization’s workprogramme to enhancing global maritimesafety, security and environmental standardsin the interests of the global maritimecommunity and civil society at large,” he said.

The annual budget of IMO (of £23,684,500) isdistributed amongst the Organization’s 164Member States and 3 Associate Members onthe basis of a contribution formula which,broadly-speaking, apportions 85% of thebudget on the basis of the gross tonnage ofeach Member State of ships registered, asrecorded by Lloyds Register, and 15% broadlyaccording to capacity to pay.

The Bahamas’ gross registered tonnage of34,910,435 represents 5.6% of the world fleet.

IMO Secretary-General Efthimios E.Mitropoulos and United Nations

Environment Programme (UNEP) ExecutiveDirector Klaus Topfer (on the left) met atIMO in early January to discuss items ofcommon interest between the two UNbodies. The two Executive Heads discusseda series of newly published UNEP reportsrelating to small island developing states(SIDS) and reviewed the on-going relief andrecovery operations in the wake of theIndian Ocean tsunami disaster. IMO hasseconded two IMO staff to UNEP to set upan environmental crisis centre in Indonesiato undertake work leading to the provision ofrelief and support for the stricken areas.

IMO News 3 2004Correction

IMO Secretary-General meets US Secretary ofHomeland Security and US Coast Guard Commandant

Technical co-operation fund receives majorboost from Republic of Korea

IMO Secretary-General EfthimiosMitropoulos met US Secretary of Homeland

Security Tom Ridge and Commandant of theUnited States Coast Guard, Admiral ThomasH. Collins, in separate meetings at IMOHeadquarters in January and February.

The meetings focused in particular onmaritime security.

Mr. Ridge, visiting IMO in February,expressed appreciation to IMO and itsMember States for the rapid andcomprehensive international response tomaritime security issues following theSeptember 2001 attacks in the United States,including the adoption of the special measuresto enhance maritime security which enteredinto force on 1 July 2004 as part of the SOLASConvention.

Mr. Mitropoulos referred to work carried outby IMO in collaboration with the International

Labour Organization (ILO) on seafareridentification. He stressed the importance oftreating seafarers as partners in the maritimesecurity chain and highlighted the need forthem to be able to take shore leave afterworking on board ships for long periods. Hewelcomed the input of the United States and,in particular, the United States Coast Guard tothe work of IMO on maritime security andother issues and he urged the United Statesto make further contributions to theInternational Maritime Security Trust Fund inorder to support technical assistance projectsrelating to maritime security around the world.

In February, Mr. Mitropoulos and AdmiralCollins discussed the current implementationstatus of the maritime security measures. Mr.Mitropoulos noted that figures for shipssubject to the ISPS Code indicated a highdegree of compliance and almost nodisturbance of the world trade while, forports, information suggests that almost 94% ofthe Contracting Governments to the SOLASConvention have approved security plans for97% of the declared port facilities, whichnumber in excess of 9,600 worldwide.

Mr Mitropoulos took the opportunity to stressthat IMO’s efforts take fully into account theneed to ensure the continuation of anefficient, uninterrupted and competitivemaritime transport infrastructure, and theneed to recognize, respect and uphold thetraditional rights of seafarers and the rightsand personal liberties of the individuals. Healso re-affirmed the need to ensure that theachievements of the Organization make ameaningful contribution to the securityagenda of United Nations and to the globalefforts to eliminate terrorism.

In the context of maritime security, the twoalso discussed the United States’ proposals onlong-range tracking of ships, the importanceof access to shore leave for seafarers, andIMO’s technical co-operation activities toenhance maritime security.

Mr Mitropoulos and Admiral Collins agreedon the vital importance of ensuring and

maintaining the security of strategic sea lanes,such as the Straits of Malacca, and theSecretary-General re-affirmed IMO’scommitment to this key objective. Last year,the IMO Council gave the go-ahead for theOrganization to convene a high-levelconference to consider ways and means ofenhancing safety, security and environmentalprotection in the Straits of Malacca andSingapore. The event is due to take place inJakarta, Indonesia, later this year. TheSecretary-General also confirmed IMO’splans to hold a similar sub-regional seminar inAden, Yemen.

On broader issues, Admiral Collins andSecretary-General Mitropoulos discussedIMO’s work on the voluntary Member Stateaudit scheme, goal-based standards for shipdesign and construction, passenger shipsafety and formal safety assessment.

The Secretary-General thanked AdmiralCollins for the valuable contribution that theUnited States continued to make to the workof the Organization, and stressed once againthe crucial importance of a universally-accepted regulatory framework for such aninternational industry as shipping. AdmiralCollins expressed his appreciation to theSecretary-General for his continued efforts toenhance safety, security and environmentalprotection, and for his strategic managementof the Organization during his first year asSecretary-General.

The Republic of Korea has made adonation of more than US$400,000 to

the IMO’s Integrated Technical Co-operation Fund, which supports IMO’sIntegrated Technical Co-operationProgramme (ITCP) activities. It alsoannounced plans to increase its donations inthe future, thereby continuing the country’sactive participation in IMO’s technical co-operation activities.

A cheque was presented to IMO Secretary-General Efthimios E. Mitropoulos by theRepublic of Korea’s Minister for MaritimeAffairs and Fisheries, Mr Keo-don Oh, whoemphasised his country’s firm, long-termsupport for IMO’s important technical co-operation work. In thanking the Minister for

IMO at work

his country’s generous and exemplarycontribution, the Secretary-General stressedthe vital part played by technical co-operationactivities in helping the Organization toachieve its overall aims.

IMO Secretary-General Mitropoulos with Mr. Oh Keo-Don, Ministerof Maritime Affairs and Fisheries (MOMAF), and Lee Jae-Gyoon,Director General of Shipping and Logistics Bureau, MOMAF.

IMO Secretary-General Mitropoulos with Admiral ThomasH. Collins, Commandant of United States Coast Guard

IMO Secretary-General Mitropoulos with US Secretaryof Homeland Security Tom Ridge


Vice Admiral William Freeland Rea IIIpassed away on December 12, 2004 in

Coral Gables, Florida. He worked for 37years with the United States Coast Guard,leading US delegations to the IMOAssembly, the Maritime Safety Committee(MSC) and the Marine EnvironmentProtection Committee (MEPC). He was chiefof the US Coast Guard Marine SafetyProgram and was involved with thedevelopment of regulations at IMO,

Obituary: William Freeland Rea III

IMO at work

The first volume of this opus magnum onthe World Maritime University (WMU)

by WMU’s Founding Chancellor EmeritusC.P. Srivastava describes the development ofthe WMU from idea and vision to “IMO’sapex institution for high-level maritimeeducation and training” (William O’Neil,WMU’s Chancellor Emeritus, in hisforeword), and the second volume containsthe names, addresses, positions and photosof the 1754 WMU graduates until the end of2002. (Today, the number of graduates hasreached 1961 - from 142 countries.)

The first volume comprises 32 chapters,from “Technical Assistance to DevelopingCountries to Alleviate Acute Shortage ofAdvanced Maritime Expertise” (chapter 1) to(a summary of) “Achievements of the WorldMaritime University” (chapter 32).

The first 20 chapters describe the creation ofWMU, answering the questions why? – whatand when? – how and who? Chapter 19covers the “Inauguration of the WorldMaritime University on 4 July, 1983” andchapter 20 contains the “Mandate FulfilledReport to Council and Assembly of theInternational Maritime Organization”. Thefull text of the report is given in Appendix 1.

WORLD MARITIME UNIVERSITYFirst 20 YearsBackground & Concept,Establishment & ProgressWritten and published by C.P. Srivastava, 2003

Appendix 2 gives informationon the author who is oftenaffectionately called “thefather and the mother ofWMU”. This double parentrole for a steadily growingworld-wide “family” ofsupporters is the redthread of the first 20chapters. The following12 chapters deal with theacademic programme,the resident and visitingfaculty, the students,graduates, governance, finance and someother topics related to elements, provisionsand activities which are special at WMU.

The entire volume 1 is a most interestingreport on successful international co-operation, on the conception of WMU by anindividual, the initiation by the IMO Counciland Assembly, support by Sweden, the cityof Malmö and other important and generousdonors, on the bringing together, fromcountries in various states of development, ofpersonalities - donors, governors, residentand visiting staff, students – for a jointdetermined effort to improve the safety,

security, environment-friendliness and efficiency of maritimeoperations, on the development of a highertraining institution to a respected university,on work for and progress towards enablingstudents to occupy more and more seniorpositions in maritime administration,education and industry in an increasingnumber of countries and, in the context of thismission, to contribute to the work of IMO.

ISBN 81-7525-421-1(V. 1)/X (V. 2)Review by Günther Zade, former Vice-Rector and AcademicDean of the World Maritime University.

integrating new technologies such as LNGcarriers, mobile offshore drilling units, andcontainerships. He led the US effort inimprovement of passenger vessel safety andwas an advocate for the complete revision ofSOLAS Chapter III on Life Saving

Appliances and Arrangements.

Throughout his career and after retirement,VADM Rea focused on maritime safety andmarine pollution prevention, with a long andpositive influence on lifesaving and fire

protection equipment and systemsstandards, nationally and internationally.

After retirement from the US Coast Guard, heserved as chairman of the Board of Investigationfor a number of maritime casualties.

William F. Rea received the 1993 RADMHalert C. Shepheard Award for achievementin merchant marine safety and was electedHonorary Member of the US Marine SafetyAssociation.

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